Abstract:
A stopping-time calculation module for a vehicle contains a communication device, which enables communication with one or more other vehicles in order to transmit the vehicle&#39;s own travel-related data and/or to receive travel-related data of another vehicle or vehicles. An evaluation device is connected to the communication device and is suitable for calculating an extended stopping time that exceeds the stopping time specified by the schedule in the event of a delay for the current stop or a following stop, in particular the next stop, indicated by the travel-related data of a vehicle driving ahead or behind on a common route equipped with stops, and for producing a control signal that indicates the calculated stopping time.

Description:
BACKGROUND OF THE INVENTION 
     Field of the Invention 
     In the area of rail-based local transit traffic, in subway or local rapid transit traffic for example, passengers are carried from station to station on lines predetermined in accordance with a timetable. The flow of passengers into the stations is an at least approximately steady process and the trains run accordingly, spaced as identically as possible from one another. If—for whatever reason—a train is delayed and this results in a delayed arrival of the train at a station, then more passengers will be waiting for the train at this station—as well as in all subsequent stations—than would have been the case if the train had not been delayed. As a result of this, this train will have to carry an increased number of passengers in proportion to its delay. This in its turn has the consequence that the following, on-time train will carry fewer people, since the delayed train traveling in front has already taken some of the passengers who should actually have been carried by the following train. 
     BRIEF SUMMARY OF THE INVENTION 
     The underlying object of the invention is to specify a device which enables the disadvantageous consequences of a train delay to be kept as small as possible. 
     This object is achieved in accordance with the invention by a stopping time calculation module with the features according to the independent claim. Advantageous embodiments of the inventive stopping time calculation module are specified in the sub claims. 
     Accordingly a stopping time calculation module for a vehicle is provided in accordance with the invention, with a communication device which makes it possible to communicate with one or more other vehicles for the transmission of the vehicle&#39;s own travel-related data and/or to receive travel-related data of the other vehicle or vehicles, and an evaluating device connected to the communication device which is suitable, in the case of a delay indicated by the travel-related data of a vehicle traveling in front or behind on a route equipped with stations, to calculate an extended stopping time for the current station or a following station, especially the next station, which exceeds the stopping time specified in accordance with the timetable, and to create a control signal which specifies the calculated stopping time. 
     A significant advantage of the inventive stopping time calculation module consists in the vehicles being able to communicate with one another via their communication devices and thus being able to calculate extended stopping times in the stations by themselves or autonomously. The use of a central control desk, which has to monitor and control a plurality of vehicles, is thus not necessary for calculating extended stopping times. 
     A further significant advantage of the inventive stopping time calculation module is to be seen as its ability to operate more quickly than a central control desk, since a separate evaluating device is provided for each vehicle, which only has to calculate its own stopping time or its own stopping time extension. The use of decentralized stopping time calculation allows delays to be dealt with far more quickly than a central control desk would allow; this will be illustrated using an example with actual figures: In the case of stopping time calculation by a central control desk the measurement and closed-loop control times—as the inventors have established—are usually so large that only vehicle delays in the minutes range are able to be compensated for. By contrast, the inventive provision of the vehicles&#39; own stopping time calculation modules already allows delays in the seconds range to be compensated for, so that an escalation of individual small delays into a significant operational disruption on the route as a whole can be avoided. 
     The calculation of an extended delay time is preferably undertaken by the evaluating device so that the spacing between the own vehicle and the vehicle traveling in front is approximated to a spacing envisioned by the timetable or is set to said distance. 
     Communication from vehicle to vehicle can be undertaken on direct paths, for example by radio signals from vehicle to vehicle, or on indirect paths, for example using an external communication network (e.g. a GSM (Global System for Mobile Communications) network, a WLAN (Wireless Local Area Network)-network or a UMTS (Universal Mobile Telecommunications System) network) as an agent. As explained above, communication preferably takes place without the inclusion of a control desk (or control center) monitoring the vehicles, i.e. in other words preferably “directly”. 
     Instead of communication via radio another method of transmission can also be provided, for example via light (e.g. in the infrared range) or by wire via cables which are implemented on the route. 
     The stopping time calculation module is preferably used for vehicles of local rapid-transit traffic. It is seen as especially advantageous if the vehicles are rail vehicles, which are traveling on the same rail route and if the extended stopping time calculated by the stopping time calculation module relates to the station to which the vehicle is currently traveling or a next station on the rail route. 
     According to an especially preferred embodiment of the evaluating device there is provision for said device to calculate the extended stopping time by adding a period of time proportional to the delay of the vehicle traveling in front or behind to the stopping time envisioned by the timetable. The proportionality factor preferably lies between 0 and 1. 
     It is viewed as especially advantageous for the evaluating device to be embodied so that it calculates the extended stopping time by adding a period of time to the stopping time specified by the timetable which lies between 30% and 70% of the delay of the vehicle traveling in front or behind. A proportionality factor between 30% and 70% makes possible a particularly efficient regulation of the spacings between vehicles with a view to the spacing envisioned in the timetable. 
     In addition it is seen as advantageous if a vehicle which recalculates its own stopping time and has determined an increased stopping time transfers this result to the vehicle travelling in front or behind. Accordingly it is seen as advantageous for the evaluating device to be embodied such that, in the event of an extended stopping time compared to the stopping time specified by the timetable, it generates a control signal which indicates the extended stopping time, and transfers this control signal to at least one of the vehicles traveling in front and behind on the shared route. 
     If the vehicle traveling in front has caused a delay and if the vehicle&#39;s own stopping time is therefore extended, then the vehicle traveling behind will preferably be informed by the stopping time calculation module. If on the other hand the vehicle traveling behind has caused the delay and if the vehicle&#39;s own stopping time is extended, the vehicle travelling in front will preferably be informed accordingly by the stopping time calculation module. 
     The stopping time calculation module can additionally also take account of the traffic on other routes, to which passengers can change or for which there is provision for said change in the timetable. In this regard it is seen as advantageous for the evaluating device to be embodied such that, in the event of a delay of a vehicle traveling on another route, to which a change option is provided for by the specified timetable, it calculates an extended stopping time for at least one station lying before the location of the change, generates a control signal which indicates the extended stopping time and transfers the control signal to at least one of the vehicles traveling in front or behind on its own route. 
     The stopping time calculated by the stopping time calculation module can be included directly for controlling the vehicle. For example the stopping time calculation module can have a door control unit connected to the evaluating device which is suitable for activating the doors in accordance with the control signal of the evaluating device. Preferably the door control unit will open the doors of the vehicle for the calculated extended stopping time at the respective station. 
     As an alternative the stopping time calculation module can have a display device which has a connection to the evaluating device, on which the evaluating device displays the extended stopping time. 
     In respect of the realization of the stopping time calculation module, it is seen as advantageous for the evaluating device to have a processing device and a memory in which a program is stored which, when executed by the processing device, calculates an extended stopping time if a delay of a vehicle traveling in front or behind on a shared route is indicated by travel-related data. 
     The invention also relates to a rail vehicle with a stopping time calculation module as described above. As regards the advantages of the inventive rail vehicle, the reader is referred to the advantages of the inventive stopping time calculation module explained above, since the advantages of the inventive stopping time calculation module correspond to those of the inventive rail vehicle. 
     The invention also relates to a method for controlling a vehicle. In accordance with the invention there is provision in this case for travel-related data of one or more other vehicles traveling on a shared route equipped with stops to be received, in the event of a delay of a vehicle traveling in front or behind on the route, for an extended stopping time to be calculated for a subsequent stop, especially the next stop, which exceeds the stopping time specified in accordance with the timetable and for a control signal to be created which specifies the calculated stopping time. 
     As regards the advantages of the inventive method, the reader is referred to the remarks given above in conjunction with the inventive stopping time calculation module, since the advantages of the inventive stopping time calculation module correspond to those of the inventive method. 
     The invention will be explained in greater detail below on the basis of exemplary embodiments; in the figures, by way of example 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
         FIG. 1  shows a first exemplary embodiment for an inventive method for controlling a vehicle, wherein in this exemplary embodiment a vehicle-side delay is taken into account in vehicles traveling behind with a proportionality factor of k, 
         FIG. 2  shows a second exemplary embodiment for an inventive method, whereby in this exemplary embodiment a delay to a vehicle traveling ahead leads to a stopping time extension of the vehicles traveling behind with a proportionality factor k, 
         FIG. 3  shows a third exemplary embodiment for an inventive method, in which a cascaded calculation of stopping time extensions, each with a proportionality factor k, is undertaken, 
         FIG. 4  shows a fourth exemplary embodiment for an inventive method, in which the delay of a vehicle traveling behind is taken into account, 
         FIG. 5  shows a fifth exemplary embodiment for an inventive method, in which the delay of a vehicle traveling on another route is taken into account, and 
         FIG. 6  shows an exemplary embodiment for a rail vehicle with an inventive stopping time calculation module. 
     
    
    
     DESCRIPTION OF THE INVENTION 
     In the figures, for the sake of clarity, the same reference characters are always used for identical or comparable components. 
       FIG. 1  shows an exemplary embodiment for a method in which, in the event of a delay to a rail vehicle traveling in front, the rail vehicles traveling behind extend their stopping time in the next station in order to maintain or restore the spacing between the rail vehicles envisioned in accordance with the timetable. 
       FIG. 1  shows three rail vehicles F 1 , F 2  and F 3 , which are formed for example respectively by subway or local rapid transit trains and serve a shared line (railroad line, for example subway line “U 1 ”) in each case. The rail vehicles F 1 , F 2  and F 3  thus form rail-based railroad vehicles which travel over or “serve” a shared route S. Stops in the form of stations H 1 , H 2  and H 3 , through which the rail vehicles F 1 , F 2  and F 3  pass in turn, are located on the route. 
     At time t=t 0  the three rail vehicles F 1 , F 2  and F 3  are traveling in accordance with the timetable so that the spacing between the rail vehicles is at least approximately constant. 
     At time t=t 1  the rail vehicle F 3  reaches the station H 2 , the rail vehicle F 2  reaches the station H 3  and the rail vehicle F 1  reaches the station H 4 . In accordance with the timetable the stopping time in the stations is to be T 0  in each case. 
     While the two vehicles F 2  and F 3  keep to the stopping time of T 0  envisioned by the timetable, there is an extension—for whatever reasons—to the stopping time for vehicle F 1  in station H 4 . The vehicle F 1  would thus not leave the station H 4  after the intended stopping time T 0 , but with a delay of dT1. 
       FIG. 1  shows that, at time t=t 1 +dT1, the vehicles F 2  and F 3  have already left their stations H 2  and H 3  and are at the midpoint on the route: thus the vehicle F 3  is on the route section between the stations H 2  and H 3  and the rail vehicle F 2  is on the route section between the stations H 3  and H 4 . The vehicle F 1  ahead is only just leaving the station H 4  at this time t=t 1 +dT1. 
     In order to avoid the delayed departure of the vehicle F 1  leading to a permanent disruption of travel operation and a permanent non-adherence to the predetermined timetable, the vehicle F 1  traveling ahead will send a control signal to the vehicle F 2  traveling behind, with which it transmits its own delay dT1 to the vehicle F 2  traveling behind. 
     The vehicle F 2  traveling behind will transfer the received control signal with the delay specification dT1 to the vehicle F 3  traveling behind the vehicle F 2 , so that both vehicles F 2  and F 3  traveling behind are each given information about the delay of the vehicle F 1  traveling in front. 
     The two vehicles F 2  and F 3  traveling behind will take account of the delay dT1 of the vehicle F 1  traveling in front by extending their respective stopping times accordingly in the stations H 3  and H 4  ahead. 
     Thus if the vehicle F 2  reaches the station H 4  and the vehicle F 3  reaches the station H 3  at time t=t 2 , then both vehicles will remain in the stations for longer than specified by the timetable. The stopping time T 2  of the vehicle F 2  will for example be T 2 =T 0 +dT1 and the extended stopping time T 3  of the vehicle F 3  will be T 3 =T 0 +dT1. 
     Because of the extension of the stopping time in the stations H 3  and H 4 , the spacing to the delayed vehicle F 1  will be adapted to the spacing envisioned in the timetable or set to said spacing. 
       FIG. 2  shows an exemplary embodiment for a method in which, in the event of a delay of a vehicle traveling ahead, the vehicles traveling behind calculate an extended stopping time taking into account a proportionality factor. 
     Let the situation at the times t=t 0 , t=t 1  and t=t 1 +dT1 be identical for example to the situation that has already been explained in  FIG. 1 . The vehicle F 1  traveling ahead has a delay dT1 at station H 4 , which it transmits by means of a corresponding control signal to the vehicle F 2  traveling behind, which in its turn forwards the delay dT1 to the vehicle F 3 . 
     By contrast with the exemplary embodiment according to  FIG. 1 , in the exemplary embodiment according to  FIG. 2 , the extended stopping times T 2  and T 3  are calculated taking into account a proportionality factor k. Thus the vehicle F 2  in station H 4  will calculate an extended stopping time T 2  in accordance with the following equation:
 
 T 2= T 0+ k*dT 1,
 
wherein k refers to the proportionality factor, dT1 to the delay of the vehicle F 1  traveling ahead and T 0  to the stopping time in accordance with the timetable.
 
     In a corresponding manner the vehicle F 3  traveling behind the vehicle F 2  will calculate an extended stopping time T 3  in station H 3 , in accordance with:
 
 T 3= T 0+ k*dT 1.
 
     Preferably the following applies for the proportionality factor k:
 
0≦ k≦ 1,
 
wherein a range between 0.1 and 0.9, especially between 0.3 and 0.7, is viewed as especially preferable.
 
       FIG. 3  shows an exemplary embodiment for a method in which, in the event of a delay of a vehicle traveling in front, the vehicles traveling behind can provide extended stopping times in the next station in each case, wherein the stopping time extension differs from vehicle to vehicle. 
     In  FIG. 3  it can be seen that the vehicle F 1  traveling in front has a delay of dT1, which it transmits in the form of a control signal to the vehicle F 2  traveling behind. The vehicle F 2  traveling behind calculates an extended stopping time at the next station H 4 , taking into account the delay dT1 of the vehicle F 1  traveling ahead, and does so in accordance with the following equation:
 
 T 2= T 0+ k*dT 1,
 
wherein dT1 describes the delay of the vehicle F 1  traveling ahead, T 0  the stopping time in accordance with the timetable and k a predetermined proportionality factor. The proportionality factor preferably lies in the range between 30% and 70%.
 
     Because of the extended stopping time of the vehicle F 2  at station H 4 —as seen by the vehicle F 3  traveling behind—this will result in a delay of vehicle F 2  on the route S. The vehicle F 2  transmits this delay value, in the form of a control signal, to the vehicle F 3  traveling behind, with which the delay dT2 of the vehicle F 2  in relation to the timetable is notified. The delay dT2 of the vehicle F 2  amounts to:
 
 dT 2= T 2− T 0= k*dT 1.
 
     The vehicle F 3 , after receiving the control signal relating to the delay dT2 of vehicle F 2 , will calculate an extended stopping time T 3  in the station H 3  ahead and accordingly stop in station H 3  for longer than envisioned in the timetable. The stopping time of the vehicle F 3  in station H 3  amounts for example to:
 
 T 3= T 0+ dT 3= T 0+ k*dT 2.
 
     The vehicle F 3  thus calculates the extension dT 3  of the stopping time, taking into account its proportionality factor k and also the vehicle F 2  ahead. In other words the stopping time extension of the vehicle F 3  will amount to k times the extension dT2 of the vehicle F 2 . In relation to the vehicle F 1  causing the delay, the following equation thus applies for the extension dT 3  of the stopping time T 3  of the vehicle F 3 :
 
 T 3= T 0+ dT 3= T 0+ k*dT 2= T 0+ k 2* dT 1 or
 
 dT 3= k*dT 2= k 2* dT 1
 
       FIG. 4  shows an exemplary embodiment for a method in which a rail vehicle F 2  on a shared route S takes account of a delay dT 3  of a rail vehicle F 3  traveling behind it. 
     It can be seen in  FIG. 4  that the vehicle F 3  traveling behind, at time t=t 1 +dT 3 , has a delay of dT 3 , which it transmits in the form of a control signal to the vehicle F 2  traveling ahead. The vehicle F 2  traveling ahead, taking into account the delay dT 3  of the vehicle F 3  traveling behind, calculates an extended stopping time T 2  in the station H 4  ahead, and does so in accordance with the following equation:
 
 T 2= T 0+ k*dT 3,
 
wherein dT 3  describes the delay of the vehicle F 3  traveling behind, T 0  the stopping time in accordance with the timetable and k a predetermined proportionality factor. The proportionality factor k preferably lies in the range between 30% and 70%.
 
     Because of the extended stopping time of the vehicle F 2  in station H 4 , the result—as seen by the vehicle F 1  traveling ahead—will be a delay of vehicle F 2  on the route S. The vehicle F 2  transmits this delay value to the vehicle F 1  ahead in the form of a control signal, with which the delay dT2 of the vehicle F 2  in relation to the timetable is communicated. The vehicle F 1 , after receiving the control signal relating to the delay dT2 of the vehicle F 2 , will calculate an extended stopping time in one or more stations ahead and accordingly will stop in the stations for longer than the time envisioned in the timetable. 
       FIG. 5  shows an exemplary embodiment for a method in which a rail vehicle F 1  on a route S 1  takes account of a delay dT2 of a rail vehicle F 2  on another route S 2 . It can be seen in  FIG. 5  that the delay dT2 is communicated by rail vehicle F 2  on the route S 2  at time t=t 0  to the rail vehicle F 1 . 
     The rail vehicle F 1 , taking account of the delay dT2, calculates an extended stopping time T 2 =T 0 +dT2 in station H 1 , which is located on route S 1 . Because of the extension of the stopping time in station H 1 , the delay of the vehicle F 2  on the route S 2  will be compensated for at least approximately and a synchronization of the travel movements of the two vehicles F 1  and F 2  on the two routes S 1  and S 2  will be re-established. If the vehicles F 1  and F 2  are arriving at the station H 2  at t=t 2 , they are at least approximately synchronized, so that a possibility envisioned by the timetable of changing between vehicles F 1  and F 2  in station H 2  can be offered. 
     In summary the method in accordance with  FIG. 5  thus makes it possible to take account of delays of rail vehicles belonging to different lines or traveling on different routes in order to maintain the possibility of passengers changing between the rail vehicles. 
       FIG. 6  shows an exemplary embodiment for an inventive rail vehicle  10  which is equipped with an exemplary embodiment for an inventive stopping time calculation module  20 . 
     The stopping time calculation module  20  includes a communication device  30 , to which for example an antenna  35  for wireless communication with other vehicles is connected. Instead of wireless transmission, transmission over wires can also be provided, for example over signal transmission wires which are implemented in the rail network. 
     An evaluation device  40 , which includes a processing device  41  in the form of a computer as well as a memory  42 , is connected to the stopping time calculation module  20 . Stored in the memory  42  is a control program P which is executed by the processor device  41 . With regard to the embodiment of the computer program P and the method of operation of the processing device  41  based thereon, the reader is referred to the exemplary embodiments given above in conjunction with  FIGS. 1 to 5 . 
     The stopping time calculation module  20  additionally includes a door control unit  50 , which is connected to one or more doors  60  of the rail vehicle  10  and is suitable for opening or closing the doors  60  for the respective computed (and possibly extended) stopping time T 2 =T 0 +dT2. 
     In addition the stopping time calculation module  20  is equipped with a display device  70  which makes it possible to display extended stopping times of the rail vehicle  10 . 
     The rail vehicle  10  in accordance with  FIG. 6  can be described for example as follows: 
     1. Delay of a Vehicle Traveling Ahead or a Vehicle Traveling Behind: 
     if the communication device  30  of the stopping time calculation module  20  receives a delay dT1 of a rail vehicle traveling ahead or traveling behind, the delay dT1 is communicated to the processing device  41 . The processing device  41 —controlled by the computer program P in memory  42 —will calculate an extended stopping time for the respective next station or station ahead. The stopping time extension produced or the delay dT2 produced for the rail vehicle  10  can for example be calculated as follows:
 
 dT 2= k*dT 1,
 
wherein k refers to a proportionality factor.
 
     The evaluating device  40 , by employing the communication device  30  and the antenna  35 , will communicate the delay dT2 to the respective vehicle traveling ahead or traveling behind: The evaluating device  40 , in the event of a delay of a vehicle traveling ahead, will communicate the extension of the waiting time in the next station here and thus its own delay to be expected, preferably to the vehicle traveling behind in each case. If on the other hand the vehicle traveling behind has found out about the delay of dT1 and if therefore the waiting time of the rail vehicle  10  is extended, then the evaluating device  40  with the assistance of the communication device  30  and the antenna  35 , will communicate the delay dT2 of the rail vehicle  10  produced to the vehicle ahead. 
     2. Delay of a Vehicle on Another Route: 
     In a corresponding way the evaluating device  40 , in the event of a delay of vehicle traveling on another route, to which passengers are provided with an option of changing in accordance with a predetermined timetable, can calculate an extended stopping time in one of the stops lying before the location where passengers can change trains, which exceeds the stopping time for this stop in accordance with the timetable, in order to make possible a temporal and spatial synchronization with the vehicle traveling on the other route. 
     Although the invention has been illustrated and described in greater detail by the preferred exemplary embodiments, the invention is not restricted by the disclosed examples and other variations can be derived therefrom by the person skilled in the art, without departing from the scope of protection of the invention.