SYSTEM FOR OPTIMIZED NETWORK USE IN PUBLIC TRANSPORT AND METHOD FOR THIS

Abstract

System (1) for using the route network in public transport with several transport vehicles (2) operating on several lines (T1, T2, ..., TJ) of a route network (4), wherein at least two lines (T1, T2, ..., TJ) meet at junctions (K1, K2, ..., KK) and an origin or a terminal stop (19) also defines a junction at which at least one line (T1, T2, ..., TJ) originates or at least one line (T1, T2, ..., TJ) arrives; characterized by: a central control and monitoring software (10) which is installed in an operations control center (12); a control and monitoring software (14S) that is assigned to a respective client (14), wherein the clients (14) represent the transport vehicles (2) with associated displays (15), ticket machines (16) in the transport vehicle (2), means (17) for determining the occupancy level of the transport vehicle (2), mobile devices (18) of passengers (3) or stops (19) with associated ticket machines (16) with destination input and the associated displays (15); a communication (20) through which the clients (14) are connected to the control and monitoring software (10) in the operations control center (12) so that the control and monitoring software (10) receives all information from the clients (14); and wherein via the communication (20) the control and monitoring software (10) of the operational control center (12) is connected to the control and monitoring software (13) of the clients (14) in order to • Displays (15) on the outside of the transport vehicles (2) are to be updated in real time after each stop at a junction (K1, K2,..., KN), wherein each stop (19) of the route network (4) and the junctions (K1, K2, ..., KK) is assigned a display (15) which is designed such that the current position of the transport vehicles (2) in the route network (4), the arrival time at the respective stop (19), and the route defined by the updated junctions (K1, K2,..., KN) can be displayed. • To update in real time the displays (15) for passenger information in the transport vehicles (2) of ticket machines (16) in the transport vehicles (2), the means (17) for determining the occupancy level of the transport vehicles (2) and the mobile devices (18) of passengers (3).

Description

[0001] The invention relates to a system for utilizing a line network in local public transport. The system comprises several transport vehicles that operate on several lines of a line network. At least two lines meet at junctions, and a starting or terminating stop also defines a junction at which at least one line departs or arrives.

[0002] Furthermore, the invention relates to a method for optimizing the use of the route network in local public transport. Several transport vehicles are provided. The route network is divided into nodes, where at least two lines meet. A starting or terminating stop of the at least two lines also defines a node from which at least one line departs or arrives. Central control and monitoring software is installed in an operations control center.

[0003] Korean patent application KR 10 2016 0 084 338 A relates to an intelligent public transportation system and an operating method thereof. The number of passengers on board can be determined via user terminals when the user(s) ride the public transportation vehicle. Users can express their intention to disembark in advance without ringing a disembarking bell. The intelligent public transportation system includes: a user terminal that includes payment information for allowing users of the public transportation vehicle to pay the user fees and transmit the payment information using a short-range wireless communication method.A public transportation terminal installed in the public transportation vehicle adds payment fee information to the payment instrument information received from the user terminal to send a payment approval request, receives and displays payment approval information related to the payment approval request, and transmits counter information related to passengers boarding and alighting from public transportation.

[0004] Further, a management server is provided which generates the payment approval information related to the payment approval request to transmit the payment approval information to the public transportation terminal, and generates available seat information of the public transportation terminal by receiving the counting information to transmit the available seat information to the user via the terminal.

[0005] US patent application US 2013 / 0226446 A1 discloses a method for routing in a network with multiple nodes and connections between nodes. First, a source node and a destination node are set. A latency distribution for at least one transport means is assigned for each node for at least one intermediate node between the source node and the destination node. Finally, a list of alternative transport means is provided that connect the intermediate node to a subsequent node depending on the latency distribution assigned to the at least one transport means at the intermediate node.

[0006] US patent application US 2017 / 0085632 A1 describes a system and method for traffic management in a network of moving things. Vehicles, vehicle sensors, and / or vehicle-based networks of the Internet of Moving Things are provided to optimize traffic control.

[0007] German patent application DE 10 2016 218 113 A1 relates to a method for providing demand-based transport capacity in public transport. The method determines the number of people waiting for a transport vehicle at the stops of a transport line. Furthermore, the amount of transport capacity to be made available is determined based on the number of waiting people. In addition, the route of a transport vehicle is determined based on the stop at which people are waiting for a transport vehicle. Finally, the determined route is followed by one or more transport vehicles comprising the determined transport capacity.

[0008] German patent DE 198 39 525 C1 relates to a mobility services system, particularly for metropolitan areas, comprising multiple mobility services and a dispatch center. In the dispatch center, a route is calculated for the mobility services, and the current traffic situation and / or the departure times of public transport are transmitted to the motor vehicle via communication devices. The users of the mobility services system are providers and / or consumers of transport capacity in a motor vehicle. A provider, specifying offer parameters to the dispatch center, offers transport capacity via the communication devices for a journey between a starting point and a destination. A consumer requests transport capacity for a specific route from the dispatch center via the communication devices, specifying request parameters.

[0009] Public transport relies on traditional scheduled services with fixed travel times on specified routes and stops. Road-based transport vehicles primarily consist of city buses with up to 55 seats and 110 standing places. In larger cities, rail-based transport vehicles such as subways and commuter trains are also used, with closely timed and coordinated travel times and optimal interchange stations.

[0010] For road-based scheduled services, the route map is far more opaque, especially for those unfamiliar with the area and occasional travelers. The schematic route map requires intensive study to get from the starting point to the destination. Selecting suitable routes, including transfer stops and connection times, requires a closer look at the timetables of the relevant services. In addition, it's not uncommon for up to seven or more services to travel the same route and stop at the same stops.

[0011] The object of the invention is to create a system for the use of the route network in local public transport, which distributes the transport vehicles in use in the route network plan as required, whereby the transport time for the passengers is shortened or the transport route is optimized.

[0012] The problem is solved by a system for using the route network in local public transport, which comprises the features of claim 1.

[0013] A further object of the invention is to create a method for utilizing the route network in local public transport, in which the transport vehicles in use are distributed within the route network as required. Furthermore, the transport time for passengers is to be shortened and the transport route optimized.

[0014] The above object is achieved by a method for using the route network in local public transport, which comprises the features of claim 5.

[0015] The system according to the invention for utilizing a line network in local public transport is characterized in that the system comprises several transport vehicles that travel on several lines of a line network. The line network comprises several nodes or junctions. At nodes or junctions, at least two lines meet. Furthermore, a starting or a terminal stop of the at least two lines also defines a node from which at least one line departs or at least one line arrives. Central control and monitoring software is provided, which is installed in an operations control center. Several clients of the system are communicatively connected to a control and monitoring software of each of the several clients. The clients can comprise the transport vehicles with associated displays, ticket machines in the transport vehicle, and means for determining the occupancy level of the transport vehicle.Furthermore, the clients can be passengers' mobile devices. Likewise, the clients can be the stops with associated ticket machines with destination input, as well as the corresponding displays at the stops. Furthermore, a direct connection of the transport vehicle displays to the control and monitoring software is provided. Using information from at least the ticket machines in the transport vehicles, the means for determining the occupancy level of the transport vehicles, the passengers' mobile devices, and the ticket machines at the stops, the transport vehicle displays can be updated in real time. The displays on the outside of the transport vehicles are updated in real time after each stop at a junction.Each stop of the route network and the nodes is assigned a display which is designed to show the current position of the transport vehicles in the route network, the arrival time at the respective stop and the route defined by the updated nodes.

[0016] The advantage of the system according to the invention is that passengers can be distributed in real time among the different transport vehicles operating in the route network in order to get from the starting point to the destination.

[0017] This can increase the utilization of public transport vehicles, which has a positive impact on the climate (CO2 emissions) and health (particulate matter, nitrogen oxides, noise). Furthermore, the scheduling optimization of public transport vehicles increases the attractiveness of public transport, which at least leads to a reduction in private transport in cities.

[0018] According to the system according to the invention, travel times for individual passengers are shortened because the transfer points are clearly marked as hubs in the route network and the transport vehicles arriving at the hubs coordinate their departure times so that passengers are guaranteed to reach their connecting lines.

[0019] The route network is designed in such a way that at least one stop is located between two consecutive nodes of at least one line, or two nodes can follow one another directly.

[0020] The central control and monitoring software of the operations control center is connected to the clients, or the clients are connected to each other, via a communication channel. Communication can be implemented via Wi-Fi, Bluetooth, mobile communications, or similar.

[0021] The display in the transport vehicles and the display on the outside of the transport vehicles are designed and controllable in such a way that at least the next junctions to be approached can be displayed.

[0022] Likewise, where necessary, each stop on the route network should be assigned a display designed to show the current position of the transport vehicles on the route network, the arrival time of the transport vehicles at the respective stop, the route of the transport vehicles from the current stop on the route, and the occupancy rate of the transport vehicles at the respective stops on the route network in real time. For this purpose, an information system is integrated into each of the clients and connected to the control and monitoring software in the operations control center.

[0023] In addition to the displays in the transport vehicles, the displays on the outside of the transport vehicles, the displays at the stops, the displays on the ticket machines at stops, the ticket machines with means for determining the occupancy level in the transport vehicle, and mobile devices with passenger information are continuously connected to the control and monitoring software in the operations control center. This has the advantage that all the necessary information, at least for updating the list of intersections to be served, is designed and controllable in such a way that at least the next intersections to be served can be displayed.

[0024] The method according to the invention serves to optimize the use of the route network in local public transport in a route network with multiple transport vehicles. The route network is divided into nodes, at which at least two lines converge. A starting or terminating stop of the at least two lines also defines a node from which at least one line departs or arrives. Furthermore, central control and monitoring software is provided, which is installed in an operations control center.

[0025] The control and monitoring software, which is installed in an operations control center, is continuously and mutually connected to a control and monitoring software and a large number of clients, whereby the clients are the ticket machines in the transport vehicle, the means for determining the occupancy level of the individual transport vehicles, mobile terminals of passengers and the stops with the associated ticket machines with destination input as well as the associated displays at the stops.

[0026] The control and monitoring software updates the displays at the stops, the ticket vending machine displays at the stops, the ticket vending machines with devices for determining the occupancy level in the transport vehicle, and mobile devices with passenger information. These devices are continuously connected to the control and monitoring software in the operations control center, allowing the list of intersections to be served to be updated in real time.

[0027] When the transport vehicle leaves the node, the display list is updated and the remaining nodes to be reached are displayed.

[0028] At each stop on the route network, a display is provided that shows the current position of the transport vehicles on the route network, the arrival time at the respective stop, the route traveled by the transport vehicles from the current stop on the route, and the occupancy rate of the transport vehicles at the respective stops on the route network in real time. The display is updated when the respective stop is left.

[0029] The displays located at equipped stops or intersections, as well as those on the transport vehicles, can display the lines, the intersections served, and, if applicable, the arrival and departure times using alphanumeric characters. Furthermore, individual lines in the network can be color-coded.

[0030] According to the method according to the invention, the list of nodes still to be reached in the route network is updated on the display of the transport vehicle after leaving the stop via the control and monitoring software of the operations control center in conjunction with the control and monitoring software in the respective transport vehicle.

[0031] The list of nodes still to be reached in the route network is updated on the display after leaving the stop via the control and monitoring software in the respective transport vehicle in conjunction with real-time location of the transport vehicle or by the driver of the respective transport vehicle via a human-machine interface in conjunction with the control and monitoring software in the respective transport vehicle.

[0032] According to the invention, all stops are identified where routes split, cross, converge, or end. These stops are called intersections. The geographical location can be derived from the names of the intersections and stops. In principle, any characters or symbols can be used to identify the intersections. The only important thing is that the

[0033] The passenger can assign the geographical location of the junction from the sign and can have it shown on the display (destination display) of the transport vehicle in a compact and easily recognizable manner for the passenger.

[0034] The transport vehicles display the route as a list of the remaining junctions on the front of the display. The control and monitoring software in the transport vehicle updates the list of junctions to be reached immediately after leaving a junction.

[0035] It is not absolutely necessary, but desirable, for the control and monitoring software in the transport vehicle to be continuously connected to the central control and monitoring software in order to be able to update the display according to the stop reached. If there is no connection to the central control and monitoring software, the control and monitoring software in the transport vehicle itself would update the destination display after each stop reached. The destination can be displayed either by the driver of the transport vehicle or automatically via the control and monitoring software by determining the GPS position in the transport vehicle. However, if the transport vehicle is not connected in real time to the central control and monitoring software, the automatic synchronization of the departure times of the transport vehicles at the nodes of the route network would be lost.Here it is still possible for the drivers of the transport vehicles to communicate via radio upon request by the control and monitoring software of the transport vehicle.

[0036] Information about passengers' destinations can be exchanged in the transport vehicle, for example, by entering information on a touch display. This can be done in the transport vehicle at the latest. Alternatively, the destination information can be passed on to the transport vehicle's control and monitoring software via an app-based application on the passenger's mobile device. If there is a real-time connection between the control and monitoring software in the transport vehicle and the operations control center, the electronically recorded passenger destinations can be evaluated in order to synchronize the corresponding transport vehicles of the connecting lines for transfer at the network's junctions. This can be done within the permissible tolerances of the scheduled travel times. If destinations are located on routes with extremely low frequency - e.g.only in the morning, at noon and in the evening - then it is possible to forward the transport demand to approved means of transport for occasional traffic.

[0037] It is not absolutely necessary to be able to record the occupancy rate of the transport vehicles after each stop. However, providing this information can help ensure better utilization of the transport vehicles on the same sections of the route.

[0038] Passenger information displays must be available at the network's junctions, particularly to ensure intuitive transfer to connecting lines for passengers.

[0039] At stops between two intersections, passenger information displays are not mandatory. The existing static or fixed information for the lines is sufficient here. The additional static or fixed information for the next intersection, along with the number of stops until reaching it, would be beneficial for orientation for those unfamiliar with the area and for occasional riders.

[0040] A visual display of individual stops on the passenger information displays in the transport vehicle, showing the vehicle's position in real time, is helpful for passengers unfamiliar with the area and occasional riders to identify and reach the connecting line in time. Alternatively, passengers can be guided through the transfer process using an app-based application on their mobile device.

[0041] It's obvious to an expert that transport vehicles aren't limited exclusively to buses. Taxis, shared taxis, etc., can also be integrated into the public transport network, enabling, for example, the time-optimized transport of passengers to less frequented or unfrequented destinations. These transport vehicles can also be equipped with the displays described.

[0042] Furthermore, according to the invention, several smaller transport vehicles can be used instead of the large, conventional transport vehicles (city buses). This has the advantage of increasing the frequency of transport vehicles on the route network. Furthermore, the utilization of the transport vehicles is improved, increasing the attractiveness of public transport.

[0043] The invention and its advantages will now be explained in more detail with reference to the accompanying drawings, without thereby limiting the invention to the embodiment shown. The proportions in the figures do not always correspond to the actual proportions, as some shapes are simplified and others are enlarged relative to other elements for clarity. Fig. 1 shows a schematic representation of the inventive system for real-time communication in local public transport. Fig. Figure 2 shows an example of a public transport network with a large number of hubs and stops. Fig. 3 shows an example of the destination displays of the means of transport per node according to the Fig. 2 shown line network. Fig. Figure 4 shows a passenger information display at stop D or junction D of lines T.1-T.3. Fig. Figure 5 shows a passenger information display at stop DG3 of lines T.1-T.3. Fig. Figure 6 shows an example matrix representation of a public transport network with a large number of nodes. Fig. Figure 7 shows a representation of the data flows for information processing for the passenger when using the system according to the invention. Fig. Figure 8 shows a hierarchy of the components of the control and monitoring software of the client of a transport vehicle.

[0044] Identical reference numerals are used for identical or equivalently functioning elements of the invention. Furthermore, for the sake of clarity, only those reference numerals are shown in the individual figures that are necessary for the description of the respective figure. The figures merely illustrate exemplary embodiments of the invention, without, however, limiting the invention to the illustrated exemplary embodiments.

[0045] Fig. Figure 1 shows a schematic representation of the system 1 according to the invention for real-time communication in local public transport. The system 1 comprises a central control and monitoring software 10 running in an operations control center 12. Using the control and monitoring software 10 of the operations control center 12, existing network plans or timetables 6 of the transport vehicles 2 in the route network 4 can be optimized and adapted.

[0046] Several clients 14 are connected to the control and monitoring software 10 in the operations control center 12. The clients 14 each comprise an integrated information system 13 which is connected to the central control and monitoring software 10. The clients 14 themselves comprise at least the transport vehicles 2 with the associated displays 15 (destination display), the ticket machine 16 with destination input (e.g. ticket validator and / or ticket vending machine), and the means 17 for determining the occupancy level in the transport vehicle 2. Furthermore, the clients 14 also comprise the mobile devices 18 of passengers 3 of local public transport. Furthermore, clients 14 can also be the stops 19 for local public transport together with the ticket machine 16 with destination input and associated displays 15. The data, such as destinations of passengers 3 without a mobile device, are recorded at the respective stop 19 or at the latest in the transport vehicle 2.The individual clients 14, such as the transport vehicles 2 with the associated displays 15, the ticket machines 16 and the means 17 for determining the occupancy level, the mobile devices 18 of passengers 3 or the stops 19 for local public transport together with the ticket machines 16 with destination input and the associated displays 15, and the operations control center 12 communicate with each other. Communication 20 can take place, for example, via WLAN 23, Bluetooth, mobile radio 24, near-field control transmissions, RFID, or similar. For this purpose, a cloud 21 can be provided, for example, which, as a system architecture, enables communication 20 between the clients 14 and the operations control center 12. The internet 22 is a communication protocol for this purpose.

[0047] The control and monitoring software 10, which runs distributed on a modern server-client hardware infrastructure, continuously displays the updated route of the transport vehicles 2 for all transport vehicles 2, hubs K1, K2,..., KN, and stops 19 in the respective valid public transport area in real time to passengers 3. Furthermore, the control and monitoring software 10 shows passengers 3 the transfer to connecting lines from the first boarding point to the disembarkation point at the destination, both on the display 15 in the transport vehicle 2 and on the mobile device 18. At the transfer stops, the departure times of the transport vehicles 2 arriving at the hubs K1, K2,..., KN are synchronized.All this is achieved by the control and monitoring software 10 being a network of applications that is continuously connected to the central operations control center 12, the clients 14 in all transport vehicles 2 with displays 15 for passenger information, the displays 15 for passenger information at the stops 19, the ticket machines 16 at stops 19, the ticket machines 16 with validators in the transport vehicle 2 and the mobile devices 18 with passenger information of the passengers 3 in order to obtain all the necessary information and to be able to provide feedback on the execution of actions, such as updating the list of the junctions K1, K2,...,KN to be served on the display 15 of the destinations.

[0048] The displays 15, which are mounted on the outside of the transport vehicles 2, show the route in the form of a list of the remaining junctions K1, K2,..., KN in the route network 4. After each stop at a junction K1, K2,..., KN, the content of the display is updated by the control and monitoring software 10. The display 15 of the destinations is connected directly or indirectly via the client 14 in the transport vehicle 2 to the control and monitoring software 10 in order to be able to influence the output on the destination display in real time. After each stop at a junction K1, K2,..., KN in the route network 4, the list of the remaining junctions K1, K2,..., KN still to be reached is updated via the control and monitoring software 10 or the client 14.Should an interruption occur between the control and monitoring software 10 in the operations control center 12 and the clients 14, the destination display 15 can also be updated locally by the control and monitoring software 13 of the client 14 of the transport vehicle 2. With real-time location-capable tracking of the transport vehicle 2 (e.g., via GPS), this can be done automatically. It is also possible for the driver to update the display 15 via the application part of the control and monitoring software 13 in the transport vehicle 2.

[0049] Fig. Figure 2 shows an exemplary representation of a line network 4 in local public transport with a plurality of nodes K1, K2, ..., KN. A node K1, K2, ..., KN is defined by the fact that at least two lines T1, T2, ..., TJ intersect at it. In the embodiment of the Fig. 2, three lines T1 - T3 are planned, which are served by transport vehicles 2. The route network 4 comprises twelve intersections K1, K2,..., K12, with at least one line originating from the intersections at the beginning of the route network 4. At least one line arrives at the intersections at the end of the route network 4. At least two lines meet at the intersections in between. The intersections K1, K2,..., K12 define stops 19, and further stops 19 are possible between the intersections. The intersections K1, K2,..., K12 identify stops 19 at which the lines T1-T3 split, cross, converge, or end. These intersections K1, K2,..., K12 are shown in the map of the route network 4 and are labeled so that the geographical location of the intersections in the map of the route network 4 can be visualized without extensive local knowledge.In the present exemplary embodiment, the node K1 with the designation A and the node K2 with the designation B are located in the north of the line network 4 and the node K11 with the designation K and the node K12 with the designation L are located in the south of the line network 4. Although the description of the . Fig. 2 is limited to three lines T1-T3 and twelve nodes K1, K2,..., K12 for the sake of simplicity, this should not be construed as a limitation of the invention. It is obvious to a person skilled in the art that line networks 4 in local public transport can be equipped as needed with regard to the number of lines T1, T2,..., TJ and the number of nodes K1, K2,..., KN. An example is the journey of a transport vehicle 2 in the line network 4 of Fig. 2. For example, line T1 departs from junction K1, designated A, and ends at junction K11, designated K. On its route from junction K1 to junction K11, line T1 visits junctions C, D, G, J, and I, stopping at the 19 stops in between.

[0050] Fig. Figure 3 shows an exemplary representation of the content of the displays 15 of the destinations of the transport vehicles 2 per node K1, K2,..., K12 according to the Fig. 2. The content of display 15 and its changes are also described using line T1 as an example. When line T1 departs from junction K1 (labeled A), display 15 shows the remaining junctions labeled C, D, G, J, I, and K.

[0051] Before line T1 departs from junction K3 (labeled C), display 15 is changed automatically or manually if necessary. Display 15 now shows the junctions to be served, labeled D, G, J, I, and K.

[0052] Before line T1 departs from junction K4 (labeled D), display 15 is changed automatically or manually if necessary. Display 15 now shows the junctions to be served, labeled G, J, I, and K.

[0053] Before line T1 departs from junction K7 (labeled G), display 15 is changed automatically or manually if necessary. Display 15 now shows the junctions to be served, labeled J, I, and K.

[0054] Before line T1 departs from junction K10 (labeled J), display 15 is changed automatically or manually if necessary. Display 15 now shows the junctions to be served, labeled I and K.

[0055] Before line T1 departs from junction K9 (labeled I), display 15 is changed automatically or manually if necessary. Display 15 now shows the last junction to be reached, labeled K.

[0056] Junction K11 (labeled K) is the final stop of line T1. Before the return journey from junction K11 (labeled K) to junction K1 (labeled A), the next junctions, designated I, J, G, D, C, and A, are shown on display 15.

[0057] Before line T1 departs from junction K9 (labeled I), display 15 is changed automatically or manually if necessary. Display 15 now shows the junctions to be served, labeled J, G, D, C, and A.

[0058] Before line T1 departs from junction K10 (labeled J), display 15 is changed automatically or manually if necessary. Display 15 now shows the junctions to be served, labeled G, D, C, and A.

[0059] Before line T1 departs from junction K7 (labeled G), display 15 is changed automatically or manually if necessary. Display 15 now shows the junctions to be served, labeled D, C, and A.

[0060] Before line T1 departs from junction K4 (labeled D), display 15 is changed automatically or manually if necessary. Display 15 now shows the junctions to be served, labeled C and A.

[0061] Before line T1 departs from junction K3 (labeled C), display 15 is changed automatically or manually if necessary. Display 15 now shows the junction to be served, labeled A.

[0062] Fig. Figure 4 shows a passenger information display 15 at a stop 19 (labeled D or the junction K4) of lines T.1-T.3. The display 15 of the Fig. 4 and Fig. Figure 5 shows the remaining junctions for lines T1, T2 and T3, the departure times of the respective lines T1, T2 and T3 and the remaining free spaces in the respective transport vehicle 2 of the respective lines T1, T2 and T3.

[0063] Fig. Figure 5 shows a passenger information display 15 at a stop 19 (labeled DG3) on lines T.1-T.3. The passenger information display 15 at stop DG3 on lines T.1-T.3 has been modified with respect to the departure time of the respective lines T1, T2, and T3 and the number of available seats in the respective transport vehicle 2 of the respective lines T1, T2, and T3.

[0064] The ads 15 of the Fig. 4 and Fig. 5 are updated upon arrival of the transport vehicle 2 at the respective stop 19.

[0065] Fig. Figure 6 shows an exemplary matrix representation 5 of a public transport route network 4. Here, each of the numerous nodes K1, K2,..., KN is designated by a number. Each of the nodes K1, K2,..., KN can be defined in the matrix representation 5 by a coordinate value in the east / west direction and a coordinate value in the north / south direction.

[0066] Fig. Figure 7 shows a solution for preparing information for the passenger 3 in the system 1 according to the invention. As can be seen from the description Fig. 1, it is also possible for the driver to update the display 15 via the application part of the control and monitoring software 10 in the transport vehicle 2. Elements of the various clients 14 are responsible for the processing of the information provided to the passengers 3. In the case of Fig. The illustration shown in Figure 7 describes, for example, the determination of a destination text for the displays 15 on the outside of the transport vehicles 2. The data flows are carried out in the direction of the Fig. 7. It is obvious to a specialist that the arrows shown in Fig. The embodiment described in Figure 7 is merely an example and should not be construed as limiting the invention.

[0067] The driver of a transport vehicle 2 enters at least the route, the route T1, T2,..., TJ, and the trip ID via a human-machine interface. Based on this data, the trip or route is determined. The data resulting from the trip or route determination, such as stops 19 along the route and their GPS coordinates, are transferred to the location system in the route network 4.

[0068] For network positioning or determining the position of the transport vehicles 2 in the route network 4, the physical location of the transport vehicle 2 is first determined using interfaces of the respective transport vehicle 2 with the GPS coordinates, the door signals, and / or the odometer. Ultimately, the location in the route network 4 (network positioning) is derived from the physical location, the GPS coordinates, the door signals, and / or the odometer. For positioning in the route network 4, the physical location data and the data of the stops 19 (such as their GPS coordinates) along the route are compared.

[0069] Using location in the route network 4 (network location), the current position of the respective transport vehicle 2 in the route network 4 is now known. The data from the current stop 19 is used to determine passenger information. To update the display 15, which is attached to the outside of the transport vehicle 2, the number of the line T1, T2,..., TJ, the next junctions to be reached, and, if the display 15 is large enough, the texts for the end junction of the line T1, T2,..., TJ, and the subsequent stops 19 are displayed and, if necessary, updated when leaving stop 19.

[0070] Fig. Figure 8 shows a hierarchy of the components 26 of the control and monitoring software 13 of the client 14 transport vehicle 2 (see Fig. 1). In the representation shown here, it is such that the Fig. 8 components 26 of the control and monitoring software 13 shown below provide data for higher-level components 26. The higher-level components 26 are thus active information users (such as displays 15) that retrieve data from passive information providers (such as network positioning components or physical interfaces). The lower-level components 26 generally do not know the service of a component 26 that requests data. Higher-level components 26 or devices with components 26 of the control and monitoring software 13 know the service of a component 26 from which data must be retrieved. The Fig. The arrows P shown in Figure 8 are to be understood as meaning that, for example, component 26 "Passenger Information Determination" uses a function of the service of component 26 "Journey / Route Determination" that is provided by this service. Here, the Fig.7, which determines the course of a line T1, T2,...,TJ.

[0071] A display 15, which shows current information about the transport vehicles 2 in the route network 4, such as the current position, the arrival time at the stop 19, the route as a list of nodes K1, K2,..., KN in the route network 4 and the occupancy level in real time, is in communication with the central control and monitoring software 10 of the operations control center 12 and with a control and monitoring software or information system 13 of the multiple clients 14. The display 15 can be textually and graphically displayed in the passenger compartment of the transport vehicle 2, at the stops 19 and on the mobile device 18 of the passenger 3. The contents of the display 15 can be specifically processed by the central control and monitoring software 10.

[0072] Relevant information about interchange points and their connecting lines can be displayed both textually and graphically on the travel information display in the transport vehicle. This can be achieved, for example, by graphically presenting the information on a map of the respective route network 4 in the public transport area on the mobile device 18 of passenger 3. The relevant information can be transmitted to passenger 3 visually on the display of the mobile device 18 or via data glasses, acoustically via loudspeaker or headphones, and haptically, for example, via vibration.

[0073] Passenger 3 should enter the destination immediately upon commencement of the journey in order for the central control and monitoring software 10, in communication with the control and monitoring software 13 of the respective clients 14 (transport vehicle 2), to determine the transfer procedures. A unique ticket feature, such as a barcode, ticket number, or RFID, is used to assign the transport order in order to be able to make rebookings or cancel the journey in conjunction with the central control and monitoring software 10, in communication with the control and monitoring software 13 of the respective clients 14 (transport vehicles 2), using the ticket machines 16 at the stop 19, the ticket machines 16 in the transport vehicle 2, or on the terminal device 18 of passenger 3.

[0074] According to a possible expansion stage of the system according to the invention, the travel order can be forwarded to authorized transport services in occasional traffic if lines T1, T2,..., TJ cannot be served by public transport within the travel time requested by passenger 3. The central control and monitoring software 10 requests an authorized transport service at the last stop 19 served by public transport by automatically transmitting the arrival time, number of passengers, and final destination to the transport service. Passenger 3, who has a mobile device with the appropriate application for this function, receives a notification from the transport service to confirm the order.

[0075] It is believed that the present disclosure and many of its attendant advantages will be understood from the foregoing description. Furthermore, it will be apparent that various changes may be made in the form, construction, and arrangement of components without departing from the disclosed subject matter or without sacrificing all material advantages. The described embodiment is merely illustrative, and such changes are intended to be encompassed by the following claims. It is further understood that the invention is defined by the following claims. List of reference symbols 1 system 2 transport vehicles 3 passengers 4 route network 5 Matrix representation 6 Timetables, network maps 10 Control and monitoring software 12 Operations Control Center 13 Information system, control and monitoring software 14 Client 15 ads 16 Ticket machine with destination input 17 remedies 18 mobile devices 19 stop 20 Communication 21 Cloud 22 Internet 23 Wi-Fi 24 mobile communications 26 Component K1, K2,...,KN junction P Arrow T1, T2,..., TJ Line

Claims

[1] System (1) for the use of a line network in local public transport with several transport vehicles (2) which travel on several lines (T1, T2, ..., TJ) of a line network (4), wherein at least two lines (T1, T2, ..., TJ) meet at nodes (K1, K2, ..., KK) and an initial or final stop (19) also defines a node at which at least one line (T1, T2, ..., TJ) departs or at least one line (T1, T2, ..., TJ) arrives; characterized by : a central control and monitoring software (10) installed in an operations control center (12); a control and monitoring software (14S) which is assigned to a respective client (14), wherein the clients (14) represent the transport vehicles (2) with associated displays (15), ticket machines (16) in the transport vehicle (2), means (17) for determining the occupancy level of the transport vehicle (2), mobile terminals (18) of passengers (3) or stops (19) with associated ticket machines (16) with destination input and the associated displays (15); a communication (20) via which the clients (14) are connected to the control and monitoring software (10) in the operations control center (12) so that the control and monitoring software (10) receives all information from the clients (14); and wherein via the communication (20) the control and monitoring software (10) of the operations control center (12) is connected to the control and monitoring software (13) of the clients (14) in order to • to update displays (15) on the outside of the transport vehicles (2) after each stop at a node (K1, K2,..., KN) in real time, wherein each stop (19) of the route network (4) and the nodes (K1, K2,..., KK) is assigned a display (15) which is designed such that the current position of the transport vehicles (2) in the route network (4), the arrival time at the respective stop (19), the route defined by the updated nodes (K1, K2,..., KN) can be displayed, • To update in real time displays (15) for passenger information in the transport vehicles (2) of ticket machines (16) in the transport vehicles (2), the means (17) for determining the occupancy level of the transport vehicles (2) and the mobile terminals (18) of passengers (3). [2] System (1) according to claim 1, wherein an information system (13) is integrated in each of the clients (14) and connected to the control and monitoring software (10) in the operations control center (12). [3] System (1) according to one of the preceding claims, wherein, in addition to the display (15) in the transport vehicles (2) and the display (15) on the outside of the transport vehicles (2), the displays (15) at the stops (19), the displays of the ticket machines (16) at stops (19), means (17) for determining the occupancy level in the transport vehicle (2) and mobile terminals (18) with passenger information of the passengers (3) are continuously connected to the control and monitoring software (10) in the operations control center (12) in order to receive all the necessary information at least for updating the list of the nodes (K1, K2,...,KN) to be served. [4] System (1) according to claim 1, wherein each stop (10) of the line network (4) and the nodes (K1, K2, ..., KK) is assigned a display (15) which is designed such that the occupancy level of the transport vehicles (2) at the respective stops (19) of the line network (4) can be displayed in real time. [5] Method for optimising the use of the line network in a line network (4) of local public transport with several transport vehicles (2), wherein the line network (4) is divided into nodes (K1, K2,..., KN), wherein at least two lines (T1, T2,..., TJ) meet at nodes (K1, K2,..., KK) and an origin or a terminal stop (19) of the at least two lines (T1, T2,..., TJ) also define a node from which at least one line (T1, T2,..., TJ) originates or at least one line (T1, T2,..., TJ) arrives, and a central control and monitoring software (10) is installed in an operations control centre (12), characterized bythe following steps: • that the control and monitoring software (10) installed in the operations control center (12) is continuously communicatively connected to a plurality of clients (14) with their control and monitoring software (13), so that all required information is received from the clients (14) and evaluated in real time with the control and monitoring software (10), wherein the clients (14) comprise ticket machines (16) in the transport vehicles (2), means (17) for determining the occupancy level of the individual transport vehicles (2), mobile terminals (18) of passengers (3) and the stops (19) with associated ticket machines (16) with destination input and the associated displays (15); • that the clients (14) are the transport vehicles (2) with associated displays (15) which are attached to the outside of the transport vehicle, wherein the journey or route determination obtained from the evaluation is transmitted to the clients (14) by the control and monitoring software (10); • that the displays (15) mounted on the outside of the transport vehicles (2) are updated in real time for each transport vehicle (2) in such a way that the nodes (K1, K2, ..., KK) still to be reached are displayed in the route network (4); and • that the control and monitoring software (10), the displays (15) at the stops (19), the displays of the ticket machines (16) at stops (19), the means (17) for determining the occupancy level in the transport vehicle (2) and mobile terminals (18) with passenger information of the passengers (3), which are continuously connected to the control and monitoring software (10) in the operations control center (12), the list of the nodes to be reached (K1, K2,...,KN) are updated in real time. [6] Method according to claim 5, wherein the list of the nodes (K1, K2, ..., KK) still to be reached in the line network (4) on the display (15) of the transport vehicle (2) is updated after each stop at a node (K1, K2, ..., KN) of the line network (4) via the control and monitoring software (10) in the operations control center (12) or a control and monitoring software (13) of the transport vehicle (2). [7] Method according to claim 5, wherein the list of the nodes (K1, K2, ..., KK) still to be reached in the route network (4) on the display (15) after leaving the stop (19) is updated via the control and monitoring software (13) in the respective transport vehicle (2) in conjunction with a real-time location of the transport vehicle (2) or by the driver of the respective transport vehicle (2) via a human-machine interface in conjunction with the respective transport vehicle (2). [8] Method according to claim 5, wherein the presentation of the information on a display (15) in the passenger compartment of the transport vehicle (2), on the display (15) at the stops (19) and on mobile terminals (18) of the passengers is prepared by the control and monitoring software (10) of the operations control center (12) or the control and monitoring software (13) of the clients (14). [9] Method according to claim 5, wherein when the passenger enters the destination immediately before the start of the journey, the allocation of the transport vehicles (2) is carried out in real time via the control and monitoring software (10) of the operations control center (12) and / or the control and monitoring software (13) of the client (14). [10] Method according to claim 9, wherein the destination is entered via a ticket feature, wherein the ticket feature is generated by a barcode, a ticket number or an RFID, or wherein the ticket feature is generated by input at a ticket machine (16) in the transport vehicle (2) or at the stop (19), or wherein the ticket feature is generated by input directly at the mobile terminal (18) and the ticket features are transmitted to the control and monitoring software (10) of the operations control center (12) and to the control and monitoring software (13) of the clients (14).

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