Method for evacuating passengers from a vehicle, terminal device and vehicle for this method

Description

[0001] The invention relates to a method for evacuating passengers from a vehicle, in particular a rail-guided vehicle, in which information concerning the evacuation generated for the vehicle by a guidance and safety system (hereinafter referred to as LSS) is transmitted via a communication device. Furthermore, the invention relates to a communication device for evacuating passengers from a vehicle, in particular a rail-guided vehicle. Furthermore, the invention relates to a (particularly rail-guided) vehicle. Finally, the invention relates to a computer program product and a provision device for this computer program product, wherein the computer program product is equipped with program instructions for implementing this method.

[0002] An evacuation is a situation in which passengers must leave a train or other vehicle while the conditions for regular passenger exchange are not met. If, for example, technical defects occur during subway operation or an accident occurs, an evacuation of the respective train or several trains may be necessary. This includes both intrinsic causes on board the train (e.g. derailment, loss of traction) and extrinsic causes that affect the train from outside (e.g. fire in a tunnel, collision with an obstacle). During regular operation with a driver or attendant on board the train, the evacuation is initiated, directed, and monitored by the staff. However, these statements also apply, for example, to autonomous driving (of trains or automobiles), in which case remote support for the evacuation or the dispatch of rescue teams is necessary.

[0003] When fully automated train operation (hereinafter referred to as UTO for Unattended Train Operation) is used without personnel on board the vehicle, the control and safety system must also independently identify the causes that should lead to an evacuation and initiate appropriate measures. Existing systems that enable fully automated train operation (UTO), for example in subways, have evacuation functions that trigger specific responses depending on the cause. These responses include door operation, passenger warnings, informing the control center, and deciding whether to immediately stop the train on the line or continue to the next station. One example is the Trainguard MT R3 product from Siemens Mobility GmbH.

[0004] The evacuation function of UTO systems should preferably: prevent passengers from entering the tracks prematurely, only allow doors to be opened when an evacuation is in progress and the train is stationary, only allow doors to be opened on a safe side, establish a protection zone (Triggering Alarm Zone, TAZ) which prevents the operation of all trains within this zone in order to protect passengers on their escape route from the train, e.g. to the next station or the emergency exit, and staff.

[0005] The Operation Control Center (OCC) then initiates: the de-energisation of the tracks or the overhead wire, the evacuation measures (e.g. opening the doors, informing the passengers), the rescue measures or the activation of the rescue chain, the information of the rescue services.

[0006] If the train is stationary and the doors are open, the OCC only has the option of interacting with passengers acoustically via the so-called Passenger Information System (PIS) on board the train, for example (the so-called E-Call system has been mandatory for cars in Germany since 2019), or if necessary, displaying information on displays on board the train. This only applies if the train systems and subsystems are still functional after the event leading to the evacuation (e.g. accident, technical defect). If the subsystems on board the train are out of service, for example due to a power failure caused by a derailment, communication with passengers in the tunnel is not possible. Only in rare cases are loudspeakers installed in the tunnel to guide the evacuation of passengers.The rescue workers or personnel only have information about the location of the train to be evacuated, but not about the position and exact number of people to be evacuated. The same applies, for example, to autonomous vehicles in a road tunnel.

[0007] During the evacuation process between two stations, passengers may be required to walk onto the tracks until they reach the nearest emergency exit. The emergency response often takes some time, so passengers may leave the accident or danger zone on their own initiative and cross the track, especially through subway tunnels, to the next station or emergency exit on foot.

[0008] The control center's ability to provide guidance to passengers and emergency personnel in such subway tunnels is limited. Numerous reports from various media outlets attest to chaotic conditions in such cases. Especially in unattended operation (UTO), where there is no staff on board the train, passengers are left to their own devices for a certain period of time.

[0009] However, if a driver or attendant is on board the train, they can initiate measures to exit the tunnel. However, even in the case of regular subway service with a driver or attendant, for example, the driver or attendant would likely be overwhelmed by the task of informing and guiding a large number of people in the event of a dangerous situation or a previous accident.

[0010] The use of communication tools for communication between the OCC and passengers or rescue teams represents an alternative, but is limited to a passenger information system (hereinafter referred to as PIS) on board the train, which communicates via a transparent data channel of the control and safety system. The PIS serves to provide visual and / or acoustic information to passengers on board the train. If the train is stationary and the doors are open, the ATS operator (Automatic Train Supervision, ATS) only has the option of acoustically interacting with passengers on board or in the immediate periphery of the train, or, if necessary, displaying information on displays on board the train. This also only applies if the train systems and subsystems are still functional after the event leading to the evacuation (e.g., accident, technical defect). If the systems on board the train are disabled, e.g.,Due to a power failure in the event of a derailment, communication with passengers is not possible, for example in a tunnel.

[0011] Once the evacuation begins and after the train has stopped between two stations, depending on the severity of the incident, personnel or rescue workers are dispatched (e.g., sent into a tunnel) to guide passengers through the evacuation. Rescue workers often use handheld radios to communicate with each other and over short distances. However, when using handheld radios in tunnels, signal transmission problems arise on curves and when encountering structural obstructions. Due to the depth of underground tunnels in particular, reliable connections to mobile networks or satellites are not possible. This means that there is currently no reliable means of real-time communication between rescue workers or passengers and the control center (OCC), nor between rescue workers themselves.

[0012] Document KR 101 812 489 relates to a system and method for directing the evacuation of a passenger in a deep tunnel for a high-speed railway using ticketing application information. It is checked whether a passenger is actually boarding, and position information is determined by activating wireless fidelity (Wi-Fi) after securing the unique identification of a personal smartphone using individual ticketing application information. The system comprises a high-speed railway control server and a smartphone.

[0013] The object of the invention is to provide a method for evacuating passengers from a vehicle that enables reliable communication between the passengers, the rescue workers, a guidance and safety system, and the control center, regardless of the event triggering the evacuation, and maintains this communication during the evacuation. Furthermore, the object of the invention is to provide a communication device or a vehicle equipped to carry out this method. Furthermore, the object of the invention is to provide a computer program product and a device for providing this computer program product, with which the aforementioned method can be carried out.

[0014] This object is achieved according to the invention with the subject matter of the claim (method) specified at the outset in that the communication device is designed as a portable communication device which is used for transmitting the information uses a device's own energy source, establishes a computer-aided communication connection to the control and safety system via a first air interface, wherein the communication connection uses a radio network as the communication infrastructure, which is also used for communication between the particularly track-guided vehicle and the control and safety system.

[0015] The device could, for example, be worn and used by rescue personnel, ensuring communication with the control and safety system and enabling the wearer's location. Alternatively, a certain number (at least one) of these devices could be used by passengers on board the train, either automatically upon evacuation or upon instruction from the LSS (more on this below).

[0016] The communication device can be used, for example, in driverless or attendant-less subways, trains, and autonomous vehicles. In principle, it could also be used in regular subways, since a single driver or attendant would be overwhelmed managing a large number of passengers during an evacuation and can thus be supported.

[0017] For the purposes of the invention, an LSS is understood to be a system of technical components that performs control and / or safety tasks in the operation of the vehicle, the line (i.e., route operation), or all vehicles on a line. Control tasks are understood to be tasks that regulate the vehicle's traffic via a control center, particularly in relation to other vehicles and / or a timetable. Safety tasks are understood to be tasks that ensure the safe operation of the vehicles in order to guarantee operational safety (and also safety for conditions that go beyond normal operation, such as evacuation, etc.).

[0018] A control and safety system is primarily used in train operations, especially in local trains such as subways. However, a control and safety system is also required for other vehicles, such as autonomous buses.

[0019] According to the invention, an air interface is to be used between the communication device and the LSS. However, this does not mean that transmission within the communication infrastructure to be used takes place exclusively over the air. It is also possible for the air interface to be established, for example, between an antenna of the communication device and an antenna of the LSS, whereby the communication infrastructure of the LSS is also partially wired. In particular, for example, a number of transmitting and receiving stations can be installed on a subway line, enabling seamless wireless communication with the trains, while the transmitting and receiving stations themselves are integrated into the LSS via wires.

[0020] Using the communication infrastructure for communication between the communication device and the LSS offers the significant advantage that the high degree of transmission reliability (and the associated high availability) achieved when the LSS communicates with the vehicle also applies to communication between the communication device and the LSS in the event of an evacuation. In particular, it ensures that seamless communication between the communication device and the LSS is possible along the entire route, as this requirement is also necessary for communication between the LSS and the vehicle being evacuated.

[0021] Another advantage of using the communication infrastructure between the communication device and the LSS is that this communication can also be secured against third-party access according to existing standards, to the extent that the standard used provides for such protection. This can prevent, for example, the evacuation system from being activated due to a transmission error or deliberate intervention (cyberattack, security threat).

[0022] It is also possible if the communication device receives information already available from an on-board device in the vehicle; this is also possible by utilizing the communication infrastructure, since a lot of data is already available in the on-board device.

[0023] The invention: Enables acoustic and visual real-time communication between rescue teams or passengers and the train's control center (OCC) or the Passenger Information System (PIS). Enables the automated forwarding of information to the user (e.g., de-energization of the tracks / overhead wire, establishment of a TAZ (Triggering Alarm Zone), i.e., a restricted zone for train operations, etc.) through integration into the existing communication system, which is to be understood as part of the LSS. Enables real-time location of the wearer via at least one connected RCS Access Point (AP) and the display of the wearer's position via the LSS, for example in the Operation Control Center (OCC). Enables the display of the wearer's position, the wearers of other wearers, the accident site, the escape routes, and the danger points (e.g.current on tracks, other voltage sources, moving trains, fire) on a moving map (structural architecture, tunnel route, surroundings). Enables the recording of information about the situation at the accident scene, e.g. about the location and health status of discovered persons or hazards, and forwards this information to the LSS and, if necessary, other communication devices. Enables the marking of significant locations on the moving map (moving map), e.g. by the LSS. However, the marking of significant locations should also be possible for the wearer of the device. This information is then passed on to the LSS / OCC and the wearers of other communication devices. Enables the request for assistance from rescue workers who are also wearing the device, or from other rescue workers from outside. Enables the display of escape routes or the shortest escape route, if necessary with a track, on the moving map (navigation functionality).Enables the routing of passenger flows to achieve optimal distance of crowds from the danger area. It utilizes a pre-implemented LSS data channel and the associated hardware. Data already available in the vehicle can also be used. It expands the functionality of, for example, a radio-based metro communication system. It requires minimal development effort due to the ability to use existing IoT devices and mobile communications standards in conjunction with the RCS.

[0024] The communication device or a vehicle equipped with it should ensure at least some of the following points (more on this below): Voice connection with the LSS (or with the control center or route) via the radio network of the RCS (Radio Communication System), or alternatively via another radio network (e.g. mobile network, TETRA), Visual information exchange between the user of the device and the LSS or other communication devices via the radio network of the RCS and via a display, e.g.to provide information about approaching trains (Triggering Alarm Zone Status), the power supply to the tracks or overhead wire, the number and location of missing persons, the location of the train to be evacuated, the status of protective gates and the ventilation system, acute dangers, location of the device using the RCS radio nodes or access points used, use of the position of the train to be evacuated stored in the ATC system (Automatic Train Control) to direct the evacuation, the ability to read RFID tags or QR codes attached to the tunnel walls to provide additional information on the evacuation and possible escape routes, light signal / acoustic signal to locate or identify the wearer, acoustic signals to all passengers.

[0025] In the context of the invention, "computer-aided" or "computer-implemented" can be understood as an implementation of the method in which at least one computer or processor carries out at least one method step of the method.

[0026] The term "computer" or "computer" covers all electronic devices with data processing capabilities. Computers can include, for example, personal computers, servers, handheld computers, mobile devices, and other communication devices that process data in a computerized manner, as well as processors and other electronic devices for data processing, which can preferably also be connected to form a network.

[0027] In the context of the invention, a "processor" can be understood as, for example, a transducer, a sensor for generating measurement signals, or an electronic circuit. A processor can be, in particular, a central processing unit (CPU), a microprocessor, a microcontroller, or a digital signal processor, possibly in combination with a memory unit for storing program instructions, etc.

[0028] A processor can also be understood as a virtualized processor or a soft CPU.

[0029] In the context of the invention, a "storage unit" can be understood as meaning, for example, a computer-readable memory in the form of a random-access memory (RAM) or data storage device (hard disk or data carrier).

[0030] "Interfaces" can be implemented in hardware, for example, via a wired or wireless connection, and / or in software, for example, as interaction between individual program modules or program parts of one or more computer programs.

[0031] "Program modules" are understood to mean individual functional units that enable a program sequence of method steps according to the invention. These functional units can be implemented in a single computer program or in several communicating computer programs. The interfaces implemented in this way can be implemented in software within a single processor or in hardware if multiple processors are used.

[0032] According to one embodiment of the invention, it is provided that at least one function of the communication device is made available only when an evacuation of passengers is to be initiated.

[0033] This measure ensures that the communication device can only be used when passenger evacuation is necessary. Especially if the communication device is intended to be used by passengers, this could otherwise lead to misunderstandings that an evacuation is being initiated. Such a misunderstanding could at the very least cause irritation among passengers and, in the worst case, even panic.

[0034] According to one embodiment of the invention, it is provided that as a function of the communication device at least one user interface and / or the function to be portable, is made available.

[0035] A user interface within the meaning of the invention is understood to be an interface that establishes a connection to the user of the communication device for transmitting information. This can primarily be information transmitted to the user via the communication device, for example, instructions on how the evacuation should be carried out. However, it is also possible for the user to transmit information to the LSS via the user interface. For example, this information could relate to the location of the passengers and the vehicle to be evacuated.

[0036] Users of the communication device can be passengers or personnel (including emergency services) assisting with the evacuation. The personnel can be from within the vehicle or dispatched to the vehicle for the purpose of evacuating the vehicle. Possible user interfaces can therefore be visual (screen, warning light), acoustic (voice connection, warning tone), or indirectly via a radio interface to other mobile devices for communication with the users (more on this below).

[0037] The term "portable" means that the device should only be portable in the event of an evacuation becoming necessary. This is particularly important if the device is present in the vehicle during operation and is intended to be used by passengers in the event of an evacuation. This means that, on the one hand, the device must be accessible to passengers, but also that the communication device must be protected from unauthorized use during normal operation.

[0038] There are several ways to provide the capability of being portable just in case of an evacuation.

[0039] For example, the communication device could be secured in the vehicle with a releasable lock, which is only released when an evacuation is initiated. During normal operation, the communication device could therefore not be removed from the lock. Another possibility is to store the device behind glass, similar to a fire alarm trigger. In the event of an evacuation, the glass would then have to be broken.

[0040] Alternatively, the device may be provided by staff. This may mean that the staff also uses the device in the event of an evacuation, or that the communication device is handed over to a passenger by staff.

[0041] According to one embodiment of the invention, it is provided that the communication device offers a second interface for at least one further communication connection via a communication channel which is not provided for communication between the, in particular, track-guided vehicle and the control system.

[0042] Establishing an additional communication connection is useful if the communication device is to pass on information to other communication devices (for example via mobile communications, Wi-Fi or Bluetooth). This could, for example, be individual communication devices carried by the passengers (where reference is made to individual communication devices below, this does not include communication devices that have the first air interface for communication with the LSS; the latter will continue to be referred to as communication devices). Individual communication devices include, for example, mobile devices such as smartphones or passengers' mobile phones; more on this below. In particular, non-suppressible push SMS messages can be generated to all mobile devices via mobile communications without establishing individual connections, as is the case with Bluetooth or Wi-Fi, for example.

[0043] Alternatively, procedures such as cell broadcast allow contacting all mobile devices within range with different alarm messages and levels of severity (e.g. EU Alert in the EU / Emergency Alert System in the USA). Various European countries have already established national systems (e.g. Netherlands, Romania, Lithuania, Greece, Italy, UK).

[0044] However, an additional communication connection can also be established via the second interface so that the communication device receives additional information. For example, an additional infrastructure (i.e., not the communication infrastructure of the LSS) suitable for transmitting information can be installed along a vehicle's route. This can consist, for example, of radio-readable RFID tags or optically readable barcodes that contain information about the current location.

[0045] According to one embodiment of the invention, it is provided that the communication device communicates with individual communication devices of the passengers via the further communication connection.

[0046] Establishing an additional communication link to the passengers' individual communication devices has the advantage that information related to the evacuation can be easily distributed among the passengers. This is advantageous, for example, when conventional communication (visual contact, voice) between passengers or between rescue workers and passengers is limited. This can be the case, for example, in insufficient lighting conditions or in the presence of noise or smoke (particularly in a subway tunnel, for example). It may also be the case that passengers are already too far apart from each other on open ground to allow conventional communication between them.

[0047] Furthermore, it is possible for passengers to pass on information regarding the evacuation to the LSS or to rescue services via individual communication links (i.e. the communication links established between the passengers' communication devices and the communication device). This information may include, for example, the health status of the passengers, their number, or information about the incidents that triggered the evacuation. This information, e.g. the number and location of the passengers, can also be passed on or determined indirectly via the radio links between the individual communication devices and the LSS or the communication device. The number of mobile phone links dialed in can advantageously be used to estimate the number and location of the passengers to be evacuated.

[0048] The communication between the individual communication devices and the communication device can be established, for example, by using an evacuation application (app for short) on the individual communication devices to communicate via the further communication connection.

[0049] The application can, for example, be integrated into an application that passengers typically use when using public transport (e.g., a ticket app or a timetable app). Another possibility is to offer the application for download in the event of an evacuation. This can be ensured, for example, by the communication device.

[0050] Another possibility is for the evacuation application to be offered to the individual communication devices via the communication device using an internet address. This has the advantage that the vast majority of communication devices carried by passengers already have an internet browser, so no application needs to be downloaded to the individual communication devices for communication with the communication device. In the event of an evacuation, communication can therefore be established immediately via a generated internet connection. This procedure is well known, for example, for establishing a Wi-Fi connection for the individual communication device in public places or hotels.

[0051] According to one embodiment of the invention, the communication device establishes the further communication connection to other similar communication devices. These other similar communication devices are therefore communication devices that can also communicate with the LSS via their first air interface. In other words, this refers to the communication devices specifically intended for evacuation according to the invention. This means that several of these communication devices can be used during the evacuation to coordinate it.

[0052] To ensure this is seamless and the actions of the communication devices do not lead to conflicting results, the communication devices can communicate with each other. This also ensures that information regarding the evacuation is shared across all communication devices. For example, if a passenger provides information about the cause of the evacuation via a communication device that has consequences for the evacuation (e.g., reporting a fire), this information can also be incorporated into those communication devices that are not connected to the passenger in question.

[0053] According to one embodiment of the invention, at least one of the following messages is transmitted as information: approaching trains, in particular active Triggering Alarm Zones (TAZ), the power supply to the tracks or the overhead wire, the number of missing persons, the location of the train to be evacuated, the status of a ventilation system, the status of other external systems, i.e. systems that are not part of the vehicle or the infrastructure formed by the route for the vehicle (e.g. flood protection gates, platform screen doors, gap fillers, etc.), the status of the train (e.g. doors, drive motors, power supply, etc.), the position and / or direction to the next station and / or emergency exit, acute hazards, in particular fires and / or floods and / or terrorist threats.

[0054] This is valuable information that can be evaluated individually or in groups to coordinate an evacuation and, in particular, to increase the safety of passengers and rescue workers during the evacuation.

[0055] According to one embodiment of the invention, the communication device emits sound signals and / or light signals that assist passengers and rescue workers in locating the communication device.

[0056] To generate the sound and / or light signals, the communication device is equipped with suitable signaling devices. The ability to emit signals increases the chances of a successful evacuation. It can be assumed that passengers will not be aware of the presence and function of the communication device in the event of an evacuation. The signaling device attracts the passengers' attention, allowing the evacuation procedure to be carried out based on the information provided by the communication device.

[0057] According to one embodiment of the invention, it is provided that the communication device is located using the communication infrastructure.

[0058] Locating the communication device indirectly allows for conclusions about the position of the passengers being evacuated, as it can be assumed that the passengers or a rescuer accompanying them are carrying the communication device. This also makes it possible to determine whether the communication device is properly supporting the evacuation. If it remains stationary for an extended period of time, it can be assumed that it is not being carried by any of the people involved in the evacuation.

[0059] By connecting the communication device to the antennas spaced along the route, known as access points (hereinafter referred to as APs), it is possible to locate the communication device using the position of the connected access point(s). A corresponding location function could then determine the approximate location of the device via the connection between the communication device and the individual access points.

[0060] More precise positioning is also technically possible. For this purpose, various field-tested radio positioning methods (e.g., Time Difference of Arrival, Enhanced Observed Time Difference) are used, for example, which enable a more precise determination of the device's location than would be possible with a purely location-based assignment of the connected APs. Positioning can also be improved by using an acceleration sensor, which measures the device's acceleration in six degrees of freedom and then integrates the data to the device's position, similar to the function of an inertial navigation device. This technology is already used in smartphones and smartwatches and is therefore well known.

[0061] The stated object is alternatively achieved according to the invention with the subject matter of the claim specified at the outset (communication device) in that the communication device is designed as a portable communication device which is designed for transmitting the information has an internal energy source, a first air interface, wherein the first air interface is configured to use a communication standard for a radio network which is also used for communication between the vehicle and a control and safety system for the vehicle.

[0062] According to one embodiment of the invention, it is provided that the communication device is configured to carry out a method of the type described in more detail above.

[0063] The stated object is alternatively also achieved according to the invention with the subject matter of the claim specified at the outset (in particular a track-guided vehicle) in that it has a communication device according to the method explained above, which is held in the particularly track-guided vehicle with an openable closure device.

[0064] The communication device or the vehicle can achieve the advantages already explained in connection with the method described in more detail above. The statements regarding the method according to the invention also apply accordingly to the devices according to the invention.

[0065] According to one embodiment of the invention, it is provided that the vehicle, in particular a track-guided vehicle, has a plurality of communication devices which are designed to communicate with one another.

[0066] The advantages of using multiple communication devices have already been explained above. In particular, a coordinated evacuation of passengers is possible when multiple communication devices are used. For example, a rail-guided vehicle can be equipped with multiple communication devices so that, when using a convoy of multiple vehicles (e.g., railcars), each vehicle has one such communication device. This allows passengers in each vehicle to be reached by at least one of the communication devices.

[0067] Furthermore, a computer program product with program instructions for carrying out the said method according to the invention and / or its embodiments is claimed, wherein the method according to the invention and / or its embodiments can be carried out by means of the computer program product.

[0068] Furthermore, a provision device for storing and / or providing the computer program product is claimed. The provision device is, for example, a storage unit that stores and / or provides the computer program product. Alternatively and / or additionally, the provision device is, for example, a network service, a computer system, a server system, in particular a distributed, for example, cloud-based computer system and / or virtual computer system, which stores and / or provides the computer program product, preferably in the form of a data stream.

[0069] The provision takes place in the form of a program data block as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program product. However, this provision can also take place, for example, as a partial download consisting of multiple parts. Such a computer program product is, for example, read into a system using the provision device, so that the method according to the invention is executed on a computer.

[0070] Further details of the invention are described below with reference to the drawings. Identical or corresponding elements of the drawings are provided with the same reference numerals and are explained several times only to the extent that differences arise between the individual figures.

[0071] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual, independently considered features of the invention, which also further develop the invention independently of one another and are thus also to be considered as components of the invention, either individually or in a combination other than that shown. Furthermore, the described components can also be combined with the features of the invention described above. The invention is defined by the claims.

[0072] They show: Figure 1 an embodiment of a train infrastructure with a track, a train and an LSS for the train, in which the communication device according to the invention can be used, with their functional relationships schematically, Figure 2an embodiment of a computer infrastructure of the communication device according to Figure 1 as a block diagram, where the individual functional units contain program modules, each of which can run in one or more processors, and the interfaces can accordingly be implemented in software or hardware, Figure 3 an embodiment of the method according to the invention as a flow chart, wherein the individual method steps can be implemented individually or in groups by program modules and wherein the functional units and interfaces according to Figure 2 are indicated as examples.

[0073] Figure 1shows a control and safety system (LSS) for a vehicle (FZ) traveling between two stations (ST) on a track (GL). Specifically, the control and safety system (LSS) consists of a control center (LZ) and a radio communication system (RCS), i.e., the system of infrastructure that allows radio communication between the control center (LZ) and the vehicle (FZ). This communication takes place via a first interface (S1).

[0074] The RCS thus provides a communications infrastructure that enables technically reliable transmission and, for this purpose, establishes redundancy. Information flows via a bus system (BUS) and redundant interfaces (SR), with the functional components also arranged redundantly, as explained in more detail below. Two Central System Routers (CSR) are provided, which forward information to a Radio Backbone (RB) via two Network Switches (SW). The Radio Backbone (RB) also has two network rings (loops), each of which is redundantly connected to the Network Switches (SW) via Loop Access Switches (LAS).

[0075] The radio backbone RB is a redundant system of access points for radio interfaces that are arranged in sections along the GL line in such a way that seamless communication between the vehicle FZ and at least one of the access points AP1, AP2 - preferably always simultaneously with several of these access points AP1, AP2 - is possible. This ensures that a connection existing via the radio communication system RCS between the vehicle FZ and the control center LZ is not interrupted, with the connection being ensured via radio via a first interface S1. The redundant arrangement of two parallel access points AP1, AP2 in independent network rings of the radio backbone RB means that the entire communication path from the control center LZ to the vehicle FZ is redundant. The described (network) architecture enables safe and reliable driverless operation of the vehicle FZ.

[0076] The vehicle FZ also houses a communication device CD1, which supports an evacuation if necessary and communicates wirelessly with the access points AP1 and AP2 via a second interface S2. Furthermore, an individual communication device MD, for example, a smartphone, is shown as an example, which is carried by a passenger (not shown) in the vehicle FZ. The individual communication device MD uses access points of at least one mobile network (e.g., LTE or 5G) via a third interface S3 (not shown in detail).

[0077] During operation, several access points AP1, AP2 (up to four physical data connections) are typically connected to a train, ensuring redundancy of the wireless connection. This redundancy is enhanced by communicating over different frequencies (e.g., 2.4 GHz and 5.8 GHz) when transmitting identical data, reducing the likelihood of all signal paths being equally distorted. These measures result in a highly available wireless network that can serve as the basis for the invention.

[0078] If necessary, i.e., if an evacuation from the vehicle FZ is required, the communication device CD1 is activated and then communicates with the access points AP1, AP2 via a second interface S2. This enables communication between the passengers in the vehicle FZ and the control center LZ or with rescue personnel (not shown), who may also be equipped with the communication devices according to the invention. The high reliability and security of the network architecture used for communication between the control center LZ and the vehicle FZ can also be used for the communication device CD1 in the event of an evacuation, thus enabling seamless and error-free communication.This communication serves, for example, to determine evacuation requirements (information flows from the communication device CD1 to the LZ control center or rescue services) or to control the evacuation (information flows from the LZ control center or rescue services to the communication device CD1). For example, it can be used to determine in which direction along the GL route the passengers should be evacuated (shown in . Figure 1 are the stations ST and an emergency exit EE). In the example according to Figure 1 Passengers are guided to the nearest ST station, for which purpose a TAZ (Triggering Alarm Zone) protection zone is set up in which train traffic is completely stopped and the tracks or overhead wire are de-energised.

[0079] In Figure 2The structure of the communication device is shown as a block diagram. The communication device CD1 has a self-sufficient power supply PS, so that in the event of an evacuation it can be operated independently of an external power supply. A computer CP operates in the communication device CD1, which is connected to an antenna device AN via a fifth interface S5. The communication device can communicate via the antenna device AN, specifically via the second interface S2 forming the air interface with an access point, for example, AP2 of the RCS (see Figure 1), with an individual communication device MD via a ninth interface S9, which belongs, for example, to a passenger, with a further communication device CD2 via a fourth interface S4, this further communication device CD2 being constructed in the same way as the communication device CD1 and being able to be used by a rescue worker who was equipped with the communication device CD2 before being dispatched.

[0080] The computer is connected to a storage device SE via a sixth interface S6, allowing data and programs to be stored in the storage device SE. In particular, apps can also be stored in the storage device SE, which can be offered for download to the individual communication devices MD via the third interface S3.

[0081] In addition, the CP computer can communicate with a display DP via a seventh interface S7, which can output evacuation information. There is also a loudspeaker LP, connected to the CP computer via an eighth interface S8, which can transmit evacuation signals and spoken information.

[0082] The Figure 3 A schematic and exemplary procedure can be seen, with the interaction of the control and safety system LSS and the communication device CD1 being indicated by dotted lines.

[0083] After the start of the procedure, a vehicle is guided by the LSS guidance and safety system according to Figure 1during its operation. A query step EMCY? is repeated to determine whether a fault has occurred. If this is not the case, another query step ACTIV? is repeated to determine whether the communication device CD1 has been activated. If this is not the case, a further query step TERM? checks whether the vehicle's operation has ended. If this is the case, the process is stopped. If this is not the case, the query steps described above are repeated.

[0084] If the EMCY? query results in a positive result, the communication device is activated in a RUN activation step. If the CD1 communication device is already activated (for example, due to commissioning by a passenger or because the communication device in question is intended for use by emergency services outside the train and has been activated by them), the ACTIV? query results in a positive result, and the procedure running in the CD1 communication device is started without a RUN activation step.

[0085] The procedure for operating the communication device CD1 is described in Figure 3It essentially consists of input steps INPUT, whereby the communication device CD1 is fed with data that can originate from another communication device CD2, from individual communication devices MD or from the control center LZ or rescue teams (they could, for example, use the additional communication device CD2) (see also Figure 2 ). Emergency personnel can also use the CD1 communication device. The procedure can also be performed without the vehicle being equipped with communication devices (all communication devices are used by the emergency personnel).

[0086] In addition, there are output steps OUTPUT to the said devices or to output devices, such as a display DP or a loudspeaker LP (see. Figure 2 This ensures communication between those involved in the evacuation.

[0087] The INPUT and OUTPUT steps are followed at regular intervals by a SAFE? query to determine whether the fault has been resolved or the evacuation has been completed. If this is the case, the process is stopped. If this is not the case, further INPUT and OUTPUT steps are carried out to support the evacuation process. List of reference symbols

[0088] FZVehicle GLTrack STStation EEEmergency Exit TAZProtection Zone (Triggering Alarm Zone) LZControl Center BUSBUS System CSRCentral System Router SWNetwork Switch LASLoop Access Switch RCSRadio Communication System RBRadio Backbone AP1 ... AP2Access Points S1 ... S8Interface SRRedundant Interface LSS Control and Security System CD1 ... CD2 Communication Device PS Energy Source CP Computer SE Storage Device AN Antenna Device DP Display LP Loudspeaker MD Individual Communication Device EMCY?Query step fault ACTIV?Query step communication device active TERM?Query step end of operation RUNActivation step communication device INPUTInput step for communication device OUTPUTOutput step from communication device SAFE?Query step fault eliminated

Claims

1. Method for evacuating passengers from a vehicle (FZ), in particular rail-guided vehicle, in which an item of information, which is generated by a control and safety system (LSS) for the vehicle (FZ) and relates to the evacuation, is transmitted via a communication device (CD1, CD2), wherein the communication device (CD1, CD2) is designed as a portable communication device which, for the transmission of the information, • uses an energy source that is separate for the device, • establishes a communication connection to the control and safety system (LSS) via a first air interface, characterised in that the communication connection uses a radio network, which is also used for communication between the vehicle (FZ) and the control and safety system (LSS), as communication infrastructure.

2. Method according to claim 1, characterised in that at least one function of the communication device (CD1, CD2) is only made available when an evacuation of passengers is to be initiated.

3. Method according to claim 2, characterised in that • at least one user interface and / or • the portability function is made available as a function of the communication device (CD1, CD2).

4. Method according to one of the preceding claims, characterised in that the communication device (CD1, CD2) offers a second interface (S9) for at least one further communication connection via a communication channel, which is not intended for communication between the vehicle (FZ) and the control system (LSS).

5. Method according to claim 4, characterised in that the communication device (CD1, CD2) communicates with individual communication devices (MD) of the passengers via the further communication connection.

6. Method according to claim 4, characterised in that the communication device (CD1, CD2) establishes the further communication connection with further communication devices of the same type.

7. Method according to one of the preceding claims, characterised in that at least one of the following messages is transferred as the information: • approaching trains, in particular triggering alarm zones (TAZ), • the power disconnection of the tracks or the contact wire (GL), • the number of missing persons, • the location of the vehicle to be evacuated, • the status of a ventilation system, • the status of external systems, in particular flood protection gates, platform screen door systems, bridging systems for the platform gap, • the status of the train, in particular doors, drive motors, power supply, • the position of and / or direction towards the next station (ST) and / or emergency exit (EE), • acute hazards, in particular fires and / or floods and / or threats of terrorism.

8. Method according to one of the preceding claims, characterised in that the communication device (CD1, CD2) outputs sound signals and / or light signals, which support the passengers with locating the communication device (CD1, CD2).

9. Method according to one of the preceding claims, characterised in that the communication device (CD1, CD2) is located using the communication infrastructure.

10. Communication device (CD1, CD2) for evacuating passengers from a vehicle (FZ), in particular a rail-guided vehicle, wherein the communication device (CD1, CD2) is designed as a portable communication device which, for the transmission of the information, • has an energy source that is separate for the device, • has a first air interface, characterised in that the first air interface is configured to use a communication standard for a radio network that is also used for communication between the vehicle (FZ) and a control and safety system (LSS) for the vehicle (FZ).

11. Communication device (CD1, CD2) according to claim 10, characterised in that the communication device (CD1, CD2) is configured to perform a method of the preceding claims 1 - 9.

12. Vehicle (FZ), characterised in that said vehicle has a communication device (CD1, CD2) according to one of the preceding claims 10 - 11, which is held in the vehicle (FZ) using an openable closure apparatus.

13. Vehicle according to claim 12, characterised in that the vehicle (FZ) has a plurality of communication devices (CD1, CD2), which are configured to communicate with one another.

14. Computer program product with program commands for performing the method according to one of claims 1 - 9.

15. Provision apparatus for the computer program product according to the last preceding claim, wherein the provision apparatus stores and / or provides the computer program product.