Method and system for determining arrival time

Abstract

The present invention relates to a method (100) and to a system (10) for determining arrival times (T) of a vehicle (1), in particular a rail vehicle. A journey duration (D) of a vehicle (1) to a predefined stop (2) is predicted (S1) on the basis of a simulation of the vehicle journey to the predefined stop (2) and an operation of the vehicle (1) substantially corresponding to the simulated vehicle journey is initiated (S2). An arrival time (T) can then be determined (S3) on the basis of the predicted journey duration (D) and additional operating data (B) containing at least one piece of scheduling information (I) relating to the vehicle (1). The determined arrival time (T) is provided (S4) for output to users.

Description

[0001] Description

[0002] Procedure and system for determining arrival times

[0003] The present invention relates to a method and a system for determining arrival times of a vehicle, in particular a rail vehicle.

[0004] So-called passenger information systems are used to provide information about (estimated) arrival times or changes to scheduled arrival times. Such passenger information systems typically include displays and / or loudspeakers in a train and / or on a platform, through which the information is communicated to passengers. This information is now also often provided on passengers' devices.

[0005] Currently, information on estimated arrival times or delays is determined by combining data from various sources. For example, the arrival time can be estimated based on the vehicle's current position and the current time using a heuristic. Such a heuristic usually takes into account the vehicle's typical average speed on route sections up to the vehicle's intended stop. The average speed can be stored, for example, in a look-up table. This makes the forecast essentially static.

[0006] Against this background, it is an object of the present invention to improve, in particular to make more precise, the forecast of arrival times.

[0007] This object is achieved by a method and a system for determining arrival times of a vehicle, in particular a rail vehicle, according to the independent claims. Preferred embodiments of the invention are the subject of the dependent claims and the following description.

[0008] A first aspect of the invention relates to a method, in particular a computer-implemented method, for determining arrival times of a vehicle, in particular a rail vehicle. The method comprises: (i) predicting a travel time of a vehicle up to a predetermined stop on the basis of a simulation of the vehicle journey up to the predetermined stop; (ii) initiating operation of the vehicle that essentially corresponds to the simulated vehicle journey; (iii) determining an arrival time on the basis of the predicted travel time and further operating data that contains at least one item of scheduling information relating to the vehicle; and (iv) providing the determined arrival time for output to users.

[0009] Initiating operation of a vehicle within the meaning of the invention can, in particular, be the implementation of a simulated vehicle journey. Alternatively or additionally, operation of a vehicle can also be initiated by outputting a simulated vehicle journey or at least information relating to this simulation.

[0010] For example, a driver assistance system can initiate an implementation, in particular direct or at least extensive implementation, for example by correspondingly controlling a vehicle control system. The vehicle control system can then operate the vehicle on the basis of the simulated vehicle journey. Likewise, a driving style of the vehicle determined as part of the simulation could be output to a driver. The driver can then operate the vehicle on the basis of the simulated vehicle journey, in particular on the basis of the determined driving style. It is conceivable, for example, that the driver is given information on the determined (optimal) driving style, which he can then follow. Disposition information within the meaning of the invention can in particular be information on the planned journey of the vehicle. In this respect, disposition information can also be referred to as planning information.This information is expediently not static but can change during operation of the (rail) vehicle. Disposition information can, for example, contain information about when the vehicle is to stop at which location and at what time and / or for how long on a planned route. In the event of an operational disruption, for example, an estimated arrival time may differ from the originally planned arrival time. In this respect, the disposition information can contain alternative timetable information, i.e. information about when the vehicle is to stop at which location and at what alternative time and / or for how long on a possibly alternative route. It is also conceivable that the disposition information contains recommendations on driving behavior, i.e.for example, information on route and speed corridors within which a particularly smooth and / or efficient journey of the vehicle is possible.

[0011] A user within the meaning of the invention can, in particular, be a current and / or future passenger of the vehicle, also referred to as a passenger. Alternatively or additionally, a user can also generally be a person who has an interest in knowing the determined arrival time, such as a user of an electronic timetable, i.e., for example, a timetable software on their terminal device.

[0012] Furthermore, it is also conceivable to understand a user as a legal person who uses the determined arrival time to offer a service. In particular, a user can be a provider of an electronic timetable. One aspect of the invention is based on the approach of taking into account a simulation of the vehicle’s journey to this stop both when determining the arrival time of a vehicle at a predetermined stop, for example the next train station, and when operating the vehicle. With the help of the simulation, the journey time of the vehicle to the predetermined stop can be predicted particularly precisely and reliably and, at the same time, operation of the vehicle can be initiated. In particular, the simulation can take into account dynamic influences on the journey time – and thus on the arrival time.Thus, the inventive determination of the arrival time goes significantly beyond conventional methods, which are based on a static heuristic and thus provide the same predictions even under different (driving) conditions. By simultaneously initiating vehicle operation that at least substantially corresponds to the simulated vehicle journey, it can be ensured that the determined arrival time substantially corresponds to the actual arrival time achieved by the initiated vehicle operation.

[0013] For example, the simulation can be based on current route data that characterizes the route section up to the specified stop and / or contains timetable information. If the driving conditions on this route section change, this is conveniently reflected in the route data. For example, if speed limits are planned due to construction work or a hazardous situation, or if the weather conditions or timetable change, this can also be incorporated into the simulation at short notice.

[0014] Furthermore, it is preferred that the simulation is based on current vehicle data which characterises the vehicle. If the properties of the vehicle change, for example due to a change in the payload or a defect, this can also be incorporated into the simulation at short notice. The simulation of the vehicle journey, in particular on the basis of route data and vehicle data, from which at least corresponding driving dynamics of the vehicle - and thus at least a corresponding journey time to the specified stop - can be derived within the framework of the simulation, therefore allows a much more accurate prediction of an arrival time than conventional methods which generally only take into account generally valid (static) specifications for the vehicle or route.

[0015] In addition to the predicted travel time, the determination of the arrival time is expediently based on other operating data. Such operating data preferably contains at least one piece of scheduling information relating to the vehicle, such as information on the timetable and / or—in the event of disruptions to the timetable—on changes to the timetable, particularly route changes caused, for example, by other vehicles. In addition, the other operating data may also contain information on the current position of the vehicle and the current time.

[0016] The arrival time determined in this way is expediently provided for output to current and / or future passengers of the vehicle or other users. For example, an interface can be provided through which the determined arrival time is or can be read out. The arrival time can then be output, for example, to a passenger using a passenger information system or to a user using appropriate software on a terminal device.

[0017] Preferred embodiments of the invention and further developments thereof are described below. Unless expressly excluded, they can be combined with one another as desired and with the aspects of the invention described below. In a preferred embodiment, a driving style of the vehicle is determined with the aid of the simulation of the vehicle journey. The determined driving style expediently forms the basis for predicting the journey time. For example, to predict the journey time, it can be assumed that the vehicle is driven according to the determined driving style until it reaches the predetermined stop. In this respect, determining the driving style allows the arrival time at the predetermined stop to be determined particularly precisely and reliably.

[0018] For this purpose, the determined driving style is preferably implemented or output at least partially directly to initiate the operation of the vehicle corresponding to the simulated vehicle journey. For this purpose, the determined driving style can be output to a driver, for example, as a recommendation, such as by displaying it on a screen. Alternatively or additionally, the determined driving style can at least partially form the basis for the operation of the vehicle. For this purpose, a vehicle control system of the vehicle can be prompted to implement the determined driving style automatically.

[0019] In this respect, it is useful to predict the travel time to the specified stop on the vehicle side. This not only simplifies the output or at least partially automated implementation of the determined driving style and makes it less error-prone, but also facilitates the consideration of vehicle data when simulating the vehicle journey.

[0020] One possibility for predicting journey time on the vehicle side is the use of a driver assistance system. Such a driver assistance system can, for example, determine a possible, in particular an optimal, driving style and the corresponding journey time to the specified stop by solving a system of differential equations, possibly under boundary conditions specified by the route data and / or the vehicle data. The use of a driver assistance system to predict journey time is particularly preferred, since it can directly implement a corresponding driving style if necessary.

[0021] In a further preferred embodiment, the arrival time of the vehicle at the specified stop is determined on the landside. This can significantly facilitate the consideration of additional operating data, which preferably not (only) concern the vehicle, but primarily also other vehicles. In particular, a vehicle fleet can be coordinated on the landside, and the planning information resulting from this coordination can be incorporated into the determination of the arrival time, at least as part of the additional operating data.

[0022] In this respect, it is expedient for the arrival time to be determined by a central vehicle control center. In such a vehicle control center, which preferably converges data on the operation of the vehicle and / or other vehicles, possibly even those on the same route, data fusion can be effectively performed to determine the arrival time.

[0023] Accordingly, it is preferred that the predicted travel time is provided by the vehicle via an air interface to determine the arrival time, in particular transmitted to the central vehicle control center.

[0024] In a further preferred embodiment, the simulation of the vehicle journey to predict the journey time is carried out on the basis of a vehicle model of the vehicle and / or a route model of the route up to the specified stop. The vehicle model and / or the route model preferably corresponds to a system of differential equations. This can make it easier to take changes in the driving conditions into account when predicting the journey time. For example, the vehicle model and / or the route model can be adapted accordingly with little effort if the vehicle is impaired, for example due to a defect, or the route is impaired, for example due to construction work or a timetable change.

[0025] In this respect, it is useful to dynamically adapt the vehicle model and / or the route model. Dynamic adaptation refers, in particular, to a short-term, preferably immediate, change to the models based on changed driving conditions.

[0026] In a further preferred embodiment, the travel time to the specified stop is predicted based on vehicle data that characterizes the vehicle. In particular, the travel time can be predicted based on at least one vehicle parameter that characterizes the state of the vehicle. It is preferred that the vehicle data contain the at least one vehicle parameter. If the vehicle state changes, the forecast for the travel time—and thus also the arrival time—and the driving style recommended or used for this purpose can be dynamically adjusted.

[0027] In this case, it is particularly preferred if the vehicle data, in particular the at least one vehicle parameter, are provided by a vehicle control system. This allows changes in the driving conditions, in particular in the vehicle state, to be taken into account directly and with particularly little effort. In particular, changing vehicle properties can be included in the prediction of the journey time by taking into account correspondingly changing vehicle parameters such as payload or currently available vehicle power. For example, impairments to the vehicle such as engine failure can be directly included in the prediction of the journey time, or an increase in the vehicle mass due to passengers boarding.

[0028] At least one of the following vehicle parameters can be particularly meaningful with regard to the condition of the vehicle: a vehicle position, a vehicle speed, a vehicle mass, a resistance factor and / or an engine characteristic curve. The vehicle mass can represent a vehicle load, the resistance factor a conductance also referred to as a drag coefficient and / or the engine characteristic curve an available vehicle power. If necessary, however, the consideration of further or alternative vehicle parameters is also conceivable, for example vehicle length, vehicle width, energy consumption and / or the like.

[0029] In a further preferred embodiment, the additional operating data contain dynamic fleet data which characterizes the journeys of other vehicles. For example, the dynamic fleet data can contain information about the position and time at which other vehicles are located on at least sections of a route of the vehicle. The dynamic fleet data expediently relates in particular to other vehicles whose journey must be adapted to that of the vehicle or to whose journey the journey of the vehicle must be adapted, for example because otherwise there is a risk of collision or specified safety regulations would not be observed. With the help of the dynamic fleet data, the utilization of a route network, in particular a rail network, by a vehicle fleet can be taken into account when determining the arrival time.

[0030] In a further preferred embodiment, the determined arrival time at the specified stop is output to users, for example, to current and / or future passengers of the vehicle. For example, the determined and provided arrival time can be output to passengers in the vehicle using a passenger information system. Alternatively or additionally, the determined and provided arrival time can be output to users of timetable software using a terminal device.

[0031] A second aspect of the invention relates to a system for determining arrival times of a vehicle, in particular a rail vehicle. The system is expediently configured to carry out the method according to the first aspect of the invention.The system comprises: (i) a driver assistance system which is set up to predict a travel time of a vehicle up to a predetermined stop on the basis of a simulation of the vehicle journey up to the predetermined stop and to initiate operation of the vehicle which at least substantially corresponds to the simulated vehicle journey; (ii) a central vehicle control center which is set up to determine an arrival time of the vehicle at the predetermined stop on the basis of the predicted travel time and further operating data which contain at least one item of scheduling information relating to the vehicle; and (iii) an interface for providing the determined arrival time in such a way that the determined arrival time can be output to users.

[0032] With the help of such a system, arrival times can be determined with particular precision and reliability. In particular, it is no longer necessary to rely on static heuristics; instead, changes in driving conditions can be simulated and thus immediately taken into account. An arrival time determined with the help of the system thus offers real added value, for example, for passengers of the vehicle or for a provider of a passenger information system or timetable software.

[0033] The properties, features and advantages of the invention described above, as well as the manner in which they are achieved, are explained in more detail in conjunction with the figures in the following description of exemplary embodiments of the invention. Where appropriate, the same reference numerals are used in the figures for the same or corresponding elements of the invention. The exemplary embodiments serve to explain the invention and do not limit the invention to the combinations of features specified therein, including with regard to functional features. Furthermore, all features specified in the exemplary embodiments can be considered in isolation and combined as appropriate with the features of any claim.

[0034] It shows :

[0035] FIG 1 shows an example of a system for determining arrival times of a vehicle; and

[0036] FIG 2 shows an example of a method for determining arrival times of a vehicle.

[0037] FIG 1 shows an example of a system 10 for determining arrival times of a vehicle 1. In the present case, the vehicle 1 is a rail vehicle, in particular a train, and the arrival time relates to reaching a predetermined stop 2, in particular the next train station, on a route 70 of the vehicle 1.

[0038] The system 10 comprises a driver assistance system 20, a central vehicle control center 30, and an interface 40a, 40b for providing the determined arrival time. The driver assistance system 20 is provided on the vehicle side, i.e., for example, as part of the vehicle 1. The central vehicle control center 30, on the other hand, is provided on the land side, i.e., for example, as a fixed location.

[0039] The driver assistance system 20 is expediently configured to predict a travel time of the vehicle 1 to the specified stop 2 based on a simulation of the vehicle's travel to the specified stop 2. For this purpose, the driver assistance system 20 can determine a driving style of the vehicle 1 and use it as the basis for predicting the travel time.

[0040] Conveniently, the driver assistance system 20 is also configured to at least partially operate the vehicle 1 based on the simulated vehicle journey or to initiate such operation. For example, the driver assistance system 20 can be configured to initiate operation of the vehicle 1 based on the simulated vehicle journey by outputting information relating to the simulated vehicle journey. Such output can, for example, comprise a driving instruction or a driving recommendation and be directed to a vehicle driver.

[0041] The prediction of the journey duration, in particular the determination of the driving style, is preferably based on vehicle data that characterize the vehicle 1. Such vehicle data, in particular variable vehicle parameters that influence the performance of the vehicle 1, such as vehicle mass, engine characteristic curve and / or the like, are expediently provided by a vehicle control system 50 of the vehicle 1.

[0042] Alternatively or additionally, the prediction of the journey time can be based on route data which characterize the route 70 or contain information on the timetable of the vehicle 1. Such route data are expediently taken from a continuously updated route database 90. Such a route database 90 can be held by a storage means (not shown) of the vehicle 1 and maintained, for example, via an air interface 60. It is particularly conceivable that updated route data or updates of the route database 90 are transmitted from the central vehicle control center 30 to the vehicle 1 via the air interface 60.

[0043] The central vehicle control center 30 is expediently configured to determine the arrival time of the vehicle 1 at the specified stop 2 based on the predicted travel time and further operating data, which contain at least one item of scheduling information relating to the vehicle 1. To provide the travel time predicted by the driver assistance system 20 to the vehicle control center 30, the vehicle 1 is preferably connected to the vehicle control center 30 via the air interface 60. In addition to the predicted travel time, the vehicle 1 can thus also transmit its current position to the vehicle control center 30, for example.

[0044] In addition to vehicle 1, the central vehicle control center 30 is expediently also connected to other vehicles (not shown), so that the vehicle control center 30 can coordinate the travel of a large number of vehicles, in particular on the travel route 70 of the vehicle 1. The coordination of the vehicles is preferably also included in the determination of the arrival time of the vehicle 1 at the specified stop 2, in particular in the form of dynamic fleet data.

[0045] The system 10 is expediently configured to provide the determined arrival time via the interface 40a, 40b for output to current and / or future passengers of the vehicle 1 or to other users. For example, the determined arrival time can be provided to a passenger information system 80a of the vehicle 1 via the interface 40a, in particular in conjunction with the air interface 60 of the vehicle 1. The passenger information system 80a can then output the arrival time to passengers of the vehicle 1.

[0046] Alternatively or additionally, the determined arrival time can be provided via the interface 40b to a passenger information system 80b at stops along the route 70, in particular at the specified stop 2. The passenger information system 80b can output the arrival time to future passengers of the vehicle 1.

[0047] FIG. 2 shows an example of a method 100 for determining arrival times T of a vehicle 1. In a method step S1, a travel time D of the vehicle 1 to a predetermined stop is predicted based on a simulation of the vehicle's travel to the predetermined stop. In a further method step S2, an operation of the vehicle that at least substantially corresponds to the simulated vehicle travel is initiated.

[0048] In a further method step S3, an arrival time T is determined based on the predicted travel time D and further operating data B, which contain at least one item of scheduling information I relating to the vehicle 1. In a further method step S4, the determined arrival time T is provided for output to users.

[0049] The travel duration D is expediently predicted on the vehicle side, for example, by a driver assistance system 20 of the vehicle 1. In other words, the driver assistance system 20 is preferably configured to simulate the vehicle travel in method step S1.

[0050] The arrival time T is expediently determined on land, for example by or in a central vehicle control center 30. The vehicle control center 30 may, for example, have a corresponding data processing device 31 for this purpose.

[0051] The prediction of the journey time D is preferably based on vehicle data F and / or route data R and / or position information P and / or disposition information I.

[0052] The vehicle data F are expediently provided by a vehicle controller 50. The vehicle data F preferably contain information on vehicle parameters such as vehicle speed, vehicle mass, resistance factor and / or engine characteristic curve.

[0053] The route data R are expediently stored in a route database 90. In addition to information on the route of the vehicle 1, in particular the route to the specified stop, the route data R can also contain timetable information, i.e., for example, information on the time at which the vehicle 1 should reach or leave which section of the route.

[0054] The position information P is expediently provided by a navigation system 110. The navigation system 110 may, for example, have an antenna for receiving position signals transmitted by navigation satellites.

[0055] In FIG. 2, the provision of position information P by the navigation system 110 is shown separately. However, the position information P can also be contained in the vehicle data F.

[0056] The scheduling information I is expediently provided by the central vehicle control center 30. The central vehicle control center 30 can, for example with the aid of the data processing device 31, be set up to coordinate the operation of the vehicle 1 and other vehicles. The data generated in this process can be collected in a coordination database 32. If required, this data can be processed and - for example as part of the further operating data B and referred to as dynamic fleet data - used as the basis for determining the arrival time T in method step S3. Alternatively or additionally, the scheduling information I contained in this data can be transmitted to the vehicle 1, in particular the driver assistance system 20. In this case, the scheduling information I expediently corresponds to timetable information which also takes into account the journeys of the other vehicles.

[0057] The data generated during the coordination of ferry operations and collected in the coordination database 32 can, on the one hand, be based on data provided by vehicle 1 and the other vehicles. Alternatively or additionally, the data collected in the coordination database 32 can also originate from other data sources, for example, from installations along the route. In FIG. 2, the origin of the data is therefore generally referred to as external data source 120.

[0058] The determined arrival time T provided in method step S4 can, for example, be output to passengers by a passenger information system 80a of the vehicle 1. Alternatively or additionally, the determined arrival time T can also be output to users of an electronic timetable, i.e., timetable software. For this purpose, the determined arrival time T is expediently transmitted to corresponding terminal devices 80c and output there accordingly.

[0059] The travel time D predicted by the driver assistance system 20 can be provided not only at the vehicle control center 30. Rather, it is preferred that the predicted travel time D is also output to a driver of the vehicle 1, for example, displayed on a corresponding display 3.

[0060] In addition to the journey time D, the driver assistance system 20 expediently also determines driving recommendations. For example, the driver assistance system 20 can determine at least one driving style in which the predetermined stop is reached within the predicted journey time D. These driving recommendations or driving styles are expediently output to the driver in method step S2, for example shown on the display 3. This allows the driver to initiate operation of the vehicle in accordance with the simulated vehicle journey. Alternatively or additionally, an automatic and direct implementation of these driving recommendations or driving styles can of course also be initiated - at least in part - for example by the driver assistance system 20 by correspondingly controlling the vehicle control system 50.

[0061] Although the invention has been illustrated and described in detail by the preferred embodiments, the invention is not limited by the disclosed examples and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims

Patent claims 1. Method (100) for determining arrival times (T) of a vehicle (1), in particular a railway vehicle, comprising: - Predicting (Sl) a journey time (D) of a vehicle (1) up to a given stop (2) based on a simulation of the vehicle journey up to the given stop (2) ; - Initiating (S2) an operation of the vehicle that substantially corresponds to the simulated vehicle journey (1) ; - Determining (S3) an arrival time (T) based on the predicted journey time (D) and other operational data (B), which includes at least one dispatching information (I) relating to the vehicle (1); and - Providing (S4) the determined arrival time (T) for output to users.

2. Method (100) according to claim 1, wherein a driving style of the vehicle (1) is determined by means of the simulation of the vehicle journey and is used as a basis for the prediction of the journey duration (D) on the one hand and is implemented or output at least partially directly to initiate the operation of the vehicle (1) which essentially corresponds to the simulated vehicle journey.

3. Method (100) according to one of claims 1 or 2, wherein the journey time (D) until the predetermined stop (2) is predicted by the vehicle.

4. Method (100) according to one of the preceding claims, wherein the journey time (D) is predicted by a driver assistance system (20) of the vehicle (1) by solving a system of differential equations.

5. Method (100) according to one of the preceding claims, wherein the arrival time (T) of the vehicle (1) at the specified stop (2) is determined on the land side.

6. Method (100) according to one of the preceding claims, wherein the arrival time (T) is determined by a central vehicle control center (30).

7. Method (100) according to one of the preceding claims, wherein the predicted travel time (D) is provided by the vehicle (1) via an air interface (60) for determining the arrival time (T).

8. Method (100) according to one of the preceding claims, wherein the simulation of the vehicle journey for the prediction of the journey duration (D) is performed on the basis of a vehicle model of the vehicle and a route model of the route to the specified stop (2).

9. Method (100) according to the preceding claim, wherein the vehicle model and the track model are dynamically adapted.

10. Method (100) according to one of the preceding claims, wherein the journey time (D) until the predetermined stop (2) is predicted on the basis of vehicle data (F) which characterize the vehicle (1) and contain at least one vehicle parameter that characterizes the state of the vehicle (1).

11. Method (100) according to the preceding claim, wherein the vehicle data (F) are provided by a vehicle control unit (50).

12. Method (100) according to one of the two preceding claims, wherein the at least one vehicle parameter is a vehicle position, a vehicle speed, a vehicle mass, a resistance factor and / or an engine characteristic curve.

13. Method (100) according to one of the preceding claims, wherein the further operating data (B) is a vehicle (1) The relevant position information (P), time information and dynamic fleet data, which characterize the journeys of other vehicles, are included.

14. Method (100) according to one of the preceding claims, wherein the determined arrival time (T) at the specified stop (2) is output to users.

15. System (10) for determining arrival times (T) of a vehicle (1), in particular for carrying out the method (100) according to one of the preceding claims, comprising: - a driver assistance system (20) which is configured to predict a journey duration (D) of a vehicle (1) up to a predetermined stop (2) based on a simulation of the vehicle journey up to the predetermined stop (2) and to initiate an operation of the vehicle (1) that substantially corresponds to the simulated vehicle journey; - a central vehicle control center (30) which is set up to determine an arrival time (T) of the vehicle (1) at the designated stop (2) based on the predicted journey time (D) and other operational data (B) which contain at least one dispatching information (I) relating to the vehicle (1); and - an interface (40a, 40b) for providing the determined arrival time (T) in such a way that the determined arrival time (T) can be output to users.

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