Automated transport system

Abstract

The invention relates to an automatic transport system (1000) comprising: - a traffic network (100) including traffic lanes (1) and stations; - vehicles (200) capable of transporting a plurality of passengers and / or a plurality of objects and which are fully automated; - a computerized automatic supervision system (300) adapted to manage the individual movements of said vehicles within the traffic network and to command a stop of each of said vehicles within the network of traffic lanes; the computerized automatic supervision system being further adapted to group a plurality of said vehicles into a convoy (210) in order to adapt a transport capacity of the traffic network;a convoy being formed by the plurality of vehicles positioned one behind the other at varying separation distances, the separation distances being determined by the computerized automatic supervision system according to one or more criteria such as a safety distance, a speed of at least one vehicle among the plurality of vehicles, a distance of the convoy to a station, predetermined places, an insertion of a vehicle into a traffic lane; said vehicles being capable of forming convoys thanks to their means of automation; Figure for the abbreviation: 1;

Description

Title of the invention: Automatic transport system technical field

[0001] The invention relates to the technical field of land transport and more particularly to public land transport and autonomous land vehicles. Technological background

[0002] Currently, mass transit is carried out using heavy vehicles, such as bus rapid transit (BRT), trams, subways, and trains. These vehicles may operate within a dedicated or reserved traffic network, i.e., excluding all other vehicles. It is also possible that the traffic network may only be partially dedicated or reserved: for example, a tram may use a road shared with conventional cars and trucks and may cross paths with them at intersections.

[0003] A first defect of existing public transport systems is the use of large and heavy vehicles sized for use during peak hours.

[0004] Indeed, current transport systems are very efficient during peak hours, with a large capacity.

[0005] On the other hand, during off-peak hours, i.e. when demand is lower, current systems plan for the movement of heavy vehicles with very few passengers.

[0006] Such a solution is not efficient in terms of energy consumption and economic profitability.

[0007] One possibility is to provide for a reduced travel frequency during off-peak hours. In this case, current transport systems are not attractive to users and therefore even less used by potential users who prefer other solutions, in particular the car.

[0008] A second drawback of existing public transport systems is that they require large-scale infrastructure, consuming a lot of space and a lot of materials.

[0009] A third drawback of existing public transport systems is that they require a driver, with the exception of automated metros. However, the cost of a driver is around 30% to 50% of the operating cost.

[0010] According to one example, FR3047219 B1 proposes a technical solution resolving the main shortcomings of heavy public transport, in particular by using lighter motor vehicles and lighter infrastructure.

[0011] However, it requires infrastructure, admittedly much more frugal than that of heavy transport, and is only applicable in certain cases.

[0012] Moreover, the cost of infrastructure, even if much lower than that of heavy systems, is still far too high for many communities.

[0013] Thus, there is a need to be able to benefit from the advantages of driverless automated vehicles, but with lower infrastructure costs and above all more numerous deployment possibilities.

[0014] The invention aims, in particular, to meet this need. Summary of the invention

[0015] One idea at the heart of the invention is to provide an automated transport system capable of responding to travel demands during peak hours and adapting to travel demands during off-peak hours, thus allowing for optimization of energy consumption and vehicle wear and tear, as well as user waiting times.

[0016] According to one embodiment, the invention provides an automatic transport system comprising:

[0017] - a traffic network comprising traffic lanes dedicated to traffic of vehicles, and stations distributed mainly along traffic lanes;

[0018] the stations being located on the traffic lanes, the vehicles must stop on the traffic lane, or along the traffic lanes leaving the traffic lane clear,

[0019] - said vehicles capable of transporting passengers and / or a plurality of objects and which are fully automated and equipped with steering wheels and automatic guidance systems so that they are able to move and guide themselves within the traffic network without the intervention of a driver; the steering wheels including tires;

[0020] - a computerized automatic monitoring system adapted to manage the individualized movements of said vehicles within the traffic network and to order a stop of each of said vehicles within the traffic lane network according to user requests, i.e. passengers or parcel managers;

[0021] said vehicles being able to stop at locations situated within the stations,

[0022] the locations being defined by the computerized automatic supervision system;

[0023] the computerized automatic supervision system being further adapted to group a plurality of said vehicles into a convoy in order to adapt a transport capacity of the traffic network;

[0024] a convoy being formed by the plurality of vehicles positioned one behind the other at varying separation distances,

[0025] the separation distances being determined by the computerized automatic supervision system according to one or more criteria such as a safety distance, a speed of at least one vehicle among the plurality of vehicles, a distance of the convoy to a station, predetermined places, an insertion of a vehicle into a traffic lane; said vehicles being able to form convoys thanks to their means of automation.

[0026] the system further comprising:

[0027] - parking spaces mainly along the traffic network positioned outside the traffic lanes to store some of said vehicles awaiting a movement order from the computerized automatic supervision system.

[0028] Thanks to these characteristics, the automated transport system can adapt its transport capacity to meet transport needs in an optimized manner. This allows for energy savings and limits wear and tear on equipment.

[0029] According to embodiments, such a device may include one or more of the following characteristics.

[0030] According to one embodiment, the traffic network comprises a first traffic lane and a second traffic lane in the opposite direction to the first traffic lane, on at least one or more portions of the network, said vehicles being adapted to move from the first traffic lane to the second traffic lane by making a U-turn or by means of means to move in both directions of traffic.

[0031] This prevents automated vehicles from having to reach one end of a traffic lane, such as a terminus, before heading back in the other direction.

[0032] According to an embodiment, in which the vehicles must stop on the traffic lane, in which a plurality of said vehicles are grouped into a convoy; in which the computerized automatic supervision system assigns one of said vehicles of the convoy to each user and / or to each object according to a choice of destination station within the traffic network by each user in such a way that the last vehicle of the convoy is the first to arrive at the destination allowing it if necessary to leave the convoy by taking a parking space in said station or a subsequent station; a vehicle being assigned by the computerized automatic supervision system to each user who has requested the same destination.

[0033] According to one embodiment, the computerized automatic supervision system is further adapted to control said vehicles according to several operating modes;

[0034] - an individualized mode of transport taking into account a request for a journey without precise destination information, as the request is made at a station.

[0035] - an individualized mode of transport taking into account a demand for specific destination, the request made at a station in which a vehicle from the traffic network is selected by the computerized automatic supervision module, to respond to said request;

[0036] - a mode of transport on demand taking into account a reservation;

[0037] the modes of operation being further defined by at least one criterion such as a transport capacity objective of the traffic network, specific times or days, a specific service requested by the user, a type of vehicle among said vehicles and / or a destination.

[0038] Each of the operating modes allows the system to respond to a specific transport request from a user. The automated transport system is therefore adaptive.

[0039] According to one embodiment, the computerized automatic supervision system is further adapted to control said vehicles according to a timed operating mode, in which a user does not have to choose the destination, and convoys of vehicles circulate within the traffic network at a fixed circulation frequency,

[0040] the computerized automatic supervision system reducing the number of vehicles in the convoys when a transport demand reaches a first threshold;

[0041] the computerized automatic supervision system reducing the convoy's circulation frequency when a transport demand reaches a second threshold, the second threshold being lower than the first threshold;

[0042] the computerized automatic supervision system stopping the timed operating mode and activating the on-demand operating mode when a transport request reaches a third threshold, the third threshold being lower than the second threshold.

[0043] The transport supply is thus adapted according to the transport demand.

[0044] The timed or sequential operation also allows a significant space to be left between two convoys (or between two automated vehicles alone in the event of low demand), which allows said convoys (or automated vehicles) to slow down before a station, to stop and to accelerate after the station without hindering the convoy (or automated vehicle) that follows.

[0045] For example, a frequency between two convoys (or automated vehicles) of thirty seconds allows a convoy (or automated vehicle) to slow down, stop for twenty seconds to drop off and pick up passengers and / or packages, without hindering the following convoy (or automated vehicle) which is thirty seconds behind.

[0046] Thanks to this invention, it is not necessary to provide service roads, i.e. deceleration and acceleration roads, outside of the traffic lanes, which significantly reduces the cost and footprint of the infrastructure.

[0047] According to one embodiment, the traffic network comprises a common station for the first traffic lane and the second traffic lane, said vehicles being further equipped with doors on each of their sides so that they are adapted to serve the common station from the first traffic lane or the second traffic lane.

[0048] According to one embodiment, the traffic network comprises, on the one hand, railway tracks including rails, said vehicles being equipped with mechanical means for running on the rails with their tires while being mechanically guided by the rails and said mechanical means when said mechanical means are activated; the traffic network comprising, on the other hand, running platforms made of concrete, asphalt and / or another material in particular at the level of switches, stations, and other places where necessary allowing said vehicles to run on the platforms thanks to their tires when said mechanical means are deactivated, and to guide themselves thanks to their automatic guidance means.

[0049] For example, according to this embodiment, the automated vehicles are of the rail-road shuttle type such as the Micheline®, Flexy® or Ferromobile®.

[0050] According to one embodiment, the traffic network comprises, on the one hand, railway tracks including rails, these vehicles being equipped with sufficiently wide and resistant tires so that:

[0051] - on the one hand, said vehicles travel on the rails, guided by their own optical sensors, thanks to the detection of said rails, and

[0052] - on the other hand, concrete, asphalt and / or other rolling platforms material; in particular at the level of switches and stations, said vehicles rolling on these platforms thanks to their tires and their automatic guidance means.

[0053] According to another embodiment, the railway tracks comprise:

[0054] - two treads, of reduced width, composed of covering materials sleepers and ballast of railway tracks of such a thickness that a running surface of the automated vehicles is about 10 centimeters below the top of the rails, allowing said automated vehicles to run on these running surfaces, without touching the rails, and to guide themselves by means of their automatic guidance means using in particular the rails as optical guides; the automatic guidance means including optical sensors;

[0055] - of a platform at rail level at the location of the switches, in front of the stations and other locations where necessary, allowing said vehicles automated vehicles can travel on these tracks even if they are equipped with conventional tires and guide themselves using their automatic guidance systems.

[0056] The two treads and the platform at rail level allow trains to run on the rails, in particular freight trains, but also allow automated vehicles to run on the treads and platforms, at different times.

[0057] According to one embodiment, the traffic network comprises at least a first traffic track and a second traffic track in the opposite direction to the first traffic track, in which the railway tracks are equipped with a separator between the first traffic track and the second traffic track on at least a part of the first and second traffic tracks, said separator being limited in height so as not to touch a lower end of a train traveling on the rails.

[0058] According to one embodiment, the traffic network comprises a network of lanes with crossings connected to a network of lanes without crossings; the computerized automatic supervision system is further adapted to authorize or prohibit a vehicle from moving from the network of lanes with crossings to the network of lanes without crossings or vice versa.

[0059] According to one embodiment, the traffic network includes fast traffic lanes, the computerized automatic supervision system being further adapted to impose a maximum number of passengers per vehicle moving on the fast traffic lanes; this maximum number corresponding to the number of seats in said vehicle.

[0060] According to one embodiment, at least a portion of the traffic lanes are equipped with side safety posts, said vehicles being equipped with side wheels, said wheels being intended to protect said vehicles in the event of imperfect guidance or to physically or mechanically guide the vehicles, on one or more sections of the network and said lanes being devoid of said physical guidance means on other sections, said vehicles using their own automatic guidance means and their steering wheels to move on said other sections devoid of physical guidance.

[0061] Said physical guiding means may be mechanical means for rolling on the rails with the tires being mechanically guided either by the rails or by side wheels with which the vehicles are equipped, the mechanical guidance then being done by side posts along the traffic track.

[0062] According to one embodiment, at least a portion of the traffic lanes are equipped with physical guidance means on one or more sections of the network, and said lanes are devoid of said physical guidance means on other sections, said vehicles using their own means of automatic guidance and their steering wheels to move on said other sections lacking physical guidance.

[0063] Said physical guidance means may be mechanical means for rolling on the rails with the tires being mechanically guided by the rails or by the lateral wheels with which the vehicles are equipped, the mechanical guidance then being done by lateral uprights along the traffic track.

[0064] According to one embodiment, stations are equipped with canopies, said canopies being equipped with photovoltaic panels and some of said parking spaces of said stations are equipped with electric vehicle charging, by induction, said charging being managed by the computerized automatic supervision system.

[0065] According to one embodiment, the traffic network uses an existing tram line infrastructure and / or bus lanes, in mixed use or while the said existing network is not in use when transport demand is lower, such as at night, on Sundays or on public holidays.

[0066] According to one embodiment, a plurality of said automated vehicles are equipped with means for attaching to certain sections of the network and detaching from each other automatically; the computerized automatic supervision system being further adapted to control the attachment or detachment of at least a first and a second vehicle among the plurality of said vehicles.

[0067] According to one embodiment, a plurality of said automated vehicles can enter and / or leave the traffic network to pick up or drop off a passenger and / or an object, on a predefined open road; the predefined open road being outside the traffic network; the computerized automatic supervision system being further adapted to manage individualized movements outside the traffic network of at least one vehicle among the plurality of said vehicles. Brief description of the figures

[0068] The invention will be better understood, and other objects, details, features and advantages thereof will become more apparent from the following description of several particular embodiments of the invention, given solely by way of illustration and not limitation, with reference to the accompanying drawings.

[0069] [Fig-1] Fig. 1 is a schematic view of a circulation network according to the invention.

[0070] [Fig.2] Fig.2 is a schematic view of a station in a circulation network according to the invention, in which automated vehicles stop on the track of traffic. Where applicable, a second lane of traffic in the opposite direction has not been shown.

[0071] [Fig.3] The [Fig.3] is a schematic view of a single station in a two-way traffic network, for which automated vehicles must stop on one of the two traffic lanes.

[0072] [Fig. 4] Figure 4 is a schematic view of a station in a traffic network according to the invention, in which vehicles can stop along the traffic lane, leaving the traffic lane clear during the stop. Where applicable, a second traffic lane in the opposite direction has not been shown.

[0073] [Fig.5] The [Fig.5] is a schematic view of a track of a traffic network comprising railway tracks according to another embodiment.

[0074] [Fig.6] The [Fig.6] is a schematic view of an intersection between the traffic network according to the invention and a separate traffic network. Description of the implementation methods

[0075] With reference to figures 1 to 6, an automatic transport system 1000 according to a first embodiment will now be described.

[0076] Automatic transport system 1000

[0077] The automatic transport system 1000 comprises a traffic network 100 within which automated vehicles 200 move according to the instructions of an automatic computerized supervision system 300. The traffic network comprises a plurality of traffic lanes 100 and stations 2.

[0078] The 200 automated vehicles can move alone or in convoy.

[0079] Automated Vehicle 200

[0080] The automated transport system 1000 includes at least one automated vehicle 200. In particular, it includes a fleet of automated vehicles 200.

[0081] The vehicles 200 are fully automated so that they are able to move and guide themselves within the traffic network without intervention from a driver according to the instructions or commands of the computerized automatic supervision system 300.

[0082] To receive instructions or commands from the automated supervisory computer system 300 and to communicate with each other, the automated vehicles 200 use communication modules. For example, the vehicles are automated and connected via 4G / 5G, WiFi, or equivalent radio connections, on the one hand to the automated supervisory computer system 300, and on the other hand to other automated vehicles 200, for example, primarily to the vehicles in their convoy.

[0083] In convoy, the known solution is for the vehicles to follow the speed instructions of the lead vehicle, the vehicles being connected together

[0084] The instructions or commands received by each automated vehicle include in particular the different speeds along the route, the inter-vehicle distances, the stopping points and the location of the stops among the stations 2.

[0085] The automated vehicles 200 move within the traffic network 100 without a driver or with a non-driving user. The automated vehicles 200 can transport passengers, objects, or both. The automated vehicles 200 can be unidirectional, i.e., adapted to move in only one direction along a traffic lane 1, or bidirectional, i.e., adapted to move in both directions along a traffic lane 1.

[0086] The automated vehicles 200 can stop at stations 2, either directly on traffic lane 1 as illustrated in the figure, or alongside the corresponding traffic lane 1, leaving traffic lane 1 clear as illustrated in [Fig. 4]. In this case, each vehicle positions itself in the location assigned to it by the supervisor.

[0087] The automated vehicles 200 are equipped with steering wheels and guidance means.

[0088] In one variant, vehicles equipped with sufficiently wide and resistant tires so that said vehicles are capable of running on railway or tramway tracks.

[0089] Automated vehicles 200 commonly use optical sensors, such as lidars, cameras, and radar-type sensors for guidance. In this embodiment, these sensors allow the automated vehicles 200 to use the rails as optical guidance information.

[0090] In addition, these optical sensors are used when the traffic network 100 includes crossings with traffic lanes of another traffic network as illustrated in [Fig.6].

[0091] For example, when approaching a right-hand intersection, automated vehicles 200 that do not change direction use their optical sensors on the left side to maintain a nearly constant distance from the left pillar. Similarly, if the vehicle is to take the intersection to the right, it uses its sensors on the right side to maintain a nearly constant distance from the right pillar that deviates from the main lane.

[0092] For intersections of the crossroads type, vehicles must be able to drive without the side pillars, therefore with their own means of automation guidance.

[0093] The automated vehicles 200 can be grouped into a convoy 201 by the computerized automatic supervision system 300.

[0094] This allows the transport capacity of the automatic transport system 1000 to be optimized and / or adapted. It also allows the throughput and / or the number of passengers or packages transported per hour to be optimized and / or adapted.

[0095] The convoys 201 being arranged with variable distances between vehicles, determined by the computerized automatic supervision system 300 according to a number of criteria such as safety distance, vehicle speed, proximity to station, proximity to crossings, special places, possibilities of insertion of other vehicles, uphill, downhill, turns, the vehicles being suitable for these different distances thanks to their automatic guidance means.

[0096] On the other hand, some of the 200 automated vehicles are equipped with means to attach and detach themselves from each other automatically, using their automatic guidance means.

[0097] The automated vehicles 200 travel at an average speed of between 30 and 120 km / h, for example 90 km / h, or only 30 km / h if there are intersections.

[0098] The automated vehicles 200 can be of different types from the following and have different dimensions:

[0099] - a width of an automated vehicle 200 can be 1.4 meters for a capacity of twelve places. For example, such an automated vehicle 200 includes six seated places and six standing places;

[0100] - a width of an automated vehicle 200 can be 1.8 m for a capacity of sixteen places. For example, such an automated vehicle 200 includes eight seated places and eight standing places;

[0101] - a width of an automated vehicle 200 can be 2.5 meters for a capacity of twenty-five places. For example, such an automated vehicle 200 includes ten seated places and fifteen standing places;

[0102] - the width of an automated vehicle 200 can be 2.5m for a capacity of forty places. For example, such an automated vehicle 200 has sixteen seated places and twenty-four standing places.

[0103] Thus, automated vehicles of varying capacities can be used on the traffic network. For example, the smallest automated vehicles are used when there are fewer users to reduce energy consumption while maintaining an acceptable service frequency. Some automated vehicles may also have wheelchair spaces, some premium options, some with parcel compartments, etc.

[0104] In one variant, the 200 automated vehicles are equipped with sufficiently wide and resistant tires so that:

[0105] - on the one hand, said vehicles travel on the rails 602, guiding themselves by means of their their own optical sensors by detecting said rails, and

[0106] - on the other hand, concrete, asphalt and / or other rolling platforms material; at the level of the switches, in front of the stations, and at other places where necessary such as a garage or a depot for maintenance, said vehicles rolling on these platforms thanks to their tires, their steering wheels and their automatic guidance means.

[0107] Locations are arranged to allow a U-turn of the automated vehicles 200: an automated vehicle 200 can leave the traffic lane 11 and join the traffic lane 12. In an alternative, the U-turns of the automated vehicles 200 merge at the level of the stations 2.

[0108] Thus, the automated vehicles 200 are not obliged to go to the terminals or to the end of the line, which allows them to return in the other direction according to the commands of the computerized automatic supervision system 300.

[0109] This is advantageous because, very frequently, the ends of the traffic lanes of a traffic network are less used, especially if the middle of the line is a center of activity (in particular a city center).

[0110] The automated vehicles 200 are capable of modifying the centering of their tires relative to the rails. This reduces tire marking.

[0111] For example, instead of remaining centered on the rail axis, the automated vehicle 200 will change centering by a few millimeters or centimeters, at an appropriate frequency over hundreds of meters, or by undulating centering modifications.

[0112] Furthermore, it may be advisable to rotate the tires periodically, to even out wear and "puncture", after a certain number of months or kilometers.

[0113] Traffic network 100

[0114] The traffic network 100 includes at least one one-way traffic lane 1 connecting two stations 2.

[0115] In one embodiment, the traffic lane 1 is passive: it does not include a moving part adapted to guide a vehicle, for example a switch.

[0116] For example, the traffic network 100 comprises a plurality V of one-way traffic lanes 1 connecting a plurality S of stations 2 together. The stations 2 are approximately 1 km apart, for example.

[0117] Furthermore, in one embodiment, the traffic network 100 is devoid of intersections, crossings, and stopping points except for stations 2. Conversely, the traffic network 100 may include at least two intersecting traffic lanes 1. The traffic network 100 then includes crossings 5.

[0118] The stations 2 connected by the one-way traffic lanes 1 form a directed graph in the sense of graph theory. This directed graph, the graph of The movement of the traffic network 100, is formed of V edges symbolizing the traffic lanes 1 and of S nodes symbolizing the stations 2.

[0119] Furthermore, since the traffic lanes 1 are one-way, the edges are then called arcs, each edge being a pair of nodes, represented by an arrow symbolizing the direction of travel of the traffic lane 1.

[0120] According to an embodiment illustrated in [Fig.1], the traffic network 100 can be two-way over at least one portion 101. Thus, a first traffic lane 11 and a second traffic lane 12 in the opposite direction connect at least two stations 2 to each other.

[0121] In a specific variant, illustrated in [Fig.5], in which the traffic network 100 comprises railway tracks including rails, a limited height track separator 601 separates a traffic track 11 and a traffic track 12.

[0122] The objective is to run trains, in particular freight trains, on a railway track, and in addition to installing the automatic transport system 100.

[0123] Figure 5 represents the case where the installation of the traffic lanes 1 of the automated transport system 100 is on a single-track railway, therefore composed of two parallel rails. Each traffic lane 11 and 12 comprises two running surfaces in the form of two asphalt strips 603.

[0124] Each rail 602 is surrounded by a strip of asphalt 603 extending along the rail. The width of these asphalt strips 603 is, for example, 50 cm.

[0125] In the event that the speed of the vehicles may be high, it is advisable to place a separator 601 between the two traffic lanes 12 and 12, fixed on crossbeams 604 and / or on a strip of asphalt, to secure the movements of the automated vehicles 200 and prevent them from drifting into the other traffic lane.

[0126] Typically, the overall width of such a traffic lane 1 is approximately 6 meters. The base of the 602 rails is 150 mm, their height 170 cm, the gauge between the 602 rails is 1435 mm in Europe, i.e., 1500 mm center to center.

[0127] A distance D, between an upper surface of the asphalt strip 603a and an upper surface of a rail is approximately 10 cm, so that the rail does not touch the underside of the vehicles.

[0128] Thus, traffic lanes 11 and 12 allow automated vehicles 200 to circulate on the asphalt strips 603a and 603b with their tires.

[0129] In addition, this variant uses a separator 601 of limited height, allowing a rail vehicle, for example a train or tram, to use both rails 602 to move.

[0130] Furthermore, the traffic network 100 can be closed. In this case, the automated vehicles 200 cannot exit the traffic network 100. Similarly, no other vehicle can enter the traffic network 100.

[0131] Conversely, the circulation network 100 can be open. In this case, it includes at least one entry zone 3 and one exit zone 4.

[0132] As illustrated in [Fig.6], the traffic network may include crossings 5 ​​between a traffic lane 1 of the traffic network 100 and a traffic lane 51 of a traffic network distinct from the traffic network 100.

[0133] The [Fig.6] represents a variant of crossings of two traffic lanes 11 and 12 of the automatic transport system 1000 and two road lanes 51 in two directions, with one or more lanes per direction, such as streets, avenues or boulevards.

[0134] The traffic lanes 11 and 12 of the transport system intersect in the centre via a roundabout, which allows each automated vehicle 200 to join the other three traffic lanes 1, and thus, depending on the circumstances, to change traffic lanes or to turn around.

[0135] The crossings between the automated vehicles 200 and road vehicles travelling on the roadways are located on only four common areas 5, called crossings, protected with regard to the automatic transport system 1000 by traffic lights.

[0136] Thus, the traffic lanes 1 of the transport system are reserved and are not used by other vehicles, except on the said common areas 5, i.e. the crossings.

[0137] Said traffic lights are controlled by the automatic supervision computer system 300 or by the automated vehicles 200 themselves when approaching the intersection and as soon as they have moved away from it, to leave traffic free on these common areas after they have passed.

[0138] This organization of the intersection allows for a secure automated transport system.

[0139] This also allows road vehicles outside the transport system to cross the intersection with only one traffic light.

[0140] A pedestrian and / or bicycle crossing may be installed after each common area.

[0141] Other arrangements are possible, if there are three branches and not four or on the contrary if the intersection includes more than four branches.

[0142] This arrangement is also made possible because the automated vehicles 200 are much smaller than dedicated public transport vehicles such as articulated buses or trams, whose turning radii would require very large intersections.

[0143] It is possible to have part of the traffic network 100 without crossing 5 and another with crossing 5. This may be the case in particular for certain sections of traffic lanes 1 with much less traffic where it is not justified to create a specific infrastructure.

[0144] In this case, the present invention proposes that the automated vehicles 200, or some of the automated vehicles 200, travel in convoys 210, even on traffic lanes without crossing, but at a higher frequency if the need for transport capacity is greater.

[0145] Stations 2

[0146] The stations 2 include a boarding platform allowing users to enter or exit one of the automated vehicles 200. Said station 2 may include platform doors.

[0147] Each station 2 includes a user-system interface from which the user can register a transport request.

[0148] The choice of destination is optional but provides an important benefit in optimizing the movement of automated vehicles 200 and therefore for the efficiency of the service within a traffic network 100.

[0149] In addition, 400 parking spaces are positioned along the traffic network outside of traffic lanes 1.

[0150] The 400 parking spaces allow 200 vehicles to be stored while awaiting a command or movement instruction from the computerized automatic supervision module 300.

[0151] In one variant, some of the 400 parking spaces are equipped with inductive electric vehicle charging stations, requiring no human intervention. The computerized automatic supervision system 300 controls the charging of the 200 automated vehicles according to the needs of each vehicle, preferably outside of peak transport system hours, based on the cost of electricity during the day.

[0152] Stations 2 can be of different types.

[0153] With reference to Figures 2 and, a station 2 may be of the single-station type.

[0154] This type of station 2 is suitable for a 100 single-way traffic network, or unidirectional direction ([Fig.2]) or double-direction ([Fig.3]).

[0155] According to the single-station type, of [Fig.3], a single station 2 is provided for both directions of traffic, the vehicles having at least one door on each side.

[0156] As illustrated in [Fig.2], a single-station type station 2 within a one-way traffic network 100 comprises a boarding platform 21.

[0157] As illustrated in [Fig. 3], a single-station station 2 within a two-way traffic network 100 comprises a boarding platform 21 interrupting a first traffic lane 11. Parallel to the traffic lane 11, the traffic network 100 includes a traffic lane 12 allowing automated vehicles 200 to move in the opposite direction to the traffic lane 11 to approach the station platform

[0158] In addition, as illustrated in Figures 2 and 3, waiting parking spaces 401 are positioned in front of and / or behind the boarding platform 21.

[0159] Figure 3 illustrates a convoy of 200 automated vehicles leaving traffic lane 11 to join traffic lane 12 and proceed along the station platform. However, a single 200 automated vehicle can also perform such a maneuver in this type of single-station station.

[0160] At [Fig.3], the automated vehicles 200 in convoy come from track 11 on the left, turn off to go onto traffic track 12 in the opposite direction and park in front of the boarding and / or disembarking platform 21.

[0161] Some automated vehicles 200 may park at the end of the boarding and / or disembarking area 21 if they do not leave with the convoy.

[0162] The single-station type 2 station saves on ground space. Thus, station 2 occupies minimal space, making it possible to install such a station 2 in very dense urban environments.

[0163] Another type of station 2 is the type station with platform track illustrated in [Fig.4].

[0164] In this type of station 2, the boarding platform 21 is not on the track of traffic, but is located along a traffic lane, for example, parallel to it. For example, as illustrated in [Fig.4], a loading and / or unloading platform 21 extends along the traffic lane 11.

[0165] Unlike the single-station type station, the automated vehicles 200, whether in convoy or not, do not change traffic lanes when stopping at station 2.

[0166] As in the single-station type, waiting parking spaces 401 are positioned in front of and / or behind the boarding platform 21.

[0167] Convoys 210 or automated vehicles 200 alone are not required to stop at every station. Convoys 210 or automated vehicles 200 alone may only slow down, for example to a speed allowing automated vehicles 200 to leave or join convoy 210 without disrupting it. A speed of approximately 20 km / h is suitable for this configuration.

[0168] The automated vehicles 200 that stop position themselves in a parking space 403 imposed on them by the automatic supervision computer system 300.

[0169] Automated vehicles 200, whether in a convoy or not, can also leave traffic lane 11 to reach a waiting parking space 401, or conversely, leave a waiting parking space 401 to reach traffic lane 11, whether or not they are part of a convoy. For example, automated vehicle 201 leaves traffic lane 11 to reach a waiting parking space 401, while automated vehicle 201 leaves a waiting parking space 401 to reach traffic lane 11.

[0170] As illustrated in [Fig.4], a convoy 210 comprising a plurality of automated vehicles 200 which does not stop in front of the boarding platform 21. The convoy 210 includes in particular an automated vehicle 201.

[0171] Upon arrival at station 2, the automated vehicle 201 leaves convoy 210, uncouples, and positions itself in an available parking space 403

[0172] Conversely, an automated vehicle 202 pulls out and joins the convoy 210. However, other automated vehicles 200 parked in a parking space 403 are waiting to pull out until they receive a destination defined by the automatic supervision computer system 300 to join a future convoy 210, or to leave on their own.

[0173] The computerized automatic supervision system 300 determines which automated vehicle 200 joins the convoy 210 and which automated vehicle 200 leaves the convoy 210.

[0174] Finally, an automated vehicle 200 is positioned in a waiting parking space 401 and remains waiting, and does not obstruct the traffic lane 11. These waiting parking spaces can be on either side of the platform, or in front of the platform like waiting parking space 402.

[0175] Furthermore, stations 2 can be equipped with canopies. These canopies are equipped with photovoltaic panels and in which some of said waiting parking spaces 401 / 402 are equipped with electric vehicle charging, by induction, said charging being managed by the computerized automatic supervision system 300.

[0176] Computerized automatic supervision system 300

[0177] The computerized automatic supervision system 300 is adapted to manage the individual movements of automated vehicles 200 within the traffic network 100, in a fully automatic manner, without human intervention. It is connected to the centralized control station that usually manages public transport systems, with staff monitoring proper operation and intervening when necessary.

[0178] For example, the computerized automatic supervision system 300 comprises:

[0179] - at least one processor; and

[0180] - at least one memory containing computer program code, the at less one memory and the computer program code being configured to, with at least one processor, implement the operations described below.

[0181] The computerized automatic supervision system 300 can implement an artificial intelligence module, which will adapt the transport system according to immediate and predictive demand, forecasts, statistics, events.

[0182] The computerized automatic supervision system 300 is responsible for the movement of each automated vehicle 200. It transmits commands to movement to each automated vehicle 200 from which the automated vehicles 200 move within the network.

[0183] Thus, each automated vehicle 200 has a movement independent of the other automated vehicles 200. The computerized automatic supervision system 300 individualizes the movements of the automated vehicles 200.

[0184] The computerized automatic supervision system 300 is also adapted to control a stop of each of said vehicles within the traffic lane network.

[0185] The computerized automatic supervision system 300 is also adapted to manage user journey requests, either integrated into the computer system, or in a specific computer module intended to manage user journey requests, by being linked with telephone applications (such as smartphones), console or web that users can use to choose their destination.

[0186] Without convoy

[0187] The computerized automatic supervision system 300 controls the movements of the automated vehicles 200 according to several operating modes.

[0188] The different operating modes are as follows:

[0189] - an individualized mode of transport taking into account a request for a journey without precise destination information, as the request is made at a station.

[0190] - an individualized mode of transport taking into account a demand for specific destination, the request made at a station in which a vehicle from the traffic network is selected by the computerized automatic supervision module, to respond to this request;

[0191] - a mode of transport on demand taking into account a reservation on the part of a user for the movement of a person or a package;

[0192] The computerized automatic supervision system 300 determines which operating mode to apply according to at least one criterion such as a transport capacity objective of the traffic network, specific times or days, a specific service requested by the user, a type of vehicle among said vehicles.

[0193] According to another mode of operation, the computerized automatic supervision system 300 allows for individualized real-time transport following a request from a service user:

[0194] - possibility of travelling seated, with a potential wait, or of leaving as quickly as possible, even if it means standing up.

[0195] - a premium service with a faster direct route, more shuttles comfortable;

[0196] - reservation of an automated vehicle 200 for a family, a class, a team;

[0197] - to be able to comfortably place a stroller, a bicycle, a suitcase, objects bulky items, a wheelchair or equivalent;

[0198] For example, at station 2, a user requests a destination for themselves, for another passenger, or for a package. Several situations can then be handled by the computerized automatic supervision system 300.

[0199] In a first case, an automated vehicle 200 is waiting at station 2 and the destination planned for this automated vehicle 200 by the computerized automatic supervision system 300 corresponds to the user's request: the computerized automatic supervision system 300 indicates the location of this automated vehicle 200 to the user, by any known means such as a display on a request console, a user's telephone, a light display.

[0200] The automated vehicle 200 indicated will depart with the next convoy 210, respecting a minimum time interval between two convoys 210, or may depart alone if the time interval between the preceding convoy 210 or automated vehicle 200 and the following convoy 210 or automated vehicle 200 is sufficient.

[0201] For example, if the traffic network 100 includes crossings, the maximum frequency is about 2 min. Otherwise, the interval between convoys 210 can be reduced to 30 seconds, or even less.

[0202] In a second case, the computerized automatic supervision system 300 assigns this destination to an automated vehicle 200 which arrives at station 2 by assigning it a parking space 403 in station 2. At the same time, the computerized automatic supervision system 300 indicates to the user the future location of the automated vehicle 200.

[0203] In a third case, no automated vehicle 200 capable of responding to the user's request arrives at station 2. Then, the computerized automatic supervision system 300 triggers the movement of an automated vehicle 200 that is paused in this station 2, or in another station 2.

[0204] Adaptation

[0205] Thus, the computerized automatic supervision system 300 allows the transport capacity of the automatic transport system 100 to be adapted according to the demand for movement.

[0206] Demand for travel is measured by counting the number of users or parcels in transport within the traffic network or waiting for transport based on recorded transport requests.

[0207] When the need for transport decreases, i.e. reaches a first threshold, the computerized automatic supervision system 300 reduces the number of automated vehicles 200 of certain convoys 210.

[0208] When transport demand falls further, i.e. when it reaches a second threshold lower than the first threshold, corresponding for example to less than one vehicle at the previous frequency, the computerized automatic supervision system 300 further reduces the frequency of convoy passage, for example to three minutes.

[0209] The computerized automatic supervision system 300 can order an automated vehicle 200 parked in a waiting parking space 401 to make it available to a passenger present at station 2 or who has made a reservation, without waiting for an automated vehicle 200 to arrive at station 2.

[0210] In addition, the computerized automatic supervision system 300 can command the start of the selected automated vehicle 200 after a waiting period to optimize the filling of the automated vehicle 200 with other service users, and departure without a destination

[0211] If demand falls further, i.e. reaches a third threshold lower than the second threshold, the computerized automatic supervision system 300 controls the automatic transport system according to the on-demand operating mode: passengers choose their destination at the station using the user-system interface or make a prior reservation, the chosen automated vehicle 200 only stopping at the station 2 chosen by the user or other users possibly present in the vehicle.

[0212] In this case, the presence of automated vehicles 200 parked at stations 2 allows for a time saving compared to calling automated vehicles 200 positioned at the termini of traffic lanes 1.

[0213] For example, for a 10km journey between termini, even at 35 km / h corresponding to operation without intermediate stops, the time to travel to 4 km is more than 6 minutes.

[0214] If an automated vehicle 200 is available at station 2, its availability is almost immediate, and if it is at a neighboring station, its availability can be achieved in less than 2 minutes.

[0215] When transport demand increases, the computerized automatic supervision system 300 first increases the circulation frequency of automated vehicles 200, for example. Users choose a destination for a passenger or a parcel, and the computerized automatic supervision system 300 assigns an automated vehicle 200, with a variable waiting time. Furthermore, several destinations are assigned to an automated vehicle 200, which will therefore stop at 2 intermediate stations.

[0216] The computerized automatic supervision system 300 is further adapted to group a plurality of said vehicles into a convoy 210 in order to adapt a transport capacity of the traffic network 100.

[0217] A convoy 210 being formed by the plurality of automated vehicles 200 positioned one behind the other at varying separation distances.

[0218] In convoy

[0219] When transport demand is high, the computerized automatic supervision system 300 groups the automated vehicles 200 into a convoy 210.

[0220] In addition, the computerized automatic supervision system 300 can command the convoy 210 to slow down to a speed such that automated vehicles 200 can leave the convoy 210 or join it, according to the commands to the various automated vehicles 200 transmitted by the computerized automatic supervision system 300.

[0221] This has only a small influence on the final journey time, especially since these slowdowns are not necessary in front of all stations, but only in front of those where vehicles have to stop, which the supervision manages according to needs.

[0222] For example, for a traffic lane 1 fifteen kilometres long with fifteen stations 2 and a cruising speed of automated vehicles 200 of 90 km / h: a slowdown to 18km / h requires 8 seconds with a deceleration of 2.5 m / s over a distance of one hundred and twenty metres.

[0223] Moreover, since the automated vehicles do not stop, their non-stop passage past a station 2 of a length of seventy meters at a speed of 18 km / h thus requires 14 seconds, and an acceleration at the exit of station 2 to reach 90 km / h requires again eight seconds at 2.5m / s of acceleration over a distance of 120m, i.e. a total of 30 seconds for three hundred and ten meters.

[0224] However, if the automated vehicles 200 had not slowed down to travel these three hundred and ten meters at a speed of 90 km / h, the automated vehicles 200 would have taken 12.4 seconds to travel them.

[0225] The time loss due to this slowdown of approximately 17 seconds, which is very small.

[0226] A stop would cost under the same conditions, a sum of 10 seconds, 10 seconds and 22 seconds of stop plus 14 seconds in front of station 2 for a total of 56 seconds.

[0227] The "loss of time" for a stop at station 2 is thus about 43 seconds and about 26 seconds compared to a slowdown.

[0228] On the 15 kilometer route, if there are five slowdowns, the travel time would be increased by 5 x 17 = 85 seconds, or about 1.5 minutes on a journey with an overall duration of about 10 minutes.

[0229] This is much less than if all 200 automated vehicles had to stop at every station 2, as is the case for current automated transport systems, for example an automated metro, whose journey time would be in the under the same conditions of 43 seconds lost in front of each station, i.e. about 10 minutes of additional stopping or slowing down: the journey time would thus be doubled to twenty minutes.

[0230] Thus, the sequential and individualized control of each automated vehicle 200 by the automatic supervision system 300 makes it possible on the other hand to leave a significant space between two convoys 210 (or between two automated vehicles 200 alone in the event of low demand) which allows said convoys 210 or automated vehicles 200 to slow down before a station, to stop and to accelerate after the station without hindering the convoy 210 or the automated vehicle 200 which follows.

[0231] For example, a frequency between two 210 convoys (or between two 200 automated vehicles alone in the event of low demand) of 30 seconds allows a 210 convoy (or an 200 automated vehicle) to slow down, stop for 20 seconds to drop off and pick up passengers and / or packages, without hindering the following 210 convoy (or 200 automated vehicle) which is 30 seconds behind.

[0232] Thanks to this invention, it is not necessary to provide service roads, i.e. deceleration and acceleration roads, outside of the traffic lanes, which significantly reduces the cost and footprint of the infrastructure.

[0233] Furthermore, since the automated vehicles 200 are capable of making U-turns from a traffic lane 11 to a traffic lane 12 in the opposite direction to the direction of travel of the traffic lane 12 and / or bidirectional on a traffic lane 11, the computerized automatic supervision system 300 controls the movements of the automated vehicles 200 without them having to go to the termini or to the end of the line.

[0234] Thus, thanks to the automatic supervision of the computerized automatic supervision system 300, the automated vehicles 200 can return in the other direction without reaching the ends of the traffic lanes 1 of the traffic network 100.

[0235] This is advantageous because very frequently, the ends of the traffic tracks 1 are less used by passengers, especially if the middle of the line is a center of activity (in particular a city center).

[0236] Thus, the automated vehicles 200 controlled by the computerized automatic supervision system 300 make it possible to offer efficient transport, capable on the one hand of a high throughput during peak hours, in case of high demand, and, on the other hand, of reducing the movement of the automated vehicles 200 during off-peak hours and therefore reducing the energy consumption and wear of the automated vehicles 200 while maintaining a high attractiveness with reduced waiting times.

[0237] Parking

[0238] When a station 2 includes platform tracks, the computerized automatic supervision system 300 can move 200 automated vehicles for the It is preferable to place them at the beginning of the platform in the direction of traffic on traffic lane 1. Indeed, when the automated vehicles 200 arrive, it is preferable that they stop in the first part of the station platform to leave free intervals that automated vehicles 200 can use to leave station 2, either directly or in a convoy 210. When a convoy 210 has left, the automated vehicles 200 have ample time, a few seconds, to position themselves in the location that the computerized automatic supervision system 300 has assigned them.

[0239] Other

[0240] Although the invention has been described in connection with several particular embodiments, it is clearly evident that it is by no means limited to them and that it includes all technical equivalents of the means described as well as their combinations if these fall within the scope of the invention.

[0241] The use of the verb "comprise", "comprendre" or "include" and its conjugated forms does not exclude the presence of other elements or steps than those stated in a claim.

[0242] In claims, any reference sign in parentheses shall not be interpreted as a limitation of the claim.

Claims

1. Demands Automatic transport system (1000) comprising: - a traffic network (100) comprising traffic lanes (1) dedicated to the movement of vehicles (200), and stations, mainly distributed along the traffic lanes; Since the stations are located on the traffic lanes, vehicles must stop in the traffic lane, or along the traffic lanes, leaving the traffic lane clear. - said vehicles (200) capable of transporting a plurality of passengers and / or a plurality of objects and which are fully automated and equipped with steering wheels and automatic guidance means so that they are capable of moving and guiding themselves within the traffic network without intervention from a driver; the steering wheels comprising tires; - a computerized automatic supervision system (300) adapted to manage the individualized movements of said vehicles within the traffic network and to order a stop of each of said vehicles within the traffic lane network according to user requests, i.e. passengers or parcel managers; said vehicles being able to stop at locations within the stations, the locations being defined by the computerized automatic supervision system; the computerized automatic supervision system being further adapted to group a plurality of said vehicles into convoy (210) in order to adapt a transport capacity of the traffic network; a convoy being formed by the plurality of vehicles positioned one behind the other at varying separation distances, the separation distances being determined by the computerized automatic supervision system according to one or more criteria such as a safety distance, a speed of at least one vehicle among the plurality of vehicles, a distance of the convoy to a station, predetermined places, an insertion of a vehicle into a traffic lane; said vehicles being capable of forming convoys thanks to their means of automation; the system further includes: - waiting parking spaces (401) mainly along the traffic network positioned outside the traffic lanes to store some of said vehicles waiting for a movement order by the computerized automatic supervision system.

2. An automatic transport system according to the preceding claim in which the traffic network comprises a first traffic lane (11) and a second traffic lane (12) in the opposite direction to the first traffic lane, on at least one or more portions of the network, said vehicles being adapted to travel from the first traffic lane to the second traffic lane by making a U-turn or by means of means to travel in both directions of traffic.

3. An automated transport system according to the preceding claim, wherein the vehicles must stop on the traffic lane, wherein a plurality of said vehicles are grouped into a convoy; wherein the computerized automatic supervision system assigns one of said vehicles of the convoy to each user and / or to each object according to a choice of destination station within the traffic network by each user such that the last vehicle of the convoy is the first to arrive at the destination allowing it if necessary to leave the convoy by taking a parking space in said station or a subsequent station; a vehicle being assigned by the computerized automatic supervision system to each user who has requested the same destination.

4. An automated transport system according to any one of the preceding claims, wherein the computerized automatic supervision system is further adapted to control said vehicles according to several operating modes; - an individualized transport mode taking into account a request for a route without specifying the destination, the request being made at a station, - an individualized transport mode taking into account a request for a specific destination, the request being made at a station in which a vehicle from the transport network is selected by the computerized automatic supervision module, to respond to said demand; - a mode of transport on demand taking into account a reservation; the modes of operation being further defined by at least one criterion such as a transport capacity objective of the traffic network, specific times or days, a specific service requested by the user, a type of vehicle among said vehicles and / or a destination.

5. An automated transport system according to any one of the preceding claims, wherein the computerized automatic supervision system is further adapted to control said vehicles according to a timed operating mode, wherein a user does not have to choose the destination, and a convoy of vehicles circulates within the traffic network at a fixed circulation frequency, the computerized automatic supervision system reducing the number of vehicles in the convoy when a transport demand reaches a first threshold; the computerized automatic supervision system reducing the circulation frequency of the convoy when a transport demand reaches a second threshold, the second threshold being lower than the first threshold;the computerized automatic supervision system stopping the timed operating mode and activating the on-demand operating mode when a transport demand reaches a third threshold, the third threshold being lower than the second threshold.

6. An automatic transport system according to any one of the preceding claims, wherein the traffic network comprises a common station for the first traffic lane and the second traffic lane, said vehicles being further equipped with doors on each of their sides so that they are adapted to serve the common station from the first traffic lane or the second traffic lane.

7. An automated transportation system according to any one of the preceding claims in which The traffic network comprises, on the one hand, railway tracks including rails, said vehicles being equipped with mechanical means to run on the rails with their tires while being mechanically guided by the rails and said mechanical means when said mechanical means are activated; the traffic network comprising, on the other hand, running platforms made of concrete, asphalt and / or other material in particular at switches, stations, and other places where necessary, allowing said vehicles to run on the platforms thanks to their tires when said mechanical means are deactivated, and to guide themselves thanks to their automatic guidance means.

8. An automatic transport system according to any one of the preceding claims, in which the traffic network comprises, on the one hand, railway tracks comprising rails, said vehicles being equipped with sufficiently wide and resistant tires so that: - on the one hand, said vehicles travel on the rails guided by their own optical sensors, in particular using the rails as optical guides, and - on the other hand, running platforms made of concrete, asphalt and / or other material; in particular at switches, stations, and other places where necessary, said vehicles travel on these platforms by means of their tires and their automatic guidance means.

9. An automated vehicle transport system according to any one of the preceding claims, wherein the railway tracks comprise: - two reduced-width treads composed of materials covering sleepers and ballast of the railway tracks to a thickness such that a vehicle running surface is approximately 10 centimeters below the top of the rails, enabling said automated vehicles to run on these treads without touching the rails and to guide themselves by means of their automatic guidance means, in particular using the rails as optical guides; the automatic guidance means comprising optical sensors; - a platform at the level of the rails at the location of the switches, in front of the stations and at other places where necessary, allowing said automated vehicles to run on these tracks even if they are equipped with conventional tires and to guide themselves using their automatic guidance systems.

10. Automatic transport system according to the preceding claim in which the traffic network comprises at least a first traffic track and a second traffic track in the opposite direction to the first traffic track, in which the railway tracks are equipped with a separator between the first traffic track and the second traffic track on at least a part of the first and second traffic tracks, said separator being limited in height so as not to touch a lower end of a train traveling on the rails.

11. An automatic transport system according to any one of the preceding claims, wherein the traffic network comprises a network of crossings connected to a network of non-crossings; the computerized automatic supervision system being further adapted to authorize or prohibit a vehicle from moving from the network of crossings to the network of non-crossings or vice versa.

12. An automatic transport system according to any one of the preceding claims, wherein the traffic network includes express lanes, the computerized automatic supervision system being further adapted to impose a maximum number of passengers per vehicle moving on the express lanes; this maximum number corresponding to the number of seats in said vehicle.

13. An automated transport system according to any one of the preceding claims, wherein at least a portion of the traffic lanes are equipped with safety side posts, said vehicles being equipped with side wheels, said wheels being intended to protect said vehicles in the event of imperfect guidance or to physically or mechanically guide the vehicles, on one or more sections of the network, and said lanes being devoid of said physical guidance means on other sections, said vehicles using their own guidance means automatic and their steering wheels to move on said other sections lacking physical guidance.

14. An automatic transport system according to any one of the preceding claims, wherein stations are equipped with canopies, said canopies being equipped with photovoltaic panels and some of said parking spaces of said stations are equipped with electric vehicle charging, by induction, said charging being managed by the computerized automatic supervision system.

15. An automated transport system according to any one of the preceding claims, wherein the traffic network uses an existing tram line infrastructure and / or bus lanes, in mixed use or while said existing network is not in use when transport demand is lower, such as at night, on Sundays or on public holidays.

16. An automated transport system according to any one of the preceding claims, wherein a plurality of said automated vehicles are equipped with means for automatically coupling to and uncoupling from one another on certain sections of the network; the computerized automatic supervision system being further adapted to control the coupling or uncoupling of at least a first and a second vehicle from among the plurality of said vehicles,

17. An automated transport system according to any one of the preceding claims, wherein a plurality of said automated vehicles can enter and / or exit the traffic network to pick up or drop off a passenger and / or an object, on a predefined open road; the predefined open road being outside the traffic network; the computerized automatic supervision system being further adapted to manage individualized out-of-traffic movements of at least one vehicle among the plurality of said vehicles.

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