Automatic transport system

Abstract

The invention relates to an automatic transport system (1000) comprising a traffic network (100) comprising traffic lanes (1) and stations, vehicles (200) that are able to transport a plurality of passengers and / or a plurality of objects and are fully automated, a computerized automatic supervision system (300) designed to manage the individualized movements of the vehicles within the traffic network and to command stopping of each of the vehicles within the network of traffic lanes; the computerized automatic supervision system furthermore being designed to group a plurality of the 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 behind one another at variable separation distances, the vehicles being able to place themselves in convoys by virtue of their automation means.

Description

Automated transport system

[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 can operate within a dedicated or reserved road network, meaning that all other vehicles are excluded. It is also possible that the road network may only be partially dedicated or reserved: for example, a tram may use a road shared with regular cars and trucks and may cross paths with them at intersections.

[0003] A primary drawback of existing public transport systems is the use of large and heavy vehicles designed for peak-hour use.

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

[0005] Conversely, 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 reduce service 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, particularly cars.

[0008] A second drawback of existing public transport systems is that they require large-scale infrastructure, consuming a lot of space and 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 represents approximately 30% to 50% of operating costs.

[0010] As an 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] Furthermore, 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 automated driverless vehicles, but with lower infrastructure costs and, above all, more deployment possibilities.

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

[0015] One idea behind the invention is to provide an automated transport system capable of meeting peak-hour travel needs and adapting to off-peak travel demand, thus optimizing 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: - a traffic network including traffic lanes dedicated to the movement of vehicles, and stations distributed mainly along the traffic lanes, the stations being located on the traffic lanes, the vehicles having to stop there on the traffic lane, or along the traffic lanes leaving the traffic lane free, - said vehicles being able to transport 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 able to move and guide themselves within the traffic network without the intervention of a driver; the steering wheels comprising tires;- a computerized automatic supervision system adapted to manage the individual 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 the requests or needs of users, i.e. passengers or parcel manager, said vehicles being able to stop at stopping locations located in or among the stations, the stopping locations being defined by the computerized automatic supervision system, for example the computerized automatic supervision system being adapted to assign each vehicle a stopping location in a destination station of the vehicle, the computerized automatic supervision system being further adapted to group a plurality of said vehicles into convoy 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 convoy or into a traffic lane; said vehicles being capable of forming convoys thanks to their means of automation.

[0017] Thanks to these features, the automated transport system can adapt its transport capacity to meet transport needs in an optimized way. This saves energy and reduces wear and tear on equipment.

[0018] According to some embodiments, such a device may include one or more of the following characteristics.

[0019] 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, as well as an arrangement enabling some of said vehicles 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.

[0020] 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.

[0021] According to one embodiment, the system further includes waiting parking spaces, mainly along the traffic network and positioned outside the traffic lanes to store some of said vehicles waiting for a movement command by the computerized automatic supervision system.

[0022] This allows certain automated vehicles to be close to a transport need and to be able to join traffic lanes, without coming from the garage or depot, reducing the distances to be travelled to be used.

[0023] Combining this embodiment with the ability to turn around allows vehicles to be waiting as close as possible to the needs, either in the same direction of travel, or in the other direction, without having to reach an end of a traffic lane, such as a terminus, before leaving in the other direction of travel.

[0024] According to one embodiment, the vehicles must stop on the traffic lane, a plurality of said vehicles are grouped into a convoy; and 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 following station; a vehicle being assigned by the computerized automatic supervision system to each user who has requested the same destination.

[0025] According to one embodiment, the traffic network includes crossings or intersections with roadways used by other vehicles, said intersections being equipped with traffic lights, said traffic lights being controlled by the automatic supervision computer system or by the automated vehicles themselves when approaching the intersection and as soon as they have moved away from it.

[0026] These traffic lights can replace level crossings when the traffic routes of the automated transport system are built on the right-of-way of railway tracks.

[0027] According to one embodiment, the computerized automatic supervision system is further adapted to control said vehicles according to several operating modes; - a transport mode taking into account a request or a need for transport without specifying the destination, - an individualized transport mode taking into account a request for a specific destination, the request made at a station in which a vehicle from the circulation network is selected by the computerized automatic supervision module, to respond to said request; - an on-demand transport mode taking into account a reservation; the operating modes being further defined by at least one criterion such as a transport capacity objective of the circulation network, specific times or days, a specific service requested by the user, a type of vehicle among said vehicles and / or a destination.

[0028] Each operating mode allows the system to meet a specific user's transport needs. The automated transport system is therefore adaptive.

[0029] According to one embodiment, the computerized automatic supervision system is further adapted to control said vehicles according to a scheduled 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 frequency, the computerized automatic supervision system reducing the number of vehicles in the convoys when a demand or transport need reaches a first threshold; the computerized automatic supervision system reducing the convoy's circulation frequency when a demand or transport need reaches a second threshold, the second threshold being lower than the first threshold; the computerized automatic supervision system stopping the scheduled operating mode and activating the on-demand operating mode when a demand or transport need reaches a third threshold, the third threshold being lower than the second threshold.

[0030] According to one embodiment, the computerized automatic supervision system reverses the process when transport needs reach the thresholds or similar thresholds in the opposite direction to obtain transport totally adapted to transport needs.

[0031] The transport offer is thus adapted according to demand or transport needs.

[0032] The timed or sequential operation also allows for a significant space 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, stop and accelerate after the station without hindering the convoy (or automated vehicle) that follows.

[0033] 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.

[0034] Thanks to this invention, it is not necessary to provide service roads, or at least their length can be reduced. These are deceleration and acceleration lanes separate from the main traffic lanes, which significantly reduces the cost and footprint of the infrastructure. It is possible to achieve a high capacity for the transport system without service roads.

[0035] According to one embodiment, the traffic network includes at least one portion of shared track where vehicles must stop on the traffic lane at a station equipped with a single common platform 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.

[0036] According to one embodiment, the vehicles travel on the track on which the single platform is built, passing in front of the station by leaving their track and taking the traffic track in the opposite direction, therefore against the flow of traffic, the computerized automatic supervision system managing the passage of convoys (or single vehicles) over the entire route and in particular on this section of shared track.

[0037] According to one embodiment, the traffic network comprises, on the one hand, railway tracks comprising one or more rails, said vehicles being equipped with mechanical means to be mechanically guided by the rail(s) 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, enabling said vehicles to run on the platforms when said mechanical means are deactivated, and to guide themselves using their automatic guidance means.

[0038] For example, according to this embodiment, the automated vehicles are of the rail-road shuttle type such as the Micheline®, Flexy® or Ferromobile®.

[0039] 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: - on the one hand, said vehicles run on the rails by guiding themselves by their own optical sensors thanks to the detection of said rails, and - on the other hand, running platforms made of concrete, asphalt and / or another material; in particular at the level of switches and stations, said vehicles running on these platforms thanks to their tires and their automatic guidance means.

[0040] According to another embodiment, the railway tracks comprise: - two reduced-width treads made of materials covering sleepers and ballast of the railway tracks to a thickness such 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 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 by means of their automatic guidance means.

[0041] The two running tracks and the platform at rail level allow trains to run on the rails, especially freight trains, but also allow automated vehicles to run on the running tracks and platforms at different times.

[0042] 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 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.

[0043] According to one embodiment, the traffic network comprises a network of roads with crossings connected to a network of roads without crossings, the computerized automatic supervision system being further adapted to authorize or prohibit a vehicle from moving from the network of roads with crossings to the network of roads without crossings or vice versa.

[0044] 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.

[0045] According to one embodiment, the traffic network comprises driverless automated vehicles equipped with means for detecting the number of passengers entering and exiting the vehicle and the number of passengers in the vehicle, equipped with means for detecting the number of passengers waiting at each station, in particular using the vehicle sensors, especially when a station does not have the means for detecting the number of passengers waiting and this information is not provided by the station to the supervision, and equipped furthermore with means for informing the supervision of these numbers so that the supervision can adapt the service.

[0046] According to one embodiment, at least part 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 means of guidance 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.

[0047] The said physical means of guidance 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.

[0048] According to one embodiment, at least part of the traffic lanes are equipped with physical guidance means 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.

[0049] The said physical means of guidance may be mechanical means for rolling on the rails with the tires being mechanically guided by the rails or by the side wheels with which the vehicles are equipped, the mechanical guidance then being done by side posts along the traffic track.

[0050] According to one embodiment, stations are equipped with canopies protecting on the one hand the parked vehicles and on the other hand the passengers, said canopies being equipped with photovoltaic panels and certain parking spaces of said stations are equipped with electric vehicle charging, by induction, said charging being managed by the computerized automatic supervision system.

[0051] 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.

[0052] According to one embodiment, a plurality of said automated vehicles are equipped with means to attach to certain sections of the network and detach 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 from among the plurality of said vehicles.

[0053] 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 or only on the traffic network.

[0054] According to one embodiment, the traffic network includes stations located outside the traffic lanes, leaving the traffic lanes free, a plurality of automated vehicles proceeding to dynamic parking from the front, followed by a reverse movement to get as close as possible to the platform of the stations, the platform of said stations being able to include a recess into which the front of the vehicles will come to optimize the maneuver.

[0055] Advantageously, this allows for efficient parking, freeing up the traffic lane more quickly, especially compared to parallel parking, where vehicles park in reverse and therefore block the traffic lane during the maneuver, but also compared to angled parking, where vehicles have to exit or park in reverse, also blocking the traffic lane for a longer period. Brief description of the figures

[0056] 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.

[0057] This is a schematic view of a traffic network according to the invention.

[0058] Figure 1 is a schematic view of a station in a traffic network according to the invention, in which automated vehicles stop on the traffic lane. Where applicable, a second traffic lane in the opposite direction has not been shown.

[0059] This 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.

[0060] Figure 1 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.

[0061] This is a schematic view of a track in a traffic network comprising railway tracks according to another embodiment.

[0062] This is a schematic view of an intersection between the traffic network according to the invention and a separate traffic network.

[0063] This is a schematic view of a dynamic front parking system with a dock cutout.

[0064] With reference to figures 1 to 6, an automatic transport system 1000 according to a first embodiment will now be described.

[0065] Automated Transport System 1000

[0066] 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.

[0067] The 200 automated vehicles can move alone or in convoy.

[0068] 200 automated vehicles

[0069] The automated transport system 1000 includes at least one automated vehicle 200. In particular, it includes a fleet of 200 automated vehicles.

[0070] The 200 vehicles 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.

[0071] To receive instructions or commands from the automated 300 computerized supervision system and to communicate with each other, the automated 200 vehicles use communication modules. For example, the vehicles are automated and connected via 4G / 5G, WiFi, or equivalent radio connections, both to the automated 300 computerized supervision system and to other automated 200 vehicles, primarily those in their convoy.

[0072] In convoy, the known solution is for the vehicles to follow the speed instructions of the lead vehicle, with the vehicles connected together.

[0073] 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.

[0074] Automated vehicles 200 operate within the traffic network 100 without driver intervention. These vehicles can transport passengers, goods, or both. They can be unidirectional, meaning they are designed to travel in only one direction on traffic lane 1, or bidirectional, meaning they are designed to travel in both directions on traffic lane 1.

[0075] 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 the figure. In this case, each vehicle positions itself in the location assigned to it by the supervisor.

[0076] The 200 automated vehicles are equipped with steering wheels and guidance systems.

[0077] In one variant, vehicles equipped with sufficiently wide and resistant tires so that said vehicles are capable of running on railway or tram tracks.

[0078] The 200 automated vehicles commonly use optical sensors, such as lidars, cameras, and radar sensors, for guidance. In this variant, these sensors allow the 200 automated vehicles to use the rails as optical guidance information.

[0079] In addition, these optical sensors are used when the traffic network 100 includes crossings with traffic lanes for other vehicles or with another traffic network as illustrated in the.

[0080] For example, when approaching a right-hand intersection, the 200 automated vehicles that are not changing direction use their optical sensors on the left side to maintain a roughly 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 roughly constant distance from the right pillar that is veering away from the main lane.

[0081] For intersections of the type known as crossroads, vehicles must be able to drive without the side pillars, therefore with their own means of automated guidance.

[0082] The automated vehicles 200 can be grouped into convoy 201 by the computerized automatic supervision system 300.

[0083] This allows for the optimization and / or adaptation of the transport capacity of the 1000 automatic transport system. It also allows for the optimization and / or adaptation of the throughput and / or the number of passengers or parcels transported per hour.

[0084] The 201 convoys are 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, ascents, descents, turns; the vehicles being able to implement these different distances thanks to their automatic guidance means.

[0085] In particular, when transport demand is low, it may be wise to increase separation distances, to reduce the risks in case of emergency braking, or to have less sudden speed variation, resulting in greater comfort.

[0086] The distance between the second vehicle in the convoy can be greater than the distance between the following vehicles. This allows, for example, if the lead vehicle were to have an accident and therefore a sudden stop, the following vehicle time to stop before a collision. By maintaining a greater distance, a collision could be avoided. The vehicles following the second vehicle can be positioned closer together.

[0087] Along a station, it may be advantageous to increase or decrease the distance between vehicles in a convoy.

[0088] On the other hand, some of the 200 automated vehicles are equipped with means to automatically attach and detach themselves from each other, using their automatic guidance systems.

[0089] The automated vehicles 200 travel at an average speed of between 30 and 120 km / h, for example 90 km / h.

[0090] The 200 automated vehicles can be of different types among the following and have different dimensions:

[0091] – the width of an automated vehicle 200 can be 1.4 meters for a capacity of twelve seats. For example, such an automated vehicle 200 includes six seated places and six standing places;

[0092] – the 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;

[0093] – the width of an automated vehicle 200 can be 2.5 m for a capacity of twenty-five places. For example, such an automated vehicle 200 includes ten seated places and fifteen standing places;

[0094] – 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.

[0095] Thus, automated vehicles of varying capacities can be used on the existing network. For example, smaller 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, premium spaces, parcel spaces, etc.

[0096] In one variant, the automated vehicles 200 are equipped with sufficiently wide and resistant tires so that: - on the one hand, said vehicles run on the rails 602 by guiding themselves with their own optical sensors by detecting said rails, and - on the other hand, on running platforms made of concrete, asphalt and / or other material; at the level of switches, in front of stations, and at other places where this is necessary such as a garage or a depot for maintenance, said vehicles run on these platforms thanks to their tires, their steering wheels and their automatic guidance means.

[0097] Locations are arranged to allow a U-turn of the automated vehicles 200: an automated vehicle 200 can leave traffic lane 11 and join traffic lane 12. In a variant, the U-turns of the automated vehicles 200 merge at the level of stations 2.

[0098] 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.

[0099] 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 (particularly a city center).

[0100] In cases where automated vehicles travel on rails with their tires, the 200 automated vehicles are capable of adjusting the centering of their tires relative to the rails. This helps reduce tire marking.

[0101] For example, instead of remaining centered on the rail axis, the automated vehicle 200 will change its centering by a few millimeters or centimeters, at an appropriate frequency over hundreds of meters, or by undulating centering modifications.

[0102] Furthermore, it may be wise to rotate tires periodically to even out wear and "punctures" after a certain number of months or kilometers.

[0103] Traffic network 100

[0104] The 100 traffic network includes at least one one-way traffic lane 1 connecting two stations 2.

[0105] In one embodiment, the traffic lane 1 is passive: it does not include any moving part adapted to guide a vehicle, for example a switch.

[0106] 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.

[0107] Furthermore, in one embodiment, the 100 traffic network is devoid of intersections, crossings, and stopping points outside of stations 2.

[0108] Conversely, the 100 traffic network can include 5 crossings.

[0109] According to an embodiment illustrated in the figure, 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.

[0110] In a specific variant, illustrated in the figure, in which the traffic network 100 includes railway tracks comprising rails, a limited height track separator 601 separates a traffic track 11 and a traffic track 12.

[0111] The objective is to run trains, particularly freight trains, on a railway line, and also to implement the 100 automatic transport system.

[0112] This 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.

[0113] 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.

[0114] In cases where vehicle speeds may be high, it is advisable to place a separator 601 between the two traffic lanes 12 and 12, fixed on sleepers 604 and / or on a strip of asphalt, to secure the movements of automated vehicles 200 and prevent them from drifting into the other traffic lane.

[0115] Typically, the overall width of such a traffic track 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, or 1500 mm center to center.

[0116] A distance D, between a top surface of the 603a asphalt strip and a top surface of a rail is approximately 10 cm, so that the rail does not touch the underside of the vehicles.

[0117] Thus, traffic lanes 11 and 12 allow automated vehicles 200 to circulate on the asphalt strips 603a and 603b with their tires.

[0118] In addition, this variant uses a 601 separator of limited height, allowing a rail vehicle, for example a train or tram, to use both 602 rails to move.

[0119] Furthermore, the 100 traffic network can be closed. In this case, automated vehicles cannot exit the 100 traffic network. Similarly, no other vehicles can enter the 100 traffic network.

[0120] Conversely, the 100 traffic network can be open. In this case, it includes at least one entry zone 3 and one exit zone 4.

[0121] As illustrated in the figure, 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 separate from the traffic network 100 and roadways for other vehicles.

[0122] Lare 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.

[0123] 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 therefore depending on the case, to change traffic lanes or to turn around.

[0124] The crossings between the automated vehicles 200 and road vehicles travelling on the roadways are located in only four common areas 5, called crossings, protected with regard to the automated transport system 1000 by traffic lights 52.

[0125] Thus, the traffic lanes 1 of the transport system are reserved and are not used by other vehicles, except in the said common areas 5, i.e. the crossings.

[0126] The said traffic lights 52 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.

[0127] This intersection layout allows for a secure automated transport system.

[0128] This also allows road vehicles outside the transport system to cross the intersection with only one traffic light.

[0129] A pedestrian and / or bicycle crossing 53 can be installed after each common area.

[0130] Other arrangements are possible, if there are three branches and not four, or conversely if the intersection includes more than four branches.

[0131] This arrangement is also made possible because the automated 200 vehicles are much smaller than dedicated public transport vehicles such as articulated buses or trams, whose turning radii would require very large intersections.

[0132] When traffic lanes have crossings, the traffic lights 52 which are controlled by the automatic supervision computer system 300 or the vehicles 200, can also be controlled by known means such as roadside units detecting the passage of vehicles 200, or by railway-type block systems.

[0133] The 200 vehicles are fully automated and therefore equipped with emergency braking systems. This allows them to stop before the intersection, even if the traffic lights (52) have not been correctly controlled to allow the vehicles to pass clearly, particularly in the event of a communication problem. This is something a train or tram cannot do, and the transport system is therefore safer than these existing systems at intersections.

[0134] Thanks to its communication module, a vehicle 200 informs the automatic supervision computer system 300 of the actual characteristics of its movements, such as its actual speed, its position, and other information such as the state of health and the capacity of the batteries.

[0135] In the event of a temporary loss of communication between the automated monitoring system 300 and a vehicle 200, the latter can continue its journey to its destination using the route information received from the automated monitoring system 300 at the time of its departure. This allows a vehicle 200 to potentially operate in a degraded mode.

[0136] It is possible to have part of the 100 traffic network without crossings 5 ​​and another part with crossings 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.

[0137] 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.

[0138] Stations 2

[0139] Station 2 includes a boarding platform allowing users to enter or exit one of the 200 automated vehicles. Said station 2 may include platform screen doors.

[0140] Each station 2 includes a user-system interface from which the user can register a transport request.

[0141] 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.

[0142] In addition, 400 parking spaces are positioned along the traffic network outside of traffic lanes 1.

[0143] The 400 parking spaces allow for the storage of 200 vehicles awaiting an order or movement instruction from the 300 computerized automatic supervision module.

[0144] In one variant, some of the 400 parking spaces are equipped with inductive electric vehicle charging stations, requiring no human intervention. The computerized automatic monitoring system 300 controls the charging of the 200 automated vehicles according to each vehicle's needs, preferably outside of peak transport hours, based, for example, on the cost of electricity during the day.

[0145] Station 2 can be of different types.

[0146] With reference to Figure 2, station 2 may be along the traffic lane, with vehicles having to stop on the traffic lane, station 2 possibly including a boarding platform 21.

[0147] This type of station 2 is suitable for a 100 single-way traffic network, or unidirectional direction ().

[0148] According to the single-station type, only one station 2 is planned for both directions of traffic, with vehicles having at least one door on each side.

[0149] As illustrated in Figure 1, 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

[0150] In addition, as illustrated in Figures 2 and 3, waiting parking spaces 401 are positioned in front of and / or behind boarding platform 21.

[0151] The illustration shows 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 this maneuver in this type of single-station station.

[0152] At there, the 200 automated vehicles in convoy come from track 11 on the left, turn off to go onto traffic track 12 against the flow of traffic and come to park in front of the boarding and / or disembarking platform 21.

[0153] Some automated vehicles 200 can park at the end of the boarding and / or disembarking area 21 if they do not leave with the convoy.

[0154] The implementation of this type of single-station station saves ground space. The total footprint of the traffic lanes and boarding platforms does not exceed the width of the two traffic lanes. For example, with 3-meter-wide lanes, sufficient for automated vehicles, the total footprint will be 6 meters, much smaller than that of a BRT (Bus Rapid Transit) system, articulated bus, or tramway, where the width of the platform area can reach up to 10 meters. Thus, the single-station station occupies minimal space, making it possible to install such a station even in very dense urban environments.

[0155] Another type of station 2 is the station type with platform track illustrated in the.

[0156] In this type of station 2, the boarding platform 21 is not on the traffic track, but is located alongside a traffic track, specifically parallel to it. For example, as illustrated in the figure, a boarding and / or disembarking platform 21 extends along traffic track 11.

[0157] Unlike station 2, the 200 automated vehicles, whether in convoy or not, do not change traffic lanes when stopping at station 2.

[0158] As in previous station types, waiting parking spaces 401 are positioned in front of and / or behind boarding platform 21.

[0159] Trains 210 or automated vehicles 200 operating alone are not required to stop at every station. Trains 210 or automated vehicles 200 operating alone may only slow down, for example, to a speed that allows automated vehicles 200 to leave or join the train 210 without causing disruption. A speed of approximately 20 km / h is suitable for this configuration.

[0160] The automated vehicles 200 that stop position themselves in a parking space 403 that is imposed on them by the automatic supervision computer system 300.

[0161] Automated vehicles 200, whether in a convoy or not, can also leave traffic lane 11 to reach waiting parking space 401, or conversely, leave 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 waiting parking space 401, while automated vehicle 201 leaves waiting parking space 401 to reach traffic lane 11.

[0162] As illustrated in the figure, 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.

[0163] Upon arrival at station 2, the automated vehicle 201 leaves convoy 210, pulls out and positions itself in the free parking space 403 assigned to it by the computerized automatic supervision system 300.

[0164] Conversely, an automated vehicle 202 pulls out and joins 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 leave on their own.

[0165] The computerized automatic supervision system 300 determines which automated vehicle 200 joins convoy 210 and which automated vehicle 200 leaves convoy 210.

[0166] Finally, an automated vehicle 200 is positioned in a waiting parking space 401 and remains waiting, and does not obstruct 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.

[0167] Furthermore, stations 2 can be equipped with canopies, which serve to protect both passengers entering and exiting vehicles, and the vehicles themselves, from inclement weather and sunlight. This helps prevent vehicles from getting dirty as quickly and keeps their interiors from overheating in the sun. These canopies can be equipped with photovoltaic panels, and some of the waiting parking spaces 401 / 402 are equipped with inductive electric vehicle charging, managed by the automated computerized supervision system 300. The canopies can also be equipped with batteries that collect electricity from the solar panels and supply this electricity to the vehicles when they are charging.

[0168] Computerized Automatic Supervision System 300

[0169] The computerized automatic supervision system 300 is designed to manage the individual movements of automated vehicles 200 within the transport network 100, in a fully automated manner, without human intervention. It is connected to the centralized control center that typically manages public transport systems, with staff monitoring proper operation and intervening when necessary.

[0170] For example, the 300 automated computerized monitoring system includes:

[0171] - at least one processor; and

[0172] - at least one memory containing computer program code, the at least one memory and the computer program code being configured to, with the at least one processor, implement the operations described below.

[0173] 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.

[0174] The computerized automatic supervision system 300 is responsible for the movement of each automated vehicle 200. It transmits movement commands to each automated vehicle 200 from which the automated vehicles 200 move within the network.

[0175] 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.

[0176] The computerized automatic supervision system 300 is also adapted to control a stop of each of said vehicles within the traffic lane network.

[0177] The 300 automatic supervision computerized system is also suitable for managing user journey requests, either integrated into the computer system, or in a specific computer module designed to manage user journey requests, by being linked to telephone applications (such as smartphones), console or web that users can use to choose their destination.

[0178] Without convoy

[0179] The computerized automatic supervision system 300 controls the movements of the automated vehicles 200 according to several operating modes.

[0180] The different operating modes are as follows:

[0181] - a mode of transport that takes into account a need or demand for transport without specifying the destination,

[0182] - an individualized mode of transport taking into account a request for a 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;

[0183] - a mode of transport on demand taking into account a reservation by a user for a journey of at least one person or a parcel;

[0184] The computerized automatic supervision system 300 determines which operating mode to apply based on at least one criterion such as a transport capacity target for the traffic network, specific times or days, a specific service requested by the user, or a type of vehicle among said vehicles.

[0185] According to another operating mode, the computerized automatic supervision system 300 allows for individualized real-time transport following a request from a service user:

[0186] – the option of travelling seated, with a potential wait, or leaving as quickly as possible, even if it means standing.

[0187] - a premium service with a faster direct route, more comfortable shuttles;

[0188] – booking of an automated vehicle 200 for a family, a class, a team;

[0189] - to be able to comfortably place a stroller, a bicycle, a suitcase, bulky items, a wheelchair or the equivalent;

[0190] 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 automated 300 computerized supervision system.

[0191] In the 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.

[0192] The automated vehicle 200 indicated will leave with the next convoy 210 respecting a minimum time between two convoys 210 or may leave alone if the time interval between the convoy 210 or the previous automated vehicle 200 and the next convoy 210 or automated vehicle 200 is sufficient.

[0193] For example, if the 100 traffic network includes crossings, the maximum frequency is approximately 2 minutes. Otherwise, the interval between trains 210 can be reduced to a few seconds.

[0194] 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.

[0195] 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.

[0196] Adaptation

[0197] 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.

[0198] Demand for travel is measured by counting the number of users or packages in transit within the traffic network or waiting for transport based on recorded transport requests.

[0199] 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.

[0200] 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.

[0201] 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.

[0202] Furthermore, 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

[0203] If demand falls further, i.e. reaches a third threshold below the second threshold, the computerized automatic supervision system 300 commands 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.

[0204] 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.

[0205] For example, for a 10km journey between termini, even at 35 km / h corresponding to operation without intermediate stops, the time to travel 4 km is more than 6 minutes.

[0206] 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.

[0207] When transport demand increases, the automated 300-series (A300) system first increases the frequency of automated vehicles (200, for example). Users select a destination for a passenger or parcel, and the A300 system assigns an automated vehicle (200) to that destination, with a variable waiting time. Furthermore, multiple destinations can be assigned to an automated vehicle (200), which will therefore stop at two intermediate stations.

[0208] The computerized automatic supervision system 300 is also adapted to group a plurality of said vehicles into convoy 210 in order to adapt a transport capacity of the traffic network 100.

[0209] A convoy 210 being formed by the plurality of automated vehicles 200 positioned one behind the other at varying separation distances.

[0210] In convoy

[0211] When transport demand is high, the computerized automatic supervision system 300 groups the automated vehicles 200 into a convoy of 210.

[0212] In addition, the computerized automatic supervision system 300 can command convoy 210 to slow down to a speed such that automated vehicles 200 can leave convoy 210 or join it, according to the commands to the various automated vehicles 200 transmitted by the computerized automatic supervision system 300.

[0213] 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.

[0214] 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.

[0215] Furthermore, since the automated vehicles do not stop, their non-stop passage past a station 2 with a length of seventy meters at a speed of 18 km / h requires 14 seconds, and an acceleration at the exit of station 2 to reach 90 km / h requires another eight seconds at 2.5m / s acceleration over a distance of 120m, i.e. a total of 30 seconds for three hundred and ten meters.

[0216] 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.

[0217] The time lost due to this slowdown is approximately 17 seconds, which is very small.

[0218] 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.

[0219] The "loss of time" for a stop at station 2 is thus about 43 seconds and about 26 seconds more than a slowdown.

[0220] On the 15-kilometer route, if there are five slowdowns, the travel time would be increased by seconds, or about 1.5 minutes on a journey with a total duration of about 10 minutes.

[0221] This is much less than if all 200 automated vehicles had to stop at every station 2 as is the case for current automatic transport systems, for example an automatic metro, whose journey time would under the same conditions be 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, i.e. twenty minutes.

[0222] Thus, the sequential and individualized control of each automated vehicle 200 by the automatic supervision system 300 also allows a significant space to be left 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 that follows.

[0223] For example, a frequency between two 210 convoys (or between two 200 automated vehicles alone in case 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.

[0224] Thanks to this invention, there is no need for service tracks—that is, deceleration and acceleration lanes—separate from the main traffic lanes, which significantly reduces the cost and footprint of the infrastructure. The transport system's capacity potential will be slightly lower than with service tracks, as this will be partially compensated for by convoy operation.

[0225] Furthermore, since the automated vehicles 200 are capable of making U-turns from a traffic lane 11 to a traffic lane 12 whose direction of travel is opposite 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 being obliged to go to the termini or to the end of the line.

[0226] 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.

[0227] This is advantageous because very frequently, the ends of traffic lanes 1 are less used by passengers, especially if the middle of the line is a center of activity (particularly a city center).

[0228] 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 very short waiting times.

[0229] Parking

[0230] When a station 2 includes platform tracks, the computerized automatic supervision system 300 can move automated vehicles 200 to position them earlier at the beginning of the platform in the direction of traffic on track 1. Indeed, when the automated vehicles 200 arrive, it is preferable for them to 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 departed, the automated vehicles 200 have ample time, a few seconds, to position themselves in the location assigned to them by the computerized automatic supervision system 300.

[0231] In the case of stations 2 located along the traffic lanes, leaving the platform clear, vehicles proceed, as illustrated in Figure 1, to dynamically park their fronts in direction 701, followed by reversing in direction 702, to approach platform 21 of stations 2 as closely as possible. This maneuver reduces the time each vehicle 200 takes to clear the traffic lane alongside the platform, leaving the platform clear for following vehicles. To optimize this maneuver, platform 21 of said stations 2 may have a notch 703 into which the front of the vehicles will pass. These measures reduce the time each vehicle takes to clear the traffic lane alongside the platform, with the widths of the traffic lanes and platform being adapted for this purpose.

[0232] Others

[0233] 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.

[0234] The use of the verb "comporter", "comprendre" or "include" and its conjugated forms does not exclude the presence of other elements or steps than those stated in a claim.

[0235] In claims, any reference sign in parentheses shall not be interpreted as a limitation of the claim.

Claims

Automatic transport system (1000) comprising: - a traffic network (100) including traffic lanes (1) dedicated to the movement of vehicles (200), and stations, mainly distributed along the traffic lanes; the stations being located on the traffic lanes, the vehicles having to stop there on the traffic lane or alongside the traffic lanes leaving the traffic lane clear, - said vehicles (200) being able to carry 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 able to move and guide themselves within the traffic network without intervention from a driver; the steering wheels comprising tires;- a computerized automatic supervision system (300) adapted to manage 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 the needs of users, i.e. passengers or parcel managers; the vehicles being able to stop at stopping locations located in the stations, the stopping 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 convoys (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 locations, an insertion of a vehicle into a convoy or into a traffic lane, the vehicles having communication modules to receive instructions from the computerized automatic supervision system (300) and to communicate with each other, the instructions received by each vehicle including the separation distances, speeds along the route, and stopping locations among the stations, said vehicles being capable of forming convoys thanks to their means of automation.; Automatic transport system according to claim 1, wherein 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, as well as an arrangement enabling some of said vehicles to travel 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. Automatic transport system according to any one of the preceding claims, wherein the traffic network further comprises waiting parking spaces (401) principally along the traffic network and positioned outside the traffic lanes to store some of said vehicles awaiting a movement command by the computerized automatic supervision system. An automatic transport system according to any one of the preceding claims, in which the traffic network includes crossings with roadways used by other vehicles, said crossings being equipped with traffic lights, said traffic lights being controlled by the automatic supervision computer system (300) or by the vehicles (200) as they approach the crossing and as soon as they have moved away from it. Automatic 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 modes of operation; - a mode of transport taking into account a request or a need for transport without specifying the destination, - an individualized mode of transport taking into account a request for a specific destination, the request made at a station in which a vehicle from the circulation network is selected by the computerized automatic supervision module, to respond to said request; - an on-demand mode of transport taking into account a reservation;the operating modes are further defined by at least one criterion such as a transport capacity objective for 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. An automatic 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, in which 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 the transport need reaches a first threshold; the computerized automatic supervision system reducing the circulation frequency of the convoy when the transport need reaches a second threshold, the second threshold being lower than the first threshold;The computerized automatic supervision system stops the scheduled operating mode and activates the on-demand operating mode when the transport need reaches a third threshold, the third threshold being lower than the second threshold. The computerized automatic supervision system then reverses the process when the transport needs reach the thresholds again, or similar thresholds in the opposite direction, to obtain transport fully adapted to the transport needs. An automated transport system according to any one of the preceding claims, in which the traffic network comprises at least one shared track section where vehicles must stop on the traffic lane at a station equipped with a single common platform for the first and second traffic lanes, said vehicles being further equipped with doors on each side so that they are adapted to serve the common station from the first or second traffic lane. Vehicles traveling on the lane on which the single platform is located, passing in front of the station by leaving their lane and taking the traffic lane in the opposite direction, i.e. against the flow of traffic, the computerized automatic supervision system managing the passage of convoys or single vehicles over the entire route and in particular over the shared track section. An automatic transport system according to any one of the preceding claims, wherein the traffic network comprises, on the one hand, railway tracks comprising at least one rail, said vehicles being equipped with mechanical means for being mechanically guided by the at least one rail 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, enabling said vehicles to run on the platforms when said mechanical means are deactivated, and to guide themselves by means of their automatic guidance means. 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. An automated vehicle transport system according to any one of the preceding claims, wherein the railway tracks comprise: - two reduced-width treads made 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, allowing said automated vehicles to run on these treads without touching the rails and to guide themselves using their automatic guidance means, in particular using the rails as optical guides; the automatic guidance means comprising optical sensors; - a platform at rail level at the location of switches, in front of stations and at other locations 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 means. Automatic transport system according to any one of the preceding claims in which 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. An automated transport system according to any one of the preceding claims, in which the traffic network comprises automated vehicles without driver intervention, equipped with means for detecting the number of passengers entering and exiting the vehicle and the number of passengers in the vehicle, equipped with means for detecting the number of passengers waiting at each station, in particular using the sensors of the vehicles, especially when a station does not have the means for detecting the number of passengers waiting and this information is not provided by the station to the supervision, and equipped furthermore with means for informing the supervision of these numbers so that the supervision can adapt the service. An automatic 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, said lanes being devoid of said physical means of guidance 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. An automated transport system according to any one of the preceding claims, in which stations are equipped with canopies protecting parked vehicles on the one hand and passengers on the other, 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. Automatic 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. An automatic transport system according to any one of the preceding claims, wherein 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 from among the plurality of said vehicles. 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 movements outside the traffic network of at least one vehicle among the plurality of said vehicles or only on the traffic network. An automated transport system according to any one of the preceding claims, in which the traffic network comprises stations located outside the traffic lanes, leaving the traffic lanes free, a plurality of automated vehicles performing dynamic front parking, followed by a reverse movement to get as close as possible to the platform of the stations, the platform of said stations being able to include a recess into which the front of the vehicles will come to optimize the maneuver.

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