EP3911551A1

EP3911551A1 - Automated system for transporting goods

Info

Publication number: EP3911551A1
Application number: EP20700513.3A
Authority: EP
Inventors: Maxime TROCME; Jérôme Stubler; Jean-Serge BOISSAVIT
Original assignee: Vinci Construction SAS
Current assignee: Vinci Construction SAS
Priority date: 2019-01-16
Filing date: 2020-01-16
Publication date: 2021-11-24
Also published as: FR3091692A1; WO2020148408A1; FR3091692B1

Abstract

Automated system for transporting goods, comprising: - a plurality of transport shuttles, preferably autonomous, the shuttles each being able to be loaded with at least one item of goods and/or at least one goods transport container, at least one degree of priority being assigned to at least one item of goods and/or to at least one container, - an infrastructure, notably an underground infrastructure, on which the shuttles circulate, this infrastructure comprising shuttle-loading and/or -unloading stations allowing goods and/or containers to be loaded and/or unloaded and the handling of such goods and/or containers to be taken over by surface vehicles, - at least one communications network allowing the shuttles to receive information regarding the remaining capacity of each loading and/or unloading station to accept goods and/or containers, the loading and/or unloading stations at which the shuttles are loaded and/or unloaded being selected automatically on the basis of the remaining capacity of the stations, of the final destination, and of the degree of priority of the item of goods or of the goods and/or containers transported by the shuttles.

Description

AUTOMATED GOODS TRANSPORT SYSTEM

The present invention relates to systems for transporting goods, in particular in an urban environment.

Prior art

The transport and distribution of goods in the heart of cities today is carried out mainly using vehicles such as trucks, which poses multiple problems.

First of all, the vast majority of these vehicles being with thermal engine, their circulation contributes to the atmospheric pollution of the cities. Then, the delivery time of goods is lengthened because of the congestion of the axes of circulation.

There is therefore a need to facilitate and accelerate the distribution of goods in urban areas, in particular in dense urban areas.

In applications FR 3 056 200 A1 and FR 3 056 201 A1, a transport system comprising a micro-tunnel buried at a relatively great depth has been proposed. Such a system is intended to ensure the transport of a high daily tonnage of goods and must be perfectly reliable, because any stoppage of it would pose the problem of the accumulation of undistributed goods. The reliability of the system is all the more critical as the depth of the tunnel is likely to make any repair or emergency response more difficult, compared to a transport system located on the surface.

Disclosure of the invention

The invention aims to further improve freight transport systems, in order to address the issue of the distribution of goods in the heart of cities, and in particular to ensure the proper management of the flow of goods.

The object of the invention is thus, according to a first of its aspects, an automated system for transporting goods, comprising:

a plurality of transport shuttles, preferably autonomous, the shuttles can each be loaded with at least one merchandise and / or at least one merchandise transport container, at least one degree of priority being assigned to at least one merchandise and / or at least one container,

- an infrastructure, in particular underground, on which the shuttles run, this infrastructure comprising stations for loading and / or unloading the shuttles, making it possible to load and / or unload the goods and / or the containers and to take charge of these goods and / or containers with surface vehicles,

- at least one communication network allowing the shuttles to receive information relating to the remaining reception capacity of each loading and / or unloading station to receive goods and / or containers, the selection of loading stations and / or unloading where the shuttles are loaded and / or unloaded taking place automatically according to the remaining capacity of the stations, the final destination and the degree of priority of the goods (s) and / or containers transported by the shuttles.

The invention makes it possible in particular to guarantee a good circulation of goods respecting the priorities imposed in their distribution.

Preferably, the automated goods transport system also has at least one of the following characteristics, and more preferably all of the following characteristics:

- a set of transport shuttles, each having on-board intelligence, at least one motor means and at least one on-board sensor of an environmental condition of the shuttle, in particular of the composition of the surrounding air and / or temperature,

- a centralized supervision system,

- at least one communication network allowing the shuttles to communicate with each other and with the centralized supervision system,

- a shuttle traffic infrastructure, in particular underground,

the intelligence on board each shuttle being arranged for:

- autonomously ensure the functions necessary for the transport of goods by the shuttle, in particular the location of the shuttle, its self-positioning and the management of the route and the speed of the shuttle,

- detect a failure of the shuttle and / or at least one other shuttle and / or infrastructure and autonomously manage the failure thus detected,

- communicate with at least one shuttle that precedes or follows, and in case of failure of this, in particular of its motor means, autonomously manage the docking of this shuttle to push or tow it on the traffic infrastructure,

- transmit information to the centralized supervision system, in particular concerning the location of the shuttle and its planned route, allowing a real-time view of the transport system as a whole,

- automatically transmit information to the centralized supervision system and / or to at least one other shuttle, in particular in the event of detection of a failure of the shuttle and / or the infrastructure and / or in the event of a threshold being exceeded detected by the shuttle's onboard sensor.

This enables a particularly robust, reliable and rapid transport system to be produced, facilitating the automated management and prevention of incidents such as breakdowns or accidents that may occur within the system. This will improve the security of the system and reduce the risk of shuttle traffic stopping.

Transportation shuttles

Each shuttle may have wheels, which may or may not be steered and equipped or not with tires. These wheels can be configured to allow the shuttles to move on rail tracks or not. These wheels can turn if necessary around non-parallel axes of rotation, for example to rest directly on a non-planar wall of a tunnel.

Each shuttle can include at least one braking member.

The motor means of each shuttle is configured to set the shuttle in motion, at least during one phase of its operation. The shuttle can be driven during another phase by a drive cable or another vehicle, for example. During this other phase, the motor means can be inactive or operate as an electric generator, for example to recharge a battery.

This motor means may include at least one electric motor, which may be unique. As a variant, the driving means comprises at least two driving wheels each provided with a motor. This can reduce the risk of the shuttle immobilizing in the event of a breakdown, reduce the size of the motors and simplify the transmission.

Additionally, each shuttle may include at least one energy storage means configured to supply energy to the shuttle, and in particular to its medium motor. This ensures at least partially, or even entirely, the energy autonomy of the shuttle.

The storage means can include one or more accumulators. This storage means can be rechargeable. It may for example be a fast recharging storage means of the super-capacitor type.

When powered by at least one electric motor autonomously, each shuttle can be electrically recharged in various ways.

In one example, the shuttles are recharged during their journey within G infrastructure, in particular by one-off or linear recharging terminals, for example by induction or by contact with electrically supplied connectors.

In another example, each shuttle has at least one generating means for supplying energy to the storage means. The shuttle may include at least one wheel driven by the speed differential between the shuttle and the infrastructure and configured to drive an alternator in order to recharge the storage means. The shuttle can be coupled during at least one phase of operation to a mobile drive cable within the infrastructure so as to be driven over at least part of the infrastructure by the drive cable, and the wheel abovementioned is driven in rotation in order to reload the storage means of the shuttle. During another phase of operation, the shuttle can disconnect from the drive cable and move by using its motor means powered by the storage means. Thus, the work provided by the drive cable is used to store energy within the storage means with a view to returning it to the motor means of the shuttle at times when the shuttle needs to move autonomously. , for example in sections of the infrastructure that do not have a drive cable, such as bends or exchange stations with the surface, or to allow the shuttle to move at a speed different from that of the cable training, and for example to ensure that the shuttle accelerates in relation to the infrastructure before coupling to the cable.

The autonomy conferred on the shuttle outside the sections equipped with drive cables allows the shuttle in particular to easily manage the bends in the journey, without having to have complex mechanical systems to ensure angular deflection of the drive cable. in the bends. This can simplify and reduce the cost of the shuttle traffic infrastructure. The traffic infrastructure can include at least one electrified track, arranged for example along at least a portion of a section of a traffic lane, to supply energy to the shuttle, in particular to supply its means. motor and / or recharge its energy storage means. The infrastructure can also be devoid of such a track, which simplifies its construction and increases its reliability.

The shuttles can have a space for receiving one or more loading units such as containers or palletized goods, and preferably two, four, six or eight loading units arranged side by side.

This reception space can be sized to receive four, six or eight containers arranged in two rows of two, three or four containers, each container being adapted to receive a standard pallet, in particular a pallet, a half-pallet or a quarter-pallet. ISO type (also called American or universal), EPAL / EUR (also called European), CP or VMF. As a variant, the reception space can be adapted to receive two, three or four double containers, each double container being adapted to receive two standard pallets arranged side by side within the double container.

The containers can be detachably attached to the reception area.

The containers can have a cross section of any general shape, circular or not, with a flat, polygonal, in particular square.

Each shuttle may have a roof that extends above the loading unit (s), and front and rear bulkheads on which the roof rests and between which the loading unit (s) are disposed.

As a variant, the shuttles are without front and rear partitions.

Each shuttle can be opened on the sides.

The automated transport system may include at least one shuttle equipped to fight the fire, preferably entirely dedicated to this function. This shuttle may include at least one fire detector that is more sensitive than those possibly present on the other shuttles not dedicated to this function. This shuttle can also include a reservoir containing a product for extinguishing the fire, such as for example carbon dioxide, and a system for projecting this product, for example a robotic lance. This shuttle may include an infrared reflecting coating and one or more cameras or radar allowing vision in the presence of smoke. The dedicated fire-fighting shuttle (s) can run permanently on the infrastructure, at predefined intervals, or be parked in predefined locations along the infrastructure, and only be put into service in the event of of problem.

The motor means of each shuttle is preferably sufficiently powerful to allow it to push and / or tow at least one preceding or following shuttle, the motor means of which would be faulty, this troubleshooting being able to be carried out at a reduced speed.

The automated transport system may include at least one shuttle equipped for the maintenance and / or troubleshooting of at least one other shuttle. This shuttle may have a more powerful motor means, making it possible to tow or push one or more shuttles at a relatively high speed. This shuttle can also be equipped with a system for diagnosing the failure and / or making up for it. Preferably, each shuttle has at least one connector which can be coupled automatically to a corresponding connector of another shuttle or of the shuttle dedicated to the breakdown function, in order to facilitate the exchange of information, in particular by case of failure of the wireless connection, and / or to allow energy transfer between the shuttles, for example to supply electrically the motor means of the faulty shuttle.

At least one unloaded shuttle can circulate within the infrastructure. This shuttle can be inserted between shuttles traveling with a load. For example, a shuttle without loading can be inserted in a regular manner all the n loaded shuttles which follow one another, with n integer greater than or equal to 2. This shuttle without loading can play the role of communication relay as explained below, or can be used to come to the aid of a faulty loaded shuttle.

Each shuttle preferably has an identifier, which can be read by the other shuttles and by the infrastructure. Each shuttle can include at least one optical identifier, for example in the form of a bar code or matrix, and / or at least one identifier detectable by radio frequency, for example in the form of an RFID chip.

Shuttle traffic infrastructure

The shuttle traffic infrastructure may include at least one shuttle traffic lane along which the shuttles run, this lane including in particular several sections, some of which may be completely straight for example. All or part of the shuttle traffic infrastructure can be underground.

The shuttles can run on at least part of the infrastructure within a tunnel extending in particular under the foundations of surface buildings and / or underground or not, pre-existing infrastructure.

The tunnel is advantageously buried at a depth greater than or equal to 5 m. The use of a tunnel in the invention makes it possible to provide a greater burial depth, for example greater than 20 m or 30 m, or even greater than or equal to 35 m, 40 m or 50 m or more, so as to pass widely under existing foundations and infrastructure and not interfere with them.

Preferably, the tunnel has a cross section of generally circular shape.

The tunnel can be produced in various ways and for example comprise sections assembled one after the other, in particular with a length of between 2.5 and 3.5 m, and a wall thickness of between 150 and 500 mm, these sections preferably being designed to withstand a sinking thrust of at least 500 tonnes. As a variant, the tunnel has assembled segments.

Preferably, the sections or segments are at least partially made of reinforced concrete, in particular with a double layer of reinforcement.

The tunnel may include a liner, in particular made of metal.

In an exemplary embodiment, a larger internal dimension of the tunnel, in cross section, in particular its internal diameter, is between 1.5 m and 4 m, in particular between 1.5 and 2.5 m or between 2.5 m and 4 m, for example between 1.5 and 2.2 m or between 3 and 4 m.

When the traffic infrastructure comprises at least one tunnel, the shuttles may have in cross section a general shape at least partially matching that of the tunnel, and in particular may include a cradle for receiving at least one container or other loading unit, of arcuate shape concentric with the tunnel wall. This can allow the best use of the system by reducing the section of the tunnel not used for the transport of goods.

In addition, this makes it possible, for an equal volume of goods transported, to minimize the outer section of the tunnel, and therefore to facilitate its construction. Given the length of the tunnel, which can be several kilometers or tens of kilometers, any reduction in the outer section, however modest, has a significant impact on the cost of the work.

The shuttle traffic infrastructure may include, as mentioned above, at least one drive cable to drive the shuttles over at least part of the infrastructure. The use of a drive cable reduces the cost of shuttles while providing a fast and reliable automated transportation system.

The cable can run between two ends of a section of a traffic lane.

The drive cable can be set in motion by one or more electric motors.

The cable arranged in a section can be more than 1 km long, for example at least 4 km, better 6 km, for example 8 km or more, which then allows the realization of a section of 4 km or more since the cable runs in one direction pulling the shuttles and in the other when empty. The cable can be mounted on pulleys and tension rollers, similar to the systems used in ski lifts or chair lifts.

The drive cable can be a rope, chain, belt or any other traction device.

The drive cable can be located on the ground. It can also be located high up, above or next to the shuttles.

The cable can run at a speed greater than or equal to 5 m / s, better still greater than or equal to 7 m / s, for example of the order of 8 m / s or more.

The shuttles can include means for coupling and uncoupling independently or not from the drive cable, in particular as a function of an energy reserve. In particular, the motor means of the shuttles can be used for this function, as mentioned above.

The coupling of the shuttles to the drive cable can be fixed or disengageable. For example, each shuttle has a disengageable mechanical clamp which closes or opens to attach the shuttle to or release the cable. Each shuttle can thus be accelerated, in particular when it leaves a loading and / or unloading station, to reach the speed of the cable and gradually reduce its speed or even stop, in particular when it arrives at the loading station. and / or next unloading. At least part of the shuttle traffic infrastructure can be railroaded. The infrastructure can then be equipped with rails on which the shuttles move. The use of rails is preferable when the shuttles are towed by a drive cable. In this case, the cable can run between the rails, parallel to them, which makes it possible to gain in compactness, and if necessary to mount the cable guide structure on a common support with the rails.

At least part of the shuttle traffic infrastructure may have a track on which the shuttles travel, the latter being fitted with tires, for example.

The shuttle traffic infrastructure may include at least one traffic lane, in particular at least partially buried, on which the shuttles preferably run unidirectionally.

The traffic lane may be in a closed loop, in particular in the shape of a figure eight, with one or more penetrating, if necessary.

The loop formed may include a succession of sections the length of which is for example greater than 1 km.

The loop can include straight sections if desired, connected by bends which provide a link between straight sections of different orientations.

In the event that the loop is at least partially buried, this may facilitate the digging and construction of the tunnel as well as the driving of shuttles along the loop. In addition, the straight sections are compatible with the use of a cable system to tow the shuttles.

The bends in the loop can be located at the shuttle loading and / or unloading stations.

Shuttle traffic infrastructure may have a "figure eight" loop traffic lane.

This “eight” shaped loop may include two secondary loops, preferably interconnected. Preferably, the interconnection is such that a shuttle can selectively control the corresponding routing element (s) to remain on the same secondary loop or switch to the other secondary loop.

Each secondary loop can be connected to a penetrating line.

The infrastructure can have more than two secondary loops, if necessary. Preferably, each penetrating line comprises two traffic lanes (outward and return) within a tunnel or in two respective parallel tunnels.

Thus, the shuttles circulate unidirectionally within the loop and bidirectionally within the penetrating lines.

The shuttles advantageously circulate unidirectionally over at least part of the infrastructure. Each section is thus traveled by shuttles which circulate in the same direction within this section. Thus, when the traffic infrastructure includes at least one tunnel, the shuttles do not cross each other within the tunnel, which makes it possible to closely adapt the section of the tunnel to the section of a loaded shuttle and reduce the section of the tunnel not useful for the transport of goods. However, the invention does not exclude that the goods are transported in the infrastructure using at least one line where the goods on board shuttles circulate in a bidirectional way. This line can be two-track within a tunnel or two parallel tunnels.

When the traffic infrastructure comprises at least one bend connecting two sections which are oriented in different directions making a non-zero angle between them, the infrastructure may include at the bend a routing system such as a rotating platform comprising a movable track portion on which a shuttle can position itself. This turntable can assume a position where the moving track comes into alignment with a shuttle infeed track, and a position where said moving track aligns with the track of the next section to be traveled. The use of a rotating platform makes it possible to very easily connect sections having a large angle between them, and to orient the sections in order to optimize their length.

The infrastructure may include an auxiliary drive system to make the desired turn. For example, the shuttles can be carried by casters or by a roller conveyor or conveyed by any other conveying system making it possible to make the shuttles take tight turns.

The traffic infrastructure may include at least one parking area, in particular underground. This parking zone can be located inside or outside, for example at the edge of the traffic lane. The parking area is preferably large enough to accommodate several shuttles. A faulty shuttle can for example steer independently or be brought by at least one other shuttle into the parking area so as to extract itself or to be extracted from the traffic lane. This can make it possible to reduce the risk of a slowing down or even of stopping the circulation of the other shuttles within the infrastructure caused by the faulty shuttle.

The parking area can be configured to repair a failed shuttle and be equipped with a maintenance station.

The parking area can be configured to fight against a fire occurring on a shuttle and be equipped with extinguishing means and / or suction means allowing the evacuation of combustion gases. The parking area can be equipped with a motorized door controlled from the supervision system.

The shuttle traffic infrastructure may include at least one shuttle pre-parked in the parking area, in particular a shuttle without loading or a shuttle equipped to fight against fire and / or for maintenance and / or repair of vehicles. 'at least one other shuttle, as discussed above. The pre-parked shuttle can reach a site within the infrastructure to intervene if necessary, in particular to fight against a fire occurring on a shuttle or on the infrastructure and / or to push or tow a faulty shuttle. For example, the pre-parked shuttle can intervene to push or tow a shuttle with a faulty engine means to a parking zone or to a parking zone configured to fight against the fire a shuttle on which a fire occurs .

The parking area can be equipped with a trans-bordage system to transfer goods from one shuttle to another. This allows, for example, at the level of the parking area, the transfer of goods transported by a shuttle whose motor means are faulty to a shuttle without loading and whose motor means are functional. Thus, the continuity of the transport of goods can be ensured.

The parking area can be equipped with means making it possible to recharge the energy storage means of each shuttle.

The parking zone can be configured to allow overtaking between shuttles. This can allow, for example, a shuttle equipped to fight fire and / or for maintenance and / or repair to be able to double one or more shuttles that precede so as to access its intervention site more quickly within the infrastructure. This can also allow, for example, a shuttle to which a certain degree of priority has been assigned to be able to double the shuttle or shuttles whose degree of priority is lower so that this shuttle can reach its destination more quickly.

The shuttle traffic infrastructure is preferably placed under an inert atmosphere or under a reduced oxygen atmosphere. In particular, the oxygen level can be 15% lower, better 20% or 50%, or even more, than the nominal level in the open air. This limits the risk of fire and lowers the cost of infrastructure by not requiring certain safety features that would otherwise be required by standards.

The shuttle traffic infrastructure may include means of communication, as explained below.

The infrastructure may include at least one sensor allowing the identification of the shuttles passing nearby.

The infrastructure can also include identifiers that are readable, for example optically, for example bar codes, in particular 1D or 2D, or by radio frequency, RFID chips, distributed along at least part of the path followed by the shuttles. The shuttles can be configured to read these identifiers, which allows them, by referring to a table giving the position of each identifier within the infrastructure, to be precisely located within it. Each shuttle can include an optical or radiofrequency reader allowing optical reading of these identifiers. These can also make it possible to reset a localization system integrated into the shuttle, so as to allow the latter to know its position more precisely.

The infrastructure may include one or more anemometers, in particular distributed along at least part of the path followed by the shuttles. This can help determine the movement of air masses within the infrastructure.

The infrastructure may include routing elements, such as a switch or a rotating platform, in particular between two straight sections, configured to allow the shuttles to change lanes or to move towards a parking area. The routing elements may include means of communication, in particular radio, allowing their remote control by the centralized supervision system or at least one shuttle.

Loading and / or unloading stations

The shuttle traffic infrastructure can include shuttle loading and / or unloading stations communicating with the surface and each comprising a shaft allowing the descent of goods and / or shuttles to the tunnel and their ascent after transport within the tunnel.

At the loading and / or unloading stations, the shuttle and its loading can be extracted from the loop and then brought together to the surface. The shuttle can then be unloaded from its load or transported with its load on a surface vehicle.

As a variant, at the loading and / or unloading stations, only the loading of the shuttles is brought up to the surface. In the event that the shuttle transports a load made up of several containers, part of the load can be brought up to the surface at one station and another part at another station.

The loading and / or unloading station can be arranged to make a turn for the shuttles which circulate within the traffic infrastructure.

The supervision system can manage the loading and / or unloading of the shuttles.

Embedded intelligence

Each transport shuttle of the system according to the invention has on-board intelligence.

By "on-board intelligence", it should be understood that each shuttle has computer means, such as a microcomputer, which allow it to perform a number of functions independently.

Each shuttle can include an electronic device that can include at least one on-board sensor, one on-board processing module and one on-board communication module.

The on-board sensor can be configured to perform at least one measurement relating to at least one parameter linked to the state of the shuttle, such as its speed, its location, the level of wear of a component thereof, the '' remaining autonomy of its storage medium of energy, the detection of a failure of a given component, and / or its environment, for example the speed of a shuttle which precedes or follows, the qualitative and / or quantitative composition of the surrounding air, the rate of humidity, pressure, temperature, rate of oxygen, carbon monoxide or carbon dioxide in the air, etc., and to generate a corresponding digital data.

The onboard processing module can be configured to process, in particular in real time, the data generated by the onboard sensor (s) of the shuttle or at least one other shuttle and / or information transmitted to the shuttle by the supervision system. centralized and to trigger an action on the shuttle if necessary, for example an action on its speed to regulate it.

The on-board processing module can include at least one processor, one microprocessor or one microcontroller. It may also include a computer device comprising in particular an operating system and software codes.

The processing carried out by the on-board processing module can allow the generation in real time of an alert signal when the data generated by the on-board sensor (s) exceeds a predefined threshold.

The on-board communication module can be configured to exchange data, on the one hand between the shuttle and at least one other shuttle, and on the other hand, between the shuttle and the centralized supervision system. For example, the communication module is arranged to transmit, to at least one other shuttle and / or to the centralized supervision system, raw data generated by the onboard sensor (s) and / or the data generated by the onboard sensor (s) afterwards. preprocessing by the processing module. The communication module can also be arranged to receive this data from at least one other shuttle and / or information from the centralized supervision system.

The on-board communication module may include at least one radio transceiver configured to communicate with at least one other shuttle and / or with the centralized supervision system.

The electronic device may further include an on-board data storage module which can be configured to store the data generated by the on-board sensor (s) and / or the data generated by the on-board sensor (s) and processed by the processing module. This on-board data storage module can also make it possible to store the operating system and the software codes of the on-board processing module. This data storage module may include electronic storage means, in particular removable, such as a ROM or flash memory.

The electronic device may also include an interface capable of parameterizing or configuring the device. For example, settings can be made by a computer terminal connected to the device locally via a physical connection or by a remote computer terminal communicating with the device using radio waves, in particular a terminal of the centralized supervision system. Examples of remote actions include updating the operating system and processing module software codes, etc.

The on-board sensor (s) can be configured to perform continuous measurements. This makes it possible to have a complete reading at all times of information concerning the conditions related to the state of the shuttle and / or its environment. It is thus possible to continuously monitor, for example, the quality of the air within the traffic infrastructure.

As a variant, the onboard sensor (s) are configured to carry out measurements periodically over a determined period.

The intelligence on board each shuttle can be arranged to react to information transmitted by the centralized supervision system and / or by at least one other shuttle.

The intelligence on board each shuttle can be arranged to react in the event of a threshold being exceeded detected by the onboard sensor (s) of the shuttle and / or at least one other shuttle.

The centralized supervision system can be configured to allow control of the routing elements.

As a variant, or additionally, the intelligence on board each shuttle can be configured to allow the control of at least part of the routing elements by the shuttle itself, in particular to allow it to modify its route independently. For example, the shuttle can be configured to itself control the rotation of the turntable at a bend or switches in the event that the shuttle is moving on a railway track. The shuttle can send a control signal to a routing element, in particular when approaching said routing element. routing. This allows the shuttle to change lanes or move to a parking area if necessary, independently. The shuttle can be arranged to check, before ordering a routing element, that no shuttle is traveling in front of it upstream of the routing element. To do this, it can be arranged to determine at any time the position of the shuttle which precedes it, for example by means of an exchange of information with the latter. Each shuttle can for example send to the shuttles which follow and precede a signal comprising its identifier and its position, as well as its destination, if applicable.

The intelligence on board each shuttle can be configured to allow it to be located within the infrastructure and in relation to the other shuttles circulating within the infrastructure, in particular in relation to the shuttle preceding it and the shuttle. the next one. Each shuttle can be arranged to maintain a predefined safety distance with the preceding shuttle.

The intelligence on board each shuttle can be arranged to autonomously manage the acceleration, deceleration and stopping phases required in the vicinity of loading and / or unloading stations. Each shuttle can transmit to the shuttles preceding or following a signal that indicates whether the shuttle is accelerating or decelerating. This can allow other shuttles to anticipate more quickly the variation in the distance between them and thus to adjust their speed faster, for example in order to maintain a predefined safety distance.

The intelligence on board each shuttle can be arranged to automatically transmit information relating to the proper functioning of the shuttle to the centralized supervision system and / or to at least one other shuttle.

Embedded sensors

Each shuttle can include at least one on-board sensor which can be of any type.

Signals generated by some on-board sensors can be used for different functions. For example, a camera can be used to locate the shuttle by reading identifiers distributed within the infrastructure along at least part of the path followed by the shuttles, to detect the start of combustion by the presence of smoke, in detecting the presence of a preceding or following shuttle, in determining the distance separating the shuttle from this preceding or following shuttle, etc. Each shuttle can include at least one on-board sensor for measuring the quality of the gaseous environment around the shuttle.

This on-board sensor can be a sensor of qualitative and / or quantitative composition of G gaseous environment. It is thus possible to control the quality of the gaseous environment within the infrastructure, and in particular to detect the presence or even quantify corrosive, toxic or flammable compounds. This is particularly important when the shuttles circulate in a confined environment in which the renewal of the air is limited, which is for example the case when the shuttle traffic infrastructure is underground and / or when it comprises a tunnel. It is thus possible to detect a potential chemical, toxic, fire or explosion risk within the shuttle traffic infrastructure.

This on-board sensor can still be an oxygen sensor. This makes it possible to obtain information relating to the level of oxygen in the gaseous environment, in particular around the shuttle circulating within the infrastructure.

This on-board sensor can also be a carbon monoxide (CO), carbon dioxide (CO ₂ ), nitrogen monoxide (NO) and / or nitrogen dioxide (NO ₂ ) sensor. This sensor can be electrochemical or spectroscopic.

This on-board sensor can also be a sensor of particles in suspension, in particular resulting from combustions, smoke and / or flame. This can allow early and rapid detection of a fire, as well as its precise location. Each shuttle can be arranged to emit an alert signal in the event of detection of particles, smoke or flame, to the other shuttles and to the centralized supervision system. This allows other shuttles to slow down or stop, so as to maintain a sufficient safety distance. The alert signal can be relayed by at least one shuttle to reach the centralized supervision system. The latter can cross-check the information transmitted by shuttles present at different positions within the infrastructure and possibly cross-check them with other information coming from the infrastructure, such as for example air movements observed in the tunnels, so as to identify the source of the release of particles, smoke and / or flame, which can allow a quicker and more efficient response.

Each shuttle can include at least one on-board sensor for locating the shuttle. This on-board sensor can be an encoder wheel, which rotates in proportion to the distance traveled by the shuttle within G infrastructure. This can make it possible to determine the location of the shuttle within G infrastructure, from the knowledge of a starting position and the distance traveled since the latter.

This on-board sensor can also be a tachometer, in particular coupled to a clock. This can make it possible to obtain information relating to the speed of movement of the shuttle circulating within the infrastructure.

This on-board sensor can also be an accelerometer. This can help to determine the position of the shuttle, to detect possible shocks to the shuttle and therefore possible damage to the shuttle and / or its load, and to detect when the shuttle is moving or stopped.

This on-board sensor can still be a camera. This can allow the location of the shuttle by reading identifiers distributed within the infrastructure along at least part of the path followed by the shuttles.

This on-board sensor can still be an identifier, which can be read by other shuttles and by the infrastructure.

In the case where the shuttle comprises an element for coupling to a drive cable, such as a disengageable mechanical clamp which closes or opens to hook the shuttle to the cable or to release it, the latter may include a tensiometer on board configured to measure the tension on the coupling element of the shuttle to the drive cable.

The intelligence on board the shuttle can be arranged to automatically generate, in particular in real time, an alert signal when the voltage measured by the onboard blood pressure monitor exceeds a predefined threshold. The intelligence on board the shuttle can also be arranged to automatically transmit, in particular in real time, the alert signal generated to the centralized supervision system and / or to at least one other shuttle, in particular a preceding or following shuttle. Such a warning signal can make it possible to detect any anomalies on the infrastructure, such as the presence of an obstacle on the traffic lane, and / or on the shuttle, such as too heavy a load, an under inflating a tire or even a wheel blocked in its rotational movement, for example by abnormal actuation of the braking member. Each shuttle can include at least one on-board wear sensor of at least one component of the shuttle. This can make it possible to check the state of wear of the mechanical parts of the shuttle such as a component of its motor means, its braking member, its wheels or tires, if any, etc.

Each shuttle can include at least one on-board vibration sensor. This can provide information on any shocks suffered by the shuttle during its movement within the infrastructure. It is then possible to determine whether the shuttle has undergone an impact which could impair its proper functioning, and in particular to determine whether its load has been damaged. Vibration detection can also provide information on the wear phenomenon of certain components or the infrastructure, and allow predictive maintenance. The signals delivered by the shuttles can be processed to see those that are correlated to infrastructure faults, in order to perform predictive maintenance of the infrastructure.

Each shuttle can measure the remaining autonomy, and if necessary modify its route according to it.

In the event that the shuttle traffic infrastructure includes at least one tunnel, each shuttle may include at least one onboard sensor of the converging meter type. It is thus possible to measure, for example, the deformation of the ovalization of the tunnel section. Each shuttle can also include one or more onboard sensors, in particular of the laser type, configured to allow inspection of the condition of the tunnel, for example the condition of the joints, faults, cracks, concrete, lining of the tunnel. , etc.

In the event that at least part of the shuttle traffic infrastructure is rail, each shuttle can include one or more onboard sensors, in particular of the laser type, configured to allow inspection of the condition of the rails, for example. 'gauge, bearing, curvature, alignment, condition of sleepers, condition of joints, etc.

Each shuttle can also include at least one onboard sensor chosen from the following list: microwave radar, laser range finder, camera, in particular infrared, lidar, ultrasonic sensor, light, humidity, pressure, temperature, weighing sensor , vibrations, etc. The fact that each shuttle has at least one on-board sensor is particularly advantageous because it allows each shuttle to communicate information relating to its state (for example the state of its motor means, of its energy storage means, of certain components such as as bearings, the state of wear of its mechanical parts, its autonomy, to detect faults, to locate oneself, to know its speed, its level of acceleration, its distance from the shuttles preceding it and the following, etc.), in the state of at least one other shuttle, in particular a preceding or following shuttle, and / or in the state of the traffic infrastructure (quality of the gaseous environment, oxygen level, d (humidity, temperature, condition of tunnel walls, condition of rails, condition of auxiliary drive systems such as cables, wheel motors, etc.).

Because the shuttles travel within the infrastructure, it is possible to determine the condition of the infrastructure as a whole using sensors onboard each shuttle. This makes it possible to reduce the number of sensors installed within the infrastructure, or even to have sections of the infrastructure totally devoid of sensors or certain types of sensors. This makes it possible to build the infrastructure at a lower cost, facilitate its maintenance and improve its reliability.

Centralized supervision system

The centralized supervision system can be passive or active.

When the centralized supervision system is passive, it makes it possible to display information transmitted by the shuttles or the infrastructure to the centralized supervision system, but does not make it possible to issue instructions intended to actively control the infrastructure of traffic and shuttles. There is a unidirectional transmission of information, which is done to the centralized supervision system. The shuttles are then completely autonomous.

When the centralized supervision system is active, the latter not only makes it possible to display information but also to send infrastructure and / or shuttle control instructions. It is possible to have a two-way transmission of information between the shuttles and the centralized supervision system. The latter can control the operation of the shuttles to a greater or lesser extent. For example, the shuttles can operate autonomously in an unsupervised mode but can also be controlled remotely in a supervised mode, the centralized supervision system being able to decide at any time of the supervised mode or not of a shuttle bus. The centralized supervision system can be configured to allow remote control of the shuttles, in particular in the event of failure of their on-board intelligence. For example, the centralized supervision system can be configured to allow remote control of the destination, route and / or speed of the shuttles.

The centralized supervision system may include at least one screen allowing the display of information, in particular transmitted by the shuttles or the infrastructure to the centralized supervision system. The display of this information can be done in real time. The information displayed by the centralized supervision system may relate to the shuttles: their identity, their location, their route, their speed, their destination, their operating status, for example display of the remaining autonomy, any faults, etc. . This information can also relate to the infrastructure: qualitative and / or quantitative composition of the surrounding air, humidity level, pressure, temperature, oxygen, carbon monoxide and carbon dioxide levels in the air , display of the occurrence of incidents or fires within the infrastructure, etc.

The centralized supervision system can be configured to issue an alert, in particular light and / or sound, for example when a failure is detected on a shuttle or when an incident or fire occurs within the infrastructure.

The centralized supervision system provides a real-time view of the state of the infrastructure as a whole. An operator can thus monitor in real time and at any time the state of the infrastructure and the traffic and be alerted in the event of incidents.

Communication network

The system according to the invention comprises at least one communication network allowing the shuttles to communicate with each other and with the centralized supervision system, in particular by radio, powerline, optically or any combination of these transmission means.

Preferably, the communication network comprises radio transmission means and emergency wire transmission means configured to take over in the event of failure of the radio transmission means.

The communication network can also allow the shuttles to communicate with one or more elements of the infrastructure allowing their training or their routing or the gripping of goods. This communication between a shuttle and an element of the infrastructure can be done directly, or indirectly, either through another shuttle, or through the centralized supervision system. This makes it possible to have a redundancy of the communication modes which is particularly advantageous in the event of failure of one of the communication modes.

The traffic infrastructure may include means of communication, such as one or more radio transceivers, preferably distributed along at least part of the path followed by the shuttles, configured to allow the shuttles to exchange information. information with the centralized supervision system.

Each shuttle can include an on-board communication module comprising at least one radio transceiver configured to communicate with at least one other shuttle and / or the centralized supervision system.

Each shuttle can be configured to communicate with at least one other shuttle, preferably with at least two other shuttles, in particular a shuttle which precedes it and a shuttle which follows it.

Each shuttle can be configured to communicate with the centralized supervision system.

For at least part of the journey of a shuttle within the infrastructure, at least one piece of information transmitted by the shuttle to the centralized supervision system or vice versa can pass exclusively through another shuttle which relays this information.

Each shuttle can be arranged to relay signals transmitted by other shuttles. The relayed signals can thus pass from shuttle to shuttle to communication terminals with the infrastructure and / or the centralized supervision system. Relaying information by shuttles can reduce the number of radio relays within the infrastructure, and reduce its cost while facilitating its maintenance. Communication terminals are for example located in exchange stations with the surface.

In the case where the shuttle traffic infrastructure comprises at least one tunnel, the use of radio transmission (also called microwave transmission) is advantageous because it allows the tunnel to be used as a waveguide, which can increase the range of transmission.

If necessary, the traffic infrastructure may include radio or optical repeaters, preferably distributed along at least part of the path followed by the traffic. Shuttle Buses. This can allow the propagation of waves at great distances and the improvement of communication, for example between two shuttles very distant from each other.

The infrastructure as well as each shuttle can also include emergency radio transceivers configured to take over in the event of failure.

The communication network may include a system for securing the data exchanged by encryption and / or authentication techniques.

At least one section of the infrastructure may not be equipped with means of communication.

The means of communication in the infrastructure can be concentrated at the loading / unloading stations. The centralized supervision system can communicate directly with the shuttles present in the vicinity of the loading and / or unloading stations. As mentioned above, each shuttle can be configured to communicate with at least one other shuttle. In this case, the unchanged information between the centralized supervision system and the shuttles present in the vicinity of the loading and / or unloading stations can be transmitted step by step to the other shuttles present within the infrastructure. This makes it possible to have sections without means of communication, since it is the shuttles themselves which play the role of communication relays.

Information of a certain type can be exchanged between the shuttles and the centralized supervision system when the shuttles are present in the loading / unloading stations, in particular information on the destination of the shuttles and / or information concerning a diagnosis of the traffic. operating status of the shuttles. Direct communication between a shuttle and an infrastructure communication terminal can be used to transmit a greater flow of information from the shuttle to the centralized supervision system or from the latter to the shuttle. When the communication between a shuttle and the centralized supervision system is done indirectly by being relayed by at least one other shuttle, the transmission rate may be lower. The on-board intelligence of each shuttle can thus be arranged to detect whether it establishes direct communication with a communication terminal or not, and the nature of the information sent from the shuttle to the centralized supervision system can be determined according to the result of this detection. For example, if a shuttle determines that it cannot communicate directly with a communication terminal of G infrastructure, the flow of information transmitted remains limited and the information transmitted relates for example to identity, position and speed. If the shuttle detects that it is in direct communication with the communication terminal, the information transmitted includes for example additional information, such as for example the measurements of certain sensors useful for performing predictive maintenance.

The supervision system can transmit information, in particular orders, to the shuttles and / or stations, relating in particular to the loading and / or unloading of the shuttles, via the communication network and in particular this information can pass through the intermediary of 'at least one shuttle.

Real-time view of the state of the infrastructure as a whole

As mentioned above, the intelligence on board each shuttle can be arranged to transmit, in particular in real time and permanently, all or part of the information coming from the onboard sensor (s) to the centralized supervision system, allowing an in-line view. real time and permanently the state of the shuttle traffic infrastructure as a whole thanks to the information provided by the shuttles.

Each of the shuttles circulating within the infrastructure can permanently transmit to the centralized supervision system the information coming from one or more on-board sensors, and in the event of the predefined thresholds detected by this or these on-board sensors being exceeded, a signal of The alert can be transmitted to the centralized supervision system.

It is thus possible to detect an anomaly on the traffic infrastructure and / or the shuttles early enough so as to be able to anticipate any breakdown or failure that would cause a slowing or stopping of the movement of the shuttles within the infrastructure.

Maintenance is preferably hyper-predictive, which makes it possible to improve the robustness and reliability of the automated transport system, by making it possible to prevent failures and breakdowns, by reducing repair and intervention costs and by maximizing the duration life of the transport system.

The intelligence on board each shuttle can be arranged to process the information coming from the onboard sensor (s) in order to determine whether this information indicates a fire, and if so to discriminate whether this fire comes from the infrastructure, from the shuttle itself. same or a shuttle that precedes or follows. For example, exceeding a predefined threshold detected by the on-board temperature, carbon monoxide, carbon dioxide, smoke and / or flame sensor can make it possible to detect an abnormally high temperature, the presence of flame and / or smoke, which can in particular make it possible to detect a fire within the transport system. In case of probable detection of a fire, the shuttle can interrogate the other shuttles which precede or follow it in order to know if these other shuttles have also detected the same thing. If so, corresponding information can be fed back to the centralized supervision system. This can help to clear up any doubt about the reality of the incident more quickly.

Management and optimization of traffic flow

Preferably, the intelligence on board each shuttle is arranged to allow regulation and optimization of the speed and the level of acceleration / deceleration of the shuttle, in particular as a function of the speed and of the level of acceleration / deceleration of the shuttles. which precedes it and follows it. This optimizes the flow of shuttle traffic within the traffic infrastructure. This also makes it possible to avoid excessive braking / acceleration phases and to maintain sufficient distances between the shuttles. An extension of the autonomy of the shuttles as well as a reduction in the wear of their mechanical components can be obtained.

Preferably, each shuttle comprises at least one on-board distance sensor, in particular a radar, lidar or ultrasound sensor to determine the distance between the shuttle and that which precedes it and that which follows it, and the shuttle is arranged to communicate at least with the shuttle that precedes and the shuttle that follows. This allows the speed of the shuttle to be regulated and optimized as a function of the traffic within the traffic infrastructure, in particular to avoid collisions between shuttles. In particular, each shuttle can autonomously manage its speed to maintain the appropriate safety distance from the other shuttles that circulate in the infrastructure.

The regulation and optimization of the speed of the shuttle can also be carried out according to specific features of the route followed by the shuttle, in particular the presence of turns, of sloping section, of the on-board weight, of the remaining range, etc.

Failure management The intelligence on board each shuttle is advantageously arranged to detect a failure of the shuttle and / or of at least one other shuttle and / or of the infrastructure, and in particular to autonomously manage the failure thus detected.

The intelligence on board each shuttle can be arranged to signal the failure thus detected to at least one other shuttle and / or to the centralized supervision system.

A failure is for example a shuttle whose motor means and / or at least one onboard sensor is defective. Another example of a failure is a shuttle that no longer transmits certain types of information, or even that no longer transmits any information, to other shuttles and / or to the centralized supervision system. A failure can also be an exceeding of a predefined threshold detected by an onboard sensor of a shuttle.

The intelligence on board each shuttle can be arranged to allow a faulty shuttle to automatically and autonomously change its destination, in particular to reach the nearest parking area or loading / unloading station.

Depending on a degree of priority assigned to the faulty shuttle, the goods transported by it can be transferred to another shuttle without loading present within the infrastructure or the faulty shuttle can be pushed or towed by at least one another shuttle.

A failed shuttle can manage its failure alone or in cooperation with at least one other shuttle.

For example, the intelligence onboard each shuttle is arranged to allow a failed shuttle to automatically and autonomously navigate to a predefined parking area or closest to the shuttle. The shuttle can periodically receive a list of available parking areas in the event of a fault, which enables it to determine the closest. This allows a failed shuttle to be quickly removed from the lane, reducing the risk of slowing or stopping the flow of other shuttles within the infrastructure.

As a variant, the intelligence on board each shuttle is arranged to allow a faulty shuttle to be brought by one or more other shuttles to the parking area. In this case, a dialogue can be established between the faulty shuttle and a shuttle which follows or which precedes; this shuttle can move closer to the faulty shuttle and hook onto it to push or tow it.

Haulage

The system can include at least one container for transporting goods or, where appropriate, a cabin for transporting people such as maintenance personnel, or even passengers, configured to be transported by a shuttle and comprising a computer circuit capable of transmitting. automatically to the shuttle which transports it and / or to the centralized supervision system at least one information on the destination, origin, recipient, sender, market value, degree of priority, nature and / or load weight inside.

Said information may also relate to the temperature measured inside the container, in particular the current temperature measured and / or a history of the temperatures measured, in particular since the loading of the goods into the container. The container can thus include a temperature sensor configured to measure, in particular periodically or continuously, the temperature inside the container and a data storage module configured to record a history of the measured temperatures

The intelligence on board each shuttle can be arranged to automatically generate, especially in real time, an alert signal when the current temperature exceeds or when the history reveals that the temperature has exceeded a predefined threshold, transmit automatically, in particular in time real, the alert signal generated to the centralized supervision system and / or to at least one other shuttle, in particular a preceding or following shuttle, and if necessary increase the degree of priority assigned to the container so as to ensure faster delivery from the container to its final destination.

Said information may also relate to the volume, dimensions, number of packages contained inside the container and / or a possible specific nature of the goods, such as a fragile, perishable and / or dangerous nature, for example a chemical hazard or fire.

Said information may also relate to the upstream surface conveyor (ie surface conveyor bringing the goods to the entry of the system) and / or downstream (ie surface transporter bringing the goods from the exit of the system to their final destination), in particular relating to their identity and / or their nature.

Each shuttle can be configured to automatically adapt its destination, its speed of movement, its level of acceleration / deceleration, its distance from the shuttles preceding it and the following, according to said information.

Each shuttle can be configured to automatically adapt its speed of movement and / or its level of acceleration / deceleration according to the weight of the load contained in the container or the cabin it transports so as to extend the durability of the mechanical parts of the vehicle. shuttle bus.

Each shuttle can be configured to automatically adapt its distance from the shuttles preceding and following it according to its speed of movement, the weight and / or the nature of the load contained in the container or cabin it is transporting.

For example, if the load contained in the container or cabin that the shuttle is transporting is considered fragile and / or presents a chemical and / or fire risk, the shuttle will automatically and autonomously adapt its speed, its level of acceleration / deceleration and its safety distances from the preceding and following shuttles.

In the event that the load contained in the container or the cabin is too heavy to be transported by a single shuttle, in particular because of the limited power of its motor means, the intelligence on board each shuttle can be arranged to allow other shuttles to independently dock this shuttle to push or tow it on the traffic infrastructure. This allows the transport in convoy of relatively heavy freight containers by pooling the motor means of several shuttles.

Management of energy autonomy

The intelligence on board each shuttle can be arranged to enable active management of the energy autonomy of the shuttle.

Each shuttle can be configured to operate according to different predetermined operating modes and to adopt one of the operating modes depending on the remaining autonomy of the shuttle. This makes it possible to optimize the energy use of the shuttle, and in particular to extend its autonomy. Each shuttle can be configured to automatically adapt its destination and / or its speed of movement and / or its level of acceleration / deceleration and / or the weight of the goods that it loads according to the remaining autonomy of the shuttle. For example, if the remaining autonomy is low, the shuttle may only accept lighter goods whose transport is compatible with this autonomy.

Each shuttle can be configured to automatically reduce the power delivered by its motor means and / or automatically put some of its on-board sensors into a standby state when the remaining autonomy of the shuttle falls below a predetermined threshold. This helps to preserve the remaining autonomy of the shuttle.

Data processing by artificial intelligence at the level of the centralized supervision system

The automated goods transport system may experience disturbances upstream (modification of a customer's order, delay in reaching the system entrance, etc.) and / or downstream (reduced reception capacity of stations, surface congestion, etc.) of the latter. It is therefore necessary to be able to reduce the consequences, or even prevent such disturbances.

The automated goods transport system may include sensors located within the infrastructure, shuttles, goods and / or containers, these sensors making it possible to generate, continuously or periodically, data relating to the shuttles (speed, level acceleration / deceleration, location, state of its motor means, state of certain components such as bearings, state of wear of its mechanical parts, remaining autonomy of its energy storage means, etc.), to goods and / or containers (destination, origin, recipient, sender, market value, degree of priority, nature, temperature measured inside the container, in particular current temperature measured and / or history of measured temperatures, weight, volume, dimensions, number of packages contained inside the container, any specific character of the goods, such as a fragile, perishable and / or dangerous character, for example a chemical or fire risk, tra upstream and / or downstream surface carrier, etc.), to the infrastructure (remaining capacity of the stations), and to infrastructure and / or shuttle failures (breakdowns, fires, etc.).

The centralized supervision system may include at least one communication network, preferably several communication networks, in particular one network. main network and a backup network that can take over in the event of failure of the main network. The centralized supervision system can also comprise at least one, preferably several data storage modules, in particular removable, such as a ROM or flash memory, and / or at least one, preferably several processing modules comprising computer means. such as a microprocessor or microcontroller. The redundancy of communication networks, data storage modules and processing modules increases the reliability of the centralized supervision system.

The centralized supervision system can be configured to collect, via the communication network (s), the data generated by the sensors, in particular in real time, and to store this data on the storage module (s).

The centralized supervision system may include, on the storage means (s), pre-recorded data comprising previous data generated by the sensors over the same period of time and associated with a known situation.

The centralized supervision system can be configured to determine, in particular in real time (up to the processing delay), whether the data generated by the sensors at the present moment corresponds to a known situation, and to independently trigger a corrective action if this is the case. If desired, the centralized supervision system can be configured to allow remote validation of some of these actions at least by a human operator, before applying them.

These corrective actions may include assigning a new level of priority to a container and / or shuttle, modifying the speed of the shuttles and / or the drive cable, engaging a shuttle without loading or '' a shuttle equipped to fight against fire and / or for the maintenance and / or repair of at least one other shuttle, placing a faulty shuttle in the parking area, actuation of the means to fight against fire, and / or the automatic sending of an alert notification to the recipient or to a downstream surface transporter, for example in the form of an SMS or a push notification on a mobile phone, indicating a change in the expected delivery time.

Thus, the centralized supervision system can make it possible to process the data generated by the sensors, compare this data with previous data and trigger corrective actions. The processing, comparison and triggering of corrective actions can involve mathematical methods of artificial intelligence such as machine learning or "machine learning", for example using neural networks.

Such a centralized supervision system can make it possible to predict the occurrence of an unwanted situation, in particular using the principle of "weak signals", and trigger corrective action so as to avoid the occurrence of such an unwanted situation. This can thus make it possible to optimize the delivery of goods and / or containers as well as the operation of the automated goods transport system by anticipating possible disruptions.

Data processing by artificial intelligence at the shuttle level

Each shuttle may experience disruptions during its journey within the automated goods transport system (slowing down or even stopping the movement of shuttles, for example due to the reduced reception capacity of a station, breakdown, accident, fire, maintenance work on the infrastructure, etc.). It is therefore necessary to be able to reduce the consequences, or even prevent such disruptions, in order to guarantee delivery of the goods to their final destination on time.

Each shuttle can include onboard sensors, these sensors making it possible to generate, continuously or periodically, data relating to the shuttle (speed, level of acceleration / deceleration, location, state of its engine means, state of certain components such as bearings, state of wear of its mechanical parts, remaining autonomy of its energy storage means, etc.), to the goods and / or containers it transports (destination, origin, recipient, sender, market value, degree of priority, nature, temperature measured inside the container, in particular current temperature measured and / or history of measured temperatures, weight, volume, dimensions, number of packages contained inside the container, any specific character of the goods, such as '' a fragile, perishable and / or dangerous nature, for example a chemical or fire risk, identity and / or nature of the upstream and / or downstream surface carrier, etc.), and failures on the shuttle (breakdowns, fires, etc.).

The intelligence on board each shuttle can be arranged to collect the data generated by the onboard sensors, in particular in real time, and store this data on the onboard data storage module of the shuttle. Each shuttle can also be configured to transmit the data generated by the onboard sensors, in particular in real time, to the centralized supervision system which preferably stores these data.

Each shuttle can include, on the onboard data storage module, pre-recorded data comprising previous data generated by the onboard sensors over the same period of time and associated with a known situation.

The intelligence on board each shuttle can be arranged to determine, in particular in real time (except for processing delay), whether the data generated by the sensors on board at the present moment correspond to a known situation, and to independently trigger a corrective action if this is the case. If desired, on-board intelligence can be configured to allow remote validation of some of these actions at least by a human operator, before they are applied.

These corrective actions may include the assignment of a new degree of priority to the container and / or the shuttle, the modification of the loading and / or unloading station where the shuttle is loaded and / or unloaded, the modification of the speed or even stopping a shuttle, recharging the battery of another shuttle or repairing another shuttle by pulling or pushing it, automatically sending an alert signal to the centralized supervision system, and / or placing the shuttle in the parking area.

Thus, the intelligence onboard each shuttle can process the data generated by the sensors, compare this data with previous data and trigger corrective actions. The processing, comparison and triggering of corrective actions can call for artificial intelligence mathematical methods such as machine learning or "machine learning", for example using neural networks.

Such on-board intelligence can make it possible to predict the occurrence of an unwanted situation, in particular using the principle of "weak signals", and trigger corrective action in order to prevent the occurrence of such an unwanted situation. This can thus make it possible to optimize the delivery of goods and / or containers as well as the operation of the automated goods transport system by anticipating possible disruptions.

Brief description of the drawings The invention may be better understood on reading the detailed description which follows, of non-limiting examples of its implementation; and examination of the attached drawing, on which:

[Fig 1] Figure 1 is a schematic and partial vertical section of an example of an automated system for transporting goods according to the invention,

[Fig 2] Figure 2 shows schematically and partially, in cross section, an example of a shuttle and container assembly, traveling in a tunnel,

[Fig 3] Figure 3 shows schematically and partially, in cross section, an example of a shuttle and container assembly, traveling in a tunnel,

[Fig 4] Figure 4 is a diagram illustrating an example of a shuttle traffic infrastructure belonging to an automated freight transport system according to the invention,

[Fig 5] FIG. 5 schematically represents an example of an infrastructure comprising a closed-loop traffic lane,

[Fig 6] Figure 6 represents, schematically, an example of an infrastructure comprising a traffic lane,

[Fig 7] Figure 7 shows schematically an example of a shuttle driven by a drive cable,

[Fig 8] Figure 8 schematically shows an example of a shuttle with on-board intelligence,

[Fig 9] FIG. 9 schematically represents an example of an infrastructure comprising a closed-loop traffic lane,

[Fig 10] Figure 10 shows, schematically, an exemplary embodiment of the selection of loading and / or unloading stations where the shuttles are loaded and / or unloaded.

detailed description

The transport system 1 according to the invention illustrated in Figure 1 can be used for the transport of passengers and / or all kinds of freight. It comprises a set of shuttles that can travel on one or more traffic lanes.

System 1 comprises a tunnel 2 extending at least partially under a dense urban environment and comprising, as can be seen in FIG. 1, surface buildings B as well as underground infrastructures I, under which the tunnel extends. 2. This the latter is designed to allow the automated transport of goods present in loading units such as containers 3.

As illustrated in FIG. 2, the containers 3 can be carried by transport shuttles 17 which circulate in the tunnel 2. These transport shuttles 17 can have a sectional shape chosen so as to best occupy the section of the tunnel 2. The shuttles 17 can have, as illustrated, a cradle 19 which receives at least one container 3.

The shuttles can run directly on the tunnel wall. Each shuttle 17 can then include a mechanism which allows it to be centered in the lower part of the tunnel 2, for example by varying the angle between the axes of rotation of the wheels 18 of the shuttle 17 which rest on the wall of the tunnel 2.

As a variant, the transport shuttles 17 move on railway tracks 300 within the tunnel 2, as illustrated in FIG. 3.

The shuttles run on tracks which may have sections arranged in various ways, for example:

- a single section, rectilinear or not, between the starting point and the ending point of the track;

- more than two consecutive sections, straight or not, between the starting point and the finishing point, two consecutive sections that may be aligned with each other, or make a turn between them;

- sections organized in a loop to make it possible to move shuttles between a multiplicity of loading / unloading stations located at the nodes of loop 7 or only at some of these nodes.

FIG. 4 illustrates an example of a traffic lane comprising two successive sections 107 each located between two loading / unloading stations 4. The sections shown are rectilinear, and there is between them a transition zone 212 forming a bend.

The sections of the traffic lane can be located at ground level, in height (the shuttles being suspended or resting on supports built in height) and / or be underground.

There is shown in Figure 5 an exemplary embodiment of a transport loop 7, comprising sections 107 rectilinear or substantially rectilinear, connected by loading / unloading stations 4. The main flow of goods injected into the loop 7 can circulate by a line 110 called penetrating, connected to a peripheral scheduling station 6 which constitutes a rear base, and where the goods to be transported are conditioned and scheduled according to their destination. The goods intended to transit through the same loading / unloading station 4 of the loop 7 to reach their final destination can be packaged within the same loading unit, and this packaging can advantageously take place at the level of the scheduling station. 6. The order of loading the shuttles 17 at the level of the scheduling station 6 can also be carried out according to the destination of the goods loaded on each of these shuttles. The station 6 can thus ensure the management of a large part of the flow of goods which is injected into the loop 7, and can make it possible to limit the flow of goods loaded onto the shuttles from the loading / unloading stations 4 located on the loop 7. Line 110 can be bidirectional, and implemented in the form of a two-lane tunnel or two tunnels, parallel or not.

FIG. 9 shows an exemplary embodiment of a transport loop 7 having the shape of an "eight" and comprising sections 107 which are rectilinear or substantially rectilinear or curvilinear, connected by loading / unloading stations 4.

The “eight” shaped transport loop 7 comprises two secondary loops 901 and 902 which are preferably interconnected at their contact zone 900.

Each secondary loop 901 or 902 can be connected to one or more lines 910 or 920 called penetrating, each connected to a peripheral scheduling station 6 which constitutes a rear base, and where the goods to be transported are packaged and scheduled according to their destination.

Preferably, the "eight" shaped transport loop 7 is unidirectional. The shuttles can circulate on the two secondary loops 901 and 902 passing from one to the other in a path in the form of an “eight”, the two secondary loops 901 and 902 being interconnected. It is still possible that the shuttles circulate on only one of the two secondary loops 901 and 902, for example make a complete turn on one of these secondary loops without passing over the other secondary loop, depending on their destination and / or traffic on the other loop or because the system is operating in degraded mode, if one of the loops is unavailable for example. Preferably, lines 910 and 920 are bidirectional. They can each be made in the form of a two-lane tunnel or of two parallel or non-parallel tunnels, preferably in the form of a two-lane tunnel.

There is shown in Figure 6, an embodiment of the transport loop 7, comprising sections 107 rectilinear or substantially rectilinear, connected by the loading / unloading stations 4. The sections 107 and / or the loading / unloading stations 4 may include parking zones 310, in particular for shuttles exhibiting failures. Each parking area 310 can be equipped with a trans-boarding system 311 making it possible to transfer goods from one shuttle to another.

FIG. 7 shows an example of a shuttle 17 comprising wheels 18 allowing the shuttle to run directly on the wall of the tunnel 2 or on rails while being towed by a cable 501. This shuttle 17 further comprises a wheel. 500, for example in a central position, which can be coupled to the cable 501 or decoupled. When the wheel 500 is coupled to the cable 501 and locked in rotation, the shuttle 17 circulates within the infrastructure at the driving speed of the cable 501, being towed by the latter. In another mode of operation of shuttle 17, it is stopped at a location in the infrastructure, with its wheels 18 locked. The wheel 500, still coupled to the cable 501, drives an alternator in order to recharge an energy storage means of the shuttle 17. When the storage means is full, the wheel 500 can be decoupled from the cable 501.

Different components of a shuttle 17 have been shown schematically in Figure 8.

In particular, a block 410 in this figure is represented by an electronic device configured to provide on-board intelligence to the shuttle 17, which allows the latter to be autonomous as explained above.

The braking member 470 and the motor means 460 are connected to the electronic device 410 which can control them.

The energy storage means 450 comprises for example a rechargeable battery 451, the charge of which is managed by an integrated circuit in the battery and / or the electronic device 410.

The electronic device 410 comprises in this example an on-board detection system 420, an on-board processing module 430 and a on-board communication 440. The electronic device 410 can also include an on-board data storage module 480. This on-board data storage module 480 can include electronic storage means, in particular removable, such as a ROM or flash memory.

The on-board detection system 420 is configured to perform continuously, or alternatively periodically, at least one measurement relating to at least one parameter of a condition linked to the state of the shuttle 17 and / or to its environment, such as explained above, for example the temperature, the oxygen level, the humidity level and any shocks undergone by the shuttle 17.

The detection system 420 comprises, for example, an on-board temperature sensor 421, an on-board oxygen sensor 422, an on-board humidity sensor 423 and an accelerometer 424, among other possible sensors, and whose functions have been described above.

These on-board sensors 421, 422, 423 and 424 generate measurement data

425.

The on-board processing module 430 comprises for example a microprocessor 431 making it possible to process the data 425 generated by the on-board detection system 420.

The on-board processing module 430 can trigger various actions on the shuttle 17, for example to regulate its speed by acting on the braking member 470 and / or the motor means 460 of the shuttle 17.

The on-board communication module 440 comprises a radio transceiver 441 allowing the shuttle 17 to communicate with at least one other shuttle 17 and / or with the centralized supervision system 400.

The on-board communication module 440 is connected to the on-board detection system 420 and to the on-board processing module 430 and can transmit by wireless communication the digital data generated by each of these two modules 420 and 430 to at least one other shuttle 17 and / or the centralized supervision system 400.

The on-board communication module 440 is also capable of receiving information coming from at least one other shuttle 17 and / or from the centralized supervision system 400. This information received is processed by the on-board processing module 430. Selection of stations

At least one level of priority can be assigned to at least one good and / or at least one container for transporting goods, this level of priority being all the higher as the goods must benefit from a reduced transport time for be transported to their final destination.

Thus, a commodity and / or a container will be assigned an increasing degree of priority depending on whether it must be delivered to its final destination in less than 48 hours, 24 hours, 12 hours, 2 hours, etc.

Perishable goods, valuable products, pharmaceutical products, goods that have accumulated delays in reaching the entrance to the transport system, or goods for which the recipient has paid an additional cost may be examples of goods affected by high costs. priority degrees.

As illustrated in Figures 9 and 10, the intelligence on board each shuttle and / or the centralized supervision system can be configured to determine the closest loading and / or unloading station n to the final destination of the goods and / or containers.

Preferably, the intelligence on board each shuttle and / or the centralized supervision system can be configured to determine an optimal path that the shuttle must take to reach said nearest station //, this optimal path being determined by minimizing the distance and / or the duration of the journey. For example, the optimal route is determined taking into account the traffic conditions and any slowdowns in the traffic infrastructure.

The intelligence on board each shuttle and / or the centralized supervision system can be configured to allow the shuttle to unload the goods (s) and / or containers at said nearest station //, if the remaining reception capacity ( for example a number of containers likely to be accommodated in addition) of said closest station (¾ is greater than a capacity threshold x, _w predetermined for said nearest station, whatever their degree of priority y.

On the contrary, if the remaining reception capacity of said nearest station C _(n) is less than said predetermined capacity threshold x, _w for said nearest station, the goods and / or containers are unloaded at said nearest station n only if their degree of priority P is greater than a predetermined priority threshold y. On the contrary, if their degree of priority P is lower than said priority threshold y, the goods and / or containers are unloaded at station n + 1 which immediately follows said nearest station n in the direction of advance of the shuttles. , if the remaining reception capacity of said next station C _{(n + i)} is greater than a capacity threshold x, „i, predetermined for said next station.

On the contrary, if the remaining reception capacity of said next station C _{(n + i)} is less than said predetermined capacity threshold X ( _n + i) for said next station, the goods and / or containers are unloaded at station n-1 which immediately precedes said nearest station n in the direction of advance of the shuttles, if the remaining reception capacity of said preceding station C _(n -i ₎ is greater than a capacity threshold x, „ -i, predetermined for the said previous station.

On the contrary, if the remaining reception capacity of said previous station C _(n -i ₎ is less than said predetermined capacity threshold X („- i) for said previous station, the goods and / or containers are unloaded at said closest station n if the remaining capacity of said nearest station (¾ is greater than said predetermined capacity threshold X ₍ „ ₎ for said nearest station.

In the case where each loading and / or unloading station is configured to generate information relating to its remaining reception capacity and transmit said information to the shuttles when the latter are present in the vicinity of the station, the realization of such a selection causes the shuttle to move first in the direction of the nearest station n, then possibly in a second step in the direction of the next station "+7, then possibly in a third time in the direction of the station which precedes n-1, then possibly in a fourth step towards the nearest station n and so on.

Such a selection can allow an optimization of the storage of goods within stations while avoiding their saturation and can allow the delivery of goods to their final destination with guaranteed punctuality.

The selection of the loading or unloading stations 4 of the shuttles 17 can be carried out so as to take into account the priority nature of the transport of certain goods and / or containers 3 over others. Thus, in case of reduced reception capacity of a station 4, it is possible to favor the unloading at this station 4 of the goods and / or containers with the highest priority, the other goods and / or containers the least priority being able to be unloaded at stations 4 further away from their final destination but having a greater reception capacity, the resulting increase in delivery time remaining within an acceptable limit. The system can also be arranged so that a non-priority merchandise and / or container makes a complete tour of the loop if the planned unloading station is not available; in this case, the loop serves as a storage space for goods and / or containers.

Thus, the aforementioned communication network can be arranged to allow the shuttles 17 to receive information relating to the remaining reception capacity of each loading and / or unloading station 4, the selection of the loading and / or unloading stations 4 where the shuttles 17 are loaded and / or unloaded, for example taking place automatically as a function of the remaining capacity of the stations 4, of the final destination and of the degree of priority of the goods and / or containers. Each loading and / or unloading station 4 can be configured to generate information relating to its remaining capacity and transmit, in particular periodically or continuously, said information to the centralized supervision system 400 and / or to the shuttles 17, in particular when these The latter are present in the vicinity of station 4. The centralized supervision system 400 can also, if necessary, be configured to transmit, in particular periodically or continuously, to each shuttle 17 the information relating to the remaining capacity of each station. loading and / or unloading 4.

The centralized supervision system 400 can be configured to assign to each merchandise and / or container 3 at least one degree of priority.

The centralized supervision system 400 can be arranged to supervise the loading and / or unloading of the shuttles 17, in particular by giving orders for the loading and / or unloading of the latter to the systems used to carry out this loading and / or unloading. .

Each shuttle 17 can be configured to compare the priority level (s) of the container (s) 3 and / or goods transported by the shuttle 17 with the priority level (s) of the container (s) 3 and / or goods transported by at least one other shuttle 17, in particular a shuttle 17 which precedes or follows, and adapt the behavior of the shuttle 17 as a function of the comparison of the degrees of priority. For example, a shuttle 17 transporting a non-priority goods and / or container may park temporarily on a lane provided for this purpose, to allow it to be passed by a another shuttle 17 at the request of the latter. The infrastructure can thus include at least one parking zone 310, in particular underground, allowing a shuttle 17 to overtake at least one other shuttle 17 whose priority level (s) assigned to the goods and / or containers 3 that it transports are lower, so as to reach its loading and / or unloading station 4 more quickly.

A shuttle 17 may also not unload its payload at a station 4 if another shuttle 17 requests it, in order to have the corresponding reception capacity.

Each loading and / or unloading station can be configured to compare the degree (s) of priority of the container (s) and / or goods present within the station, and to rise to the surface and / or descend to the tunnel the latter d 'the faster the higher the priority.

Each merchandise and / or container 3 may include a circuit capable of automatically transmitting to the shuttle 17 which transports it or it and / or to at least one other shuttle 17, in particular a shuttle 17 which precedes or follows and / or to the centralized supervision 400, at least one item of information on its final destination, its nature, its weight and / or its degree of priority.

Each shuttle can be configured to move automatically and autonomously towards a loading and / or unloading station 4 and automatically adapt its speed of movement, its level of acceleration / deceleration, its distance from the shuttles preceding and following it, its route, depending on said information and the remaining capacity of the stations 4.

Of course, the invention is not limited to the examples which have just been described.

Claims

1. Automated freight transport system, comprising:

- a plurality of transport shuttles (17), preferably autonomous, the shuttles (17) can each be loaded with at least one merchandise and / or at least one container (3) for transporting merchandise, at least one degree of priority being assigned to at least one merchandise and / or at least one container (3),

- an infrastructure, in particular underground, on which the shuttles (17) circulate, this infrastructure comprising loading and / or unloading stations (4) of the shuttles (17), making it possible to load and / or unload goods and / or containers (3) and to take charge of these goods and / or containers (3) with surface vehicles,

- at least one communication network allowing the shuttles (17) to receive information relating to the remaining reception capacity of each loading and / or unloading station (4) to receive goods and / or containers (3), the selection of the loading and / or unloading stations (4) where the shuttles (17) are loaded and / or unloaded taking place automatically according to the remaining capacity of the stations (4), the final destination and the priority level of the goods (s) and / or containers (3) transported by the shuttles (17).

2. System according to claim 1, the goods being contained in containers (3) for transporting goods, at least one degree of priority being assigned to at least one container (3) and / or to at least one goods contained in it. 'inside the container (3).

3. System according to claim 1 or 2, comprising a centralized supervision system (400).

4. System according to claim 3, the centralized supervision system (400) being configured to assign to each merchandise and / or container (3) at least one degree of priority.

5. System according to claim 3 or 4, the centralized supervision system (400) being arranged to supervise the loading and / or unloading of the shuttles (17).

6. System according to any one of the preceding claims, the assignment of at least one degree of priority to each merchandise and / or container (3) being carried out when the goods and / or containers (3) are loaded onto the shuttles (17) and / or when the containers (3) are loaded with the goods to be transported.

7. System according to any one of the preceding claims, each shuttle (17) being configured to compare the priority level (s) of the container (s)

(3) and / or goods transported by the shuttle (17) with the priority degree (s) of the container (s) (3) and / or goods transported by at least one other shuttle (17), in particular a shuttle (17) which precedes or follows, and adapt the behavior of the shuttle (17) according to the comparison of the priority degrees.

8. System according to any one of the preceding claims, including claim 3, each merchandise and / or container (3) comprising a circuit capable of automatically transmitting to the shuttle (17) which transports it or it and / or at least another shuttle (17), in particular a shuttle (17) which precedes or follows, and / or to the centralized supervision system (400), at least one item of information on its final destination, its nature, its weight and / or its degree priority.

9. System according to claim 8, each shuttle (17) being configured to move automatically and autonomously to a loading and / or unloading station (4) and automatically adapt its speed of movement, its level of acceleration and / or deceleration, its distance from the shuttles (17) preceding and following it, its route, as a function of said information and of the remaining capacity of the stations (4).

10. System according to any one of the preceding claims, the infrastructure comprising at least one parking area (310), in particular buried, allowing a shuttle (17) to overtake at least one other shuttle (17) including the one or more. the priority levels assigned to the goods and / or containers (3) that it transports are lower, so as to reach its loading and / or unloading station (4) more quickly.

11. System according to any one of claims 1 to 10, of which claim 3, each loading and / or unloading station (4) being configured to generate the information relating to its remaining capacity and to transmit, in particular periodically or continuous, said information to the centralized supervision system (400) and / or to the shuttles (17), in particular when the latter are present in the vicinity of the station

(4).

12. System according to any one of claims 1 to 10, including claim 3, the centralized supervision system (400) being configured to transmit, in particular periodically or continuously, to each shuttle (17) the information relating to. the remaining capacity of each loading and / or unloading station (4).

13. System according to any one of the preceding claims, at least part of the shuttle traffic infrastructure (17) being railroaded.

14. System according to any one of the preceding claims, the shuttles each having on-board intelligence.

15. System according to any one of the preceding claims, the intelligence on board each shuttle and / or the centralized supervision system being configured to determine the loading and / or unloading station closest to the final destination of the. goods and / or containers.

16. System according to any one of the preceding claims, the intelligence on board each shuttle and / or the centralized supervision system being configured to determine an optimal path that the shuttle must take to reach said nearest station, this optimal path. preferably being determined by minimizing the distance and / or duration of the journey.

17. System according to any one of the preceding claims, the intelligence on board each shuttle and / or the centralized supervision system being configured to allow the shuttle to unload the goods and / or containers at said nearest station. , if the remaining reception capacity of said closest station is greater than a predetermined capacity threshold for said closest station, regardless of their degree of priority.

18. System according to any one of the preceding claims, the intelligence on board each shuttle and / or the centralized supervision system being configured to allow the shuttle to unload the goods and / or containers at said nearest station. , if the remaining reception capacity of said closest station is less than said predetermined capacity threshold for said closest station, only if their degree of priority is greater than a predetermined priority threshold.

19. System according to any one of the preceding claims, the intelligence on board each shuttle (17) being configured to allow a control of routing elements by the shuttle (17) itself, in particular to enable it to modify its route independently.

20. System according to any one of the preceding claims, the shuttle traffic infrastructure (17) comprising at least one drive cable for driving the shuttles (17) on at least part of the infrastructure, the latter comprising means for coupling and uncoupling independently or not from the drive cable.

21. System according to any one of the preceding claims, the shuttle traffic infrastructure (17) comprising at least one traffic lane, in particular buried, on which the shuttles (17) preferably run unidirectionally.

22. System according to claim 21, the traffic lane being in a closed loop (7), in particular in the shape of an eight, with one or more penetrating elements, if appropriate.

23. A system according to any preceding claim, the shuttles traveling unidirectionally over at least part of the infrastructure.

24. System according to any one of the preceding claims, each loading and / or unloading station being configured to compare the degree (s) of priority of the container (s) and / or goods present within the station, and to rise to the surface. and / or descend to the tunnel, the faster the higher their priority level.