FR2991278A1 - Method for transporting travelers from one point to another point on line in e.g. airport, involves allowing vehicles to move between stations, and allowing stations to be occupied by vehicles moving towards different points - Google Patents

Abstract

The method involves providing a central management unit (C) with a set of sections (Sa-Sd), where the management unit is arranged for controlling a line (L). The unit is allowed to receive information to determine the sections on which the travelers are to be transported and the sections on which the travelers are not transported. A set of vehicles is allowed to move between stations (Ga-Gd) of the same section during a sequence only if the travelers to be transported are present. The stations are again occupied by vehicles moving towards different points (A, B) at the end of the sequence. The vehicles are electric, thermal or hybrid vehicles. An independent claim is also included for an installation for adaptation of a method for transporting travelers.

Description

The invention relates to the technical field of transport, particularly passenger transport by so-called "clean site" means. This type of transport can be used in urban areas, but also in special areas, such as airports or exhibition grounds, or in cities that are moving voluntarily towards a "car-free" environment. More particularly, the invention relates to a method using an arrangement of vehicles, this method allowing the transport of passengers automatically 24 hours a day. Urban areas are faced with the general problem of the mobility of people; existing processes do not fully meet the current needs of communities; lonely transport 15 would often be the preferred solution, but it is generally impossible to implement them reasonably in existing cities, let alone in the center of old and historic cities. The main criticism addressed to the transport in own-site (Metros, 20 trams in own-site, High-level Bus of Services, ...) is that it requires an excessive ground surface or aboveground works too expensive. In general, a line in its own right is a two-lane line (one lane for each direction); in addition to the congestion of the tracks, we must add the platforms for the access of travelers on both sides of the line, crossings, 25 junctions, vehicle parking, .... Another notorious disadvantage public transport of the prior art is related to their mode of operation. The transmission lines are designed to carry passengers on a line from point A to point B at a predefined rate, calculated on the estimates of travelers to be transported. The vehicles leave point A or point B at fixed times, then move to their destination stopping eventually in intermediate stations, respecting a schedule, but without taking into account the actual presence of travelers. This mode of operation is generally well suited for periods of peak traffic, where there is virtually all the time travelers traveling on the line. On the other hand, during off-peak hours, the transport service is stopped, for economic reasons, leaving the passengers without a collective solution, or the rates are maintained, but then, the transport vehicles circulate almost "empty", creating unnecessary expenditure and energy consumption. It is even common to see vehicles running completely "empty" on the whole line, no traveler coming to the stations. Patent FR 2 706 405 A1 (DUBOIS JACKY) describes a method for transporting passengers in vehicles on a transmission line going from point A to point B belonging to a network of tracks following a predefined route, without disclosing the means management of vehicles on the tracks, especially for empty vehicles, without calling into question the mode of operation and without providing a solution to the problem of implantation in existing urban areas. The object of the present invention is, above all, to propose an urban transport method in own-site which provides a solution for very significantly reducing the footprint on the ground, to limit or even cancel the movements of vehicles without passengers, and to improve the service to the 20 users, in particular, by limiting the waiting time in the stations. The invention relates to a transmission line connecting a point A to a point B, consisting of several sections S, the operating period being divided into repetitive sequences T; the invention consists in optimizing the displacement of the vehicles at each sequence T and for each section S, taking into account the presence / absence of passengers to be transported on the sections S. The sections S are separated by stations G, each station G 30 can be occupied simultaneously by a vehicle heading towards B and a vehicle heading towards A. During a sequence T, the vehicles can move between two stations G of the same section S, some going towards B, and the others going towards A. The duration of a sequence T is therefore greater than the time taken by the vehicles to travel the distance separating two adjacent stations G on the line L.

The invention therefore relates to a transport method, for transporting passengers on a line L from a point A to a point B, consisting of several sections S, the operating period being divided into repetitive sequences T, the operation of the line L being controlled by a central management C, which method is characterized in that: - At the beginning of a sequence T, all the stations G of the line L are occupied by a vehicle going towards B and a vehicle is directing to A, the central management C receiving information to determine S sections on which there are travelers to transport and S sections on which there is no traveler to transport. During the sequence T, the vehicles move between two stations G of the same section S only if there are passengers to be transported on this section S; the other vehicles remaining stationary or occupying the vacated places without changing station G, so that at the end of the sequence T, all the stations G of the line L are occupied again by a vehicle going towards B and a vehicle heading towards A.

As indicated above, the central management C must be able to determine at each beginning of the sequence T, the sections S on which there are passengers to be transported and the sections S on which there is no traveler to carry. ; advantageously, this information can be provided by the travelers themselves, who can indicate their arrival station G by going up in the vehicles, or who can indicate in advance their departure station G and their arrival station G; alternatively, this information can be provided by sensors placed in the vehicles, indicating the presence of one or more travelers (radar, video camera, ...).

Advantageously, the vehicles changing positions leave their parking zone and arrive in their new position with a controlled synchronization. This synchronization of the movements of the vehicles generally makes it possible to have a single-lane line L, with limited crossing zones, making it possible to significantly reduce the footprint. It is the role of central management C to ensure this synchronism. Preferably, the crossing zones are located towards the center of the sections S and in the stations G.

To ensure this synchronism, the sequence T is advantageously organized as follows: - Initially, all vehicles are parked in stations G on their parking area, and the doors are closed; the central management C receives the information to determine the sections S where there are travelers to transport; it deduces the type of displacement of each of the vehicles on the sections S. - After having checked the safety instructions, the central management C authorizes the starting of the vehicles; preferably, all moving vehicles start at the same time in all sections S. the central management C controls the speed of moving vehicles, according to their position on the sections S; the vehicles stop on their new parking area; - the doors open, allowing passengers arriving at destination to disembark and new passengers to board. - only when all the vehicles have been stopped for a period of time sufficient to allow the movements of passengers that the doors of the vehicles close together, and that the sequence T ends. A new sequence T can begin.

According to the invention, the travel times of vehicles from a station G to a nearby station G are substantially the same for all sections S; advantageously, these durations are not less than 75% of the longest duration and are all less than the duration of the T sequences.

However, the sections S may have different lengths or intermediate stops, provided that the duration of the trips meet the above conditions. Preferably, the duration of the sequences T is the same throughout the time of operation, the system being regulated automatically. Occasionally, some starts of sequences T can be delayed by the central management C, in case of minor malfunctions (door lock ...). In the event of a sustained malfunction of a section S, the central management C can isolate the defective section S, the line L continuing to operate on two sections, one going from the point A to the section S preceding the section S defective, and the other from section S in the defective S section to point B.

The invention also consists of an installation for implementing a method as defined above, comprising a transport line L ranging from a point A to a point B, the line L consisting of several sections S, the sections S being separated by stations G having a parking area for a vehicle traveling towards B and a parking area for a vehicle traveling towards A; the operating period being divided into repetitive sequences T and the operation of the line L being controlled by a central management C, which installation is characterized in that: at the beginning of a sequence T, in all the stations G of line L, there is a vehicle on the parking area going to B and a vehicle on the parking area going to A, the central management C having the means to determine the sections S on which there are 15 travelers to transport and S sections on which there is no traveler to transport; During the sequence T, the vehicles move between the stations G of the same section S only if there are passengers to be transported on this section S; the other vehicles remaining stationary or occupying the parking areas released without changing station G, so that at the end of the sequence T, all the parking areas of the stations G of the line L are occupied by again by a vehicle heading towards B and a vehicle heading towards A. Advantageously, the line L is single-track with crossing zones; preferably, the crossing zones are located in the center of each section S and in each station G. The single track on almost all of the section S makes it possible to considerably limit the footprint. Advantageously, the parking zones of the vehicles in the G stations are arranged on the single lane, the access docks for the users moving in one or the other direction being located on the same side of the lane. This arrangement simplifies the G stations and minimize the footprint. 35 Preferably, the vehicle heading to the right - to point B - is stopped in the left parking area of station G and the vehicle traveling to the left - to point A - is stopped on the parking right from G station; thus, during a sequence T, if all the vehicles that move, start at the same time, the crossing of the vehicles is facilitated and secure.

According to this embodiment of the invention, it can be seen that the direction of travel of a vehicle completely defines its trajectory; this feature, related to the invention is made more apparent hereinafter, during the description of the figures; the operation of the system using the method is thus simplified and secure.

Without departing from the scope of the invention, the vehicles can be made mobile in a number of ways: either they are passive vehicles, using, for example, cable traction; the vehicles are self-propelled (electric, thermal, hybrid, etc.); - For sections S of limited lengths, energy storage solutions can be envisaged (super capacitors, compressed air, flywheel, ...).

One possibility is that vehicles move on rails; between two stations G, the path may be single, with a zone of avoidance towards the middle, to allow the crossing of the vehicles; in the G-stations, an avoidance zone allows crossings and maneuvers of the vehicles.

Another possibility is that the vehicles move on tires on a specific roadway, in a single lane with a crossing zone towards the middle, and a crossing zone in the stations G. The guiding and steering are realized by means known, mechanical or electronic, including bar-coded optical systems. Alternatively, the vehicles can be guided by other means without departing from the invention; the vehicles can be suspended, floating, moving on pneumatic, monorail, air cushion, magnetic levitation, etc ... In another variant, the crossing zones can be, either side, on a plane horizontal, but superimposed in a vertical plane. For example, the vehicle heading towards B may have a narrow lane which will be the lower lane, and the vehicle heading towards A may have a wider lane which will be the upper lane; this solution, described more precisely below, can further reduce the footprint.

Preferably, the cabs of vehicles have a reduced width, and a height allowing a man to move upright. We can also consider specialized cabins, for example for seated travelers only, for travelers with large packages, for travelers with bicycles ... Generally, the line L starts from a point A to a point B without branching. Branching is possible from a main line L; some T sequences will give priority to one branch of the branch and the other T sequences will give priority to the other branch, this priority being managed by the central management C. According to another variant, the line L may be circular, the path starting to a station G and returning to this same station G.

Advantageously, during off-peak periods, the capacity of vehicles, composed of two detachable cabins, can be reduced; one of the cabins being placed on an additional parking area in the G stations, during an intermediate sequence; another possibility is to twin two adjacent sections S, for example, by placing one out of two vehicles on an additional parking area in the G stations, and closing one G station on two; this arrangement to fluidize and accelerate the movement of vehicles in circulation. The above examples show the great flexibility of the process, which adapts to varying conditions.

Stations G can be very simplified from the moment the platform that allows access to vehicles going in both directions is located on the same side of the track. G stations are simplified, small and repetitive, can be totally or partially prefabricated in the factory and assembled on site, thus reducing costs, shorten construction times and make the installation more reliable. Other features and advantages of the invention will become apparent from the following description of non-limiting embodiments, description which will be made with reference to the accompanying drawings in which: Figure 1 describes a station G according to the invention; Figure 2 shows a section S according to the invention; Figure 3 partially depicts a line L from point A to point B, with three sections S being shown; Figure 4 shows schematically the case where there is at least one traveler to transport on a section S, and no traveler on the adjacent sections S; FIG. 5 schematizes the case where there is at least one traveler to be transported on two consecutive sections S, and no traveler on the neighboring sections S; FIG. 6 schematizes the case where there is at least one traveler to be transported on three consecutive sections S, and no traveler on the adjacent sections S; - Figure 7 shows the case where there is no traveler to transport on two consecutive S sections; - Figure 8 shows the case where there is at least one traveler to transport on all sections S of the line; FIG. 9 and FIG. 10 represent the unilateral guidance of the vehicles as a function of the direction of travel; FIG. 11 and FIG. 12 represent an example of duplication of vehicles; Fig. 13 and Fig. 14 show an example of pairing of adjacent sections S; - Figure 15 shows the case where there is a failure on a section. - Figure 16 describes a line with branching; - Figure 17 describes a circular line; FIG. 18 and FIG. 19 represent the case where the crossing of the vehicles is carried out in a vertical plane; Referring to Fig.1 of the drawings, one can see an example of station G; the station G is crossed by the line L and has a crossing zone 5, allowing the crossing of the vehicles; two parking zones 1 and 2 are reserved to allow vehicles 3 and 4 to position themselves at the beginning, possibly in progress, and at the end of sequences T; a boarding platform 7 is located on one side of the line L, with an area 8 for the passengers going to the point B and a zone 9 for the passengers going to the point A; in the example shown, the parking zone 1, located closest to the point A, receives the vehicle 3 which goes to the point B, and the parking zone 2, located closest to the point B, receives the vehicle 4 which goes to point A.

Fig. 2 allows to describe an example of section S in more detail; the section Sa shown, is crossed by the line L and it is limited by the two stations Ga and Gb; it has two crossing zones 5a and 5b in each of the two stations Ga and Gb and a crossing zone 6a towards its center; it is easy to see that section Sa comprises four parking areas 1a, 2a, 1b, 2b, which can simultaneously receive four vehicles 3a, 4a, 3b and 4b. In the example shown, the parking zones 1a and 1b receive the vehicles 3a and 3b which are moving towards the point B, and the parking zones 2a and 2b receive the vehicles 4a and 4b which go towards the point A.

Referring to Fig.3, one can see the partial schematic of a transport line L connecting a point A and a point B, three sections Sa, Sb and Sc being shown. Each section S is delimited by Ga-Gd stations. There are shown wired or "wireless" information transmissions 10 and 11 allowing the central management C to receive information on the presence / absence of traveler (s) from each of the vehicles 3 and 4; the central management C then transmits through the transmissions 12, the information for defining the movement orders of the vehicles positioned in the stations G.

Fig.4 shows the movements of the vehicles, in the case where there is at least one traveler to transport on the section Sb, and where there is no traveler to transport on the adjacent sections Sa and Sc; this is the case for example of an isolated passenger who rides in the vehicle 3b to go from Gb station to Gc station; the central management C receives the information of the presence of a passenger present in the vehicle 3b and the absence of passengers in the vehicles 3a, 4b, 3c and 4d; the central management C gives the following order of movements: the vehicle 3b leaves the parking zone 1b of the station Gb, takes the line 5b where it crosses the vehicle 4b, then it takes the line L, crosses the vehicle 4c in the crossing zone 6b and stops on the parking area 1 c of the Gc station; the vehicle 4b leaves the parking zone 2b, takes the line L, crosses the vehicle 3b and stops on the parking zone 1b; so he moves inside the Gb station; the vehicle 4c leaves the parking area 2c of the Gc station, takes the line L, first crosses the vehicle 3c, then the vehicle 3b in the zone 6b and stops on the parking area 2b of the Gb station ; the vehicle 3c leaves the parking zone 1c, takes the line 5c, crosses the vehicle 4c and stops on the parking zone 2c; so he moves inside the Gc station. It is found that, during the sequence T, the traveler who was boarded in the vehicle 3b in the Gb station arrived at the Gc station, that the vehicles did not travel on the line portions of the Sa and Sc sections. where there were no passengers to transport and at the end of the sequence, the vehicles are again positioned each on a parking area.

Fig.5 represents the movements of vehicles, in the case where there is at least one traveler to be transported on consecutive sections Sb and Sc, and where there is no traveler to be transported on adjacent sections Sa and Sd; this is the case for example where there are passengers in the vehicles 3b, 3c, 4c and / or 4d and where there is no passenger in the vehicles 3a, 4b, 3d and 4e; the central management C receives the information of the presence of the travelers present in the vehicles 3b, 3c, 4c and / or 4d and the absence of passengers in the vehicles 3a, 4b, 3d and 4e: the vehicle 3b leaves the zone parking 1b, takes the line 5b where he crosses the vehicle 4b; then he takes the line L, crosses the vehicle 4c in the crossing zone 6b and stops on the parking area 1c of the station Gc; the vehicle 4b leaves the parking zone 2b, takes the line L, crosses the vehicle 3b and stops on the parking area 1b; the vehicle 3c leaves the parking area 1c, takes the line 5c where it crosses the vehicle 4c; then he takes the line L, crosses the vehicle 4d in the crossing zone 6c and stops on the parking area 1d of the station Gd; the vehicle 4c leaves the parking area 2c of the station Gc, takes the line L, crosses the vehicle 3c and the vehicle 3b in the zone 6b and stops on the parking area 2b of the station Gb; the vehicle 4d leaves the parking zone 2d of the station Gd, takes the line L, crosses the vehicle 3d, then the vehicle 3c in the zone 6c and stops on the parking area 2c of the station Gc; the vehicle 3d leaves the parking area 1d, takes the line 5d, crosses the vehicle 4d and stops on the parking area 2d. It can be seen that, during the sequence T, the passengers who were in the vehicles 3b, 3c, 4c and / or 4d, made good progress of a section S in the direction of their destination, that the vehicles did not have. circulated on the line portions of the sections Sa and Sd where there was no traveler to transport, and that at the end of the sequence T, the vehicles are again positioned each on a parking area.

Fig.6 represents the movements of the vehicles in the case where there is at least one traveler to be carried on three consecutive sections Sa, Sb and Sc, but there is no traveler on the adjacent sections (it may be noted that the Ga station which is at the head of line L can be considered as belonging to a fictional Sz section that would never have a traveler to transport). In this case, the eight vehicles of the sections Sa, Sb and Sc move simultaneously: the vehicles 3a, 3b and 3c leave their parking area 1a, 1b and 1c, take the lines 5a, 5b and 5c where they cross the vehicles 4a, 4b and 4c; then they take the line L where they cross the vehicles 4b, 4c and 4d in the zones 6a, 6b and 6c and stops on the parking zones lb, 1cetld; the vehicle 3d leaves the parking area 1d, takes the line 5d where it crosses the vehicle 4d and stops on the parking area 2d; the vehicles 4b, 4c and 4d leave the parking zones 2b, 2c and 2d, take the line L, first cross the vehicles 3b, 3c and 3d, then the vehicles 3a, 3b and 3c in the zones 6a, 6b and 6c and stop on parking areas 2a, 2b and 2c; the vehicle 4a leaves the parking area 2a, takes the line L, crosses the vehicle 3a in the zone 5a and stops on the parking area 1a It is found that, during the sequence T, the travelers who were in the vehicles 3a, 3b, 3c and / or 4b, 4c, 4d have progressed a section S in the direction of their destination, that the vehicles have not circulated on the section portion of the section Sd (nor by obviously on the section Sz) where there was no traveler to transport, and that at the end of the sequence T, the vehicles are again positioned each on a parking area.

Fig.7 shows the case where there is no traveler to carry on two consecutive sections Sb and Sc during the sequence T; in this case, the vehicles 3c and 4c of the station Gc common to the two sections Sb and Sc do not leave their parking area for the duration of the sequence T; this case can be generalized for any number of consecutive sections S on which there would be no traveler to transport. In particular, if there are no passengers to be transported on the whole line L, all the vehicles will be stopped during the sequence T.

Fig.8 represents the movements of the vehicles in the case where there is at least one traveler to be transported on all sections S of the line L; in this case, all the vehicles of the sections S move simultaneously to form a single loop.

The descriptions of the various cases above can be generalized regardless of the number of sections S of the line L greater than 2 and preferably greater than 3. Fig.9 represents an example of guidance of the vehicle 3 heading towards point B in accordance with to the invention. Examination of the various cases above shows that the vehicle 3, parked on the parking zone lx has three possibilities of movement during a sequence T: - it remains stationary on the lx parking area; or it moves from the parking zone 1x to the parking zone 2x via the crossing zone 5; or it moves from the parking area lx to the parking area 1y through the crossing zone 5, then through the line L and the crossing zone 6; it can be seen that the vehicle 3 heading towards the point B runs along the border 14 of the line 30 L at all times; it is then simple to guide the vehicle so that it remains at a constant distance from the edge 14; likewise, it is easy to control its speed as a function of its position on the section S, for example by a "barcode" optical system situated on the border 14. Similarly, FIG. vehicle 4 going to point A. Examination of the various cases above shows that the vehicle 4, parked on the parking area 2y has three possibilities of movement during a sequence T: zone zone of - either he remains motionless on the parking area 2y; or it moves from the parking area 2y to the parking lot 1y via the line L; or it moves from the parking area 2y to the parking lot 2x via the track L and the crossing zone 6; it can be seen that the vehicle 4 heading towards the point A is permanently along the border 15 of the line L; it is then simple to guide the vehicle so that it remains at a constant distance from the border 15; likewise, it is easy to control its speed as a function of its position on the section S, for example by a "barcode" optical system located on the border 15. FIG.11 represents a variant in which one adds a zone of parking 21 in stations G. Vehicles 3 and 4 are composed of two detachable cabins 31-32 and 41-42. In off-peak period, during an intermediate sequence, the vehicles 3 represented by the cabins 31-32 are placed on the parking areas 21, while the cabins 41 move from the parking zones 2 to the parking zones 1; at the end of this special sequence, Fig.12 represents the new situation in which the vehicles 41 and 42 have replaced the vehicles 3 and 4 with a lower capacity, better suited to off-peak periods. When you go back to normal, you just have to go the other way in a new special sequence to find the initial situation with an increased capacity.

Fig.13 shows a variant in which we add a parking area 21 in stations G. During operation, it may be interesting to switch from a "bus mode" to a mode where vehicles stop a station on two. During an intermediate sequence, the vehicles 3 are put on the parking areas 21, while the vehicles 4a, 4c, 4e, ... go on the parking areas la, 1c, the, ... and that the vehicles 4b, 4d, 4f, ... go to the parking areas 2a, 2c, 2e, .... At the end of this special sequence, Fig.14 represents the new situation in which the consecutive sections have merged; line L is no longer constituted only sections SA, SB, SC ...; the stations Gb, Gd, Gf, ... are momentarily closed, but these stations Gb, Gd, Gf, ... can be used as central crossing zones for the new sections SA, SB, SC, ..... return to "omnibus" mode, just go the other way in a new special sequence.

FIG. 15 represents the case where a failure renders the portion of the line between the stations Gc and Gd of the section Sc unusable. It can be seen that a fault on a section does not immobilize the line L entirely and that the portions of line L1 and L2 can continue to operate normally. FIG. 16 schematizes a variant in which the line L has a bifurcation going to B1 or B2; an example of operation consists of alternating sequences T, one operating from A to B1, and the next 10 operating from A to B2; preferably, the central management C will analyze the number of passengers on the branch going to B1 and the number of passengers going to B2 and will determine the order of the sequences T so that the movements of passengers are optimized. is another variant in which the line L is circular, the starting station Ga being also the arrival station of the section Sf. Fig.18 and Fig 19 schematically an example of crossing the vehicles in a plane vertical, further limiting the footprint of the transport line L. The example shown relates to rail transport; Fig. 18 represents a crossing 6 in the middle of section S; the line L has a standard spacing, while the line portion 6 has a greater spacing; the vehicle 300 which goes towards B comprises axles 310 and 311 which are at the spacing of the line L, and axles 312 and 313 which are in a position such that they are also at the spacing of the line L. Referring to Fig. 19, it will be seen that the vehicle 300 moves on the lower L-line by successively occupying the positions 301, 302, 303 where it crosses the vehicle 400 and continues on the line L. again in Fig.18, the vehicle 400 which goes to A has axles 410 and 411 which are at the spacing of the line L, and axles 412 and 413 which are in a position such that they are at the spacing of the line portion 6. With reference to FIG. 19, it can be seen that the vehicle 400 moves on the line L with the axles 410 and 411, then on the upper line portion 6, with the axles 412 and 413 by successively occupying the positions 401, 402, 403 where he crosses the vehicle 300, forward t is found that the vehicles that go towards B have the variable axles 312 and 313 in a "narrow" position and the vehicles that go to A have the variable axles 412 and 413 in a position " large " ; the direction of travel of a vehicle thus completely defines its trajectory, as in the case of lateral crossings.

Other embodiments may be adapted to local conditions without departing from the invention. In particular, for the sake of clarity in the description, the descriptions were given for a line going from A to B, the stations G and the platforms 7 being always situated on the same side and represented in the same way; it is obvious that any embodiment using the method described above can not claim to leave the present invention. For example, consider a line L from point A to point B 5 km apart, consisting of 10 sections S of 500 meters each, each vehicle having an average speed of 30 km / h and stopping on average 30 seconds in each station G. The duration of a sequence T is 1 mn 30 s; a traveler will take about 15 minutes to move from point A to point B, and the waiting time outside saturation hours will be a maximum of 1 minute 30 seconds; if a vehicle can carry 20 people, the maximum speed of line L of transport will be 800 passengers per hour. The applications of the invention are numerous, either for urban transport of traditional size, which can carry more than 2,000 passengers per hour, or for "mini trams", narrow vehicles, which can be established in the existing streets, for example instead of a row of parked cars, either for particular sites such as airports or exhibition grounds. "One-sided" passenger access allows G-stations to be oriented on the sidewalk side and integrated into a pedestrian-only area. The lane itself, being of reduced size, can be inexpensively, buried, semi-buried or aerial; it can also be bridged by footbridges, and is no longer a continuous barrier as can be, for example, a heavy tram. Finally, with the method of the invention, it implements a means of transport that operates 24 hours a day, without waiting long boarding, even during off-peak periods.

Claims (12)

REVENDICATIONS1. Transport method, for transporting passengers on a line L from point A to point B, consisting of several sections S, the operating period being divided into repetitive T sequences, the operation of line L being controlled by a central management C, which method is characterized in that: At the beginning of a sequence T, all the stations G of the line L are occupied by a vehicle (3) going towards B and by a vehicle (4). directing to A, the central management C receiving information to determine S sections on which there are travelers to transport and S sections on which there is no traveler to transport. During a sequence T, the vehicles move between the stations G of the same section S only if there are passengers to be transported on this section S; the other vehicles remaining stationary or occupying the vacated places without changing station G, so that at the end of the sequence T, all the stations G of the line L are occupied again by a vehicle (3) heading towards B and a vehicle (4) heading towards A. 2. Method according to claim 1 characterized in that the vehicles heading towards A and vehicles heading towards B, move with a controlled synchronization, so that the transmission line can be single-lane, with zones crossing arranged on the track. 3. Method according to claims 1 and 2 characterized in that the travel times of vehicles from a station G to a nearby station G are substantially the same for all sections S, these durations not being less than 75% the longest duration. 4. Method according to any one of claims 1 to 3, characterized in that, at each sequence T, the vehicles (3) and (4) of all sections S which move, start at the same time. 5. Installation for the implementation of a method according to any one of the preceding claims, comprising a transport line L from a point A to a point B, the line L being composed of several sections S, the sections S being separated by stations G having a parking area (1) for a vehicle (3) traveling towards B and a parking area (2) for a vehicle (4) traveling towards A; the operating period being divided into repetitive sequences T and the operation of the line L being controlled by a central management C, which installation is characterized in that: - At the beginning of a sequence T, in all the stations G of the line L, there is a vehicle (3) on the parking area (1) going to B and a vehicle (4) on the parking area (2) going to A, the central management C having the means to determine the sections S on which there are passengers to be transported and sections S on which there are no passengers to carry; During the sequence T, the vehicles move between the stations G of the same section S only if there are passengers to be transported on this section S; other vehicles remaining stationary or occupying the parking areas released without changing station G, so that at the end of the sequence T, all parking areas (1) and (2) of the stations G de line L are again occupied by a vehicle (3) heading towards B and a vehicle (4) heading towards A. 6. Installation according to claim 5, characterized in that the line L is single-track with crossing zones (6), located towards the center of each section S and crossing zones (5) in each station G. 7. Installation according to claims 5 or 6, characterized in that the access platforms (8) and (9) for travelers heading in either direction A or B are located on the same side of line L. 8. Installation according to any one of claims 5 to 7, characterized in that, in a station G, the parking area (1) located closest to the point A receives the vehicle (3) which is directed towards the point B, while the parking zone (2) located closest to point B receives the vehicle (4) which goes to point A. 9. Installation according to any one of claims 5 to 8, characterized in that the vehicles intersect in the crossing zones (5) and (6), one of the vehicles passing over the other vehicle. 10. Installation according to any one of claims 5 to 9, characterized in that the vehicles (3) and (4) move between stations G of the same section S by means of a cable traction. 11. Installation according to any one of claims 5 to 10, characterized in that the line L has branches. 12. Installation according to any one of claims 5 to 11, characterized in that the G stations are totally or partially prefabricated in the factory and assembled on site. 10