WO2005093685A1 - Method and system for passenger transport - Google Patents

Method and system for passenger transport Download PDF

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Publication number
WO2005093685A1
WO2005093685A1 PCT/FR2005/000700 FR2005000700W WO2005093685A1 WO 2005093685 A1 WO2005093685 A1 WO 2005093685A1 FR 2005000700 W FR2005000700 W FR 2005000700W WO 2005093685 A1 WO2005093685 A1 WO 2005093685A1
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Prior art keywords
traveler
carrier
transport
central computing
entity
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PCT/FR2005/000700
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French (fr)
Inventor
Hervé Benjamin AFRIAT
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Afriat Herve Benjamin
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    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/123Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G08G1/127Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams to a central station ; Indicators in a central station

Abstract

The invention concerns a method and a system for transporting passengers, using: at least one transporting vehicle (5) of at least two seats and equipped with an onboard device (50) comprising at least one means of communication; at least one entity managing transport vehicles (4) including at least one transporter communication means; communication means (30) provided to the passengers (3) wishing to resort to the services of the transporting vehicle(s); at least one entity managing passengers (2) comprising at least one passenger communication means; and at least one central computing entity (6).

Description

METHOD AND SYSTEM FOR PASSENGER TRANSPORT

FIELD OF INVENTION

The present invention relates to a passenger process by motor vehicle type, car, minibus, coach, and also relates to a system for implementing the method.

Most residents of large cities have traffic problems, the huge waste of time, energy and money that this entails, besides pollution and its impact on health.

These problems stem largely from the fact that many people prefer to use their cars to get to work in the morning and coming back at night, despite the inconvenience this represents, and this, either because they are poorly served by public transport - public or by personal convenience.

Moreover, experience shows that most vehicles carrying only one person on board, the driver himself. It is understood that the above mentioned drawbacks could be reduced significantly if users could come together to better meet the vehicles.

It has been proposed in the past carpooling processes for grouping for travelers as they move, especially between their home and workplace. However, these methods have not been successful for various reasons: they lack flexibility regarding the timing of the treatment, as all travelers must submit to the schedules of the driver who transports; they have a random aspect because the driver may be ill or on vacation or vehicle may be unavailable; some people are reluctant to offer carpooling, eg fear of aggression. PRIOR STATE OF THE ART

in the technique known solutions that have been devised in an attempt to overcome these drawbacks.

For example, according to US Patent 4,360,875, each conductor carrier must indicate his departure route and destination of a device specially designed for this purpose. But this mode of carpooling causes a series of drawbacks, other than those previously reported: constraints for each driver to indicate its movement, the more tedious, which is not certain that a person is interested; the driver agrees to follow the path he said, which did not always manage; the cost of the device can dissuade drivers to equip; fear of aggression is also a barrier to use this mode of transport; - no solution is offered to potential travelers are outside the usual routes of drivers; looking for a particular vehicle traveling the same path as the traveler has a randomness, vehicle carrier insurance policy must be changed, resulting in a significant additional cost; this mode of transport can be perceived by professional carriers as constituting unfair competition.

U.S. Patent 5,168,451 relates to a co-operative process using terminals scattered in an area to be covered. However, this method is ineffective outside support points and removal planned in advance. In addition, the number of terminals increases as the square of the area to cover, which is fast becoming "very expensive and increases the number of cases of failure and / or vandalism. In addition, a traveler can not know in advance the state of operation of a given terminal, and so it may happen that it moves unnecessarily to a terminal off. patent FR 2782814 relates to a process for the linking of a service offer transport made by a carrier with a request of this service made by a traveler. the method comprises a prior subscription of carriers providing a list of usual routes associated with time slots. However, these usual routes don 'have that valid relative because the carrier may be unavailable or delayed and no solution is proposed outside these routes.

Moreover, the traveler must call multiple carriers until it finds an available one. It is understood that a large scale, there would be an exponential amount of unsafe information to process.

EP 1168275 concerns a passenger method in which the passenger requests and available carriers are managed so that they meet the right place at the right time. However, the traveler must arrange to get one instead of appointment. Moreover, it may suffer the inconvenience of waiting for the arrival there of the carrier. This method is more applicable to the transmission and routing computer data that the transport of persons.

The present invention aims to eliminate these drawbacks and proposes a satisfactory alternative to the private car.

SUMMARY OF THE INVENTION

For this purpose, in a first aspect, the invention provides a passenger method, wherein use is:

- at least one conveying vehicle (5) with at least two seats (53, 55) and equipped with an onboard device (50) comprising at least one communication means,

- at least one transport entity (4) comprising at least one means of communication carriers,

- communication means (30) fitted travelers (3) wishing to use the services of carriers or vehicles,

- at least one traveler management entity (2) comprising at least one means traveler communication, and - at least one central computing unit (6), said method being characterized in that:

- a first guest (Traveler 1) emits through its traveler means of communication, a transmission request from a first starting point (LDV1) to a first point of arrival (LAV1) for a first time taken supported (IPCV1);

- the central computing unit subsequently determines: a) a first vector corresponding distance (VDV1) connecting said first point of origin and said first point of arrival and oriented in this direction, b) either side of this vector a first strip (BVDVl) of predetermined width or first coverage area, c) and a time window (FTPCVl) about said first moment of support;

- at least one other traveler (Voyager 2) transmits through the traveler means of communication, a second request for transmission from a second starting point (LDV2) to a second end point (LaV2) for a second moment of support (IPCV2);

- the central computing unit subsequently determines: a) a second vector corresponding distance (VDV2) connecting said second starting point and said second end point and oriented in this direction, b) on either side of this second vector a second strip (BVDV2) of predetermined width or second coverage area, c) and a time window (FTPCV2) about said second moment of support;

- the central computing unit determines whether said first and second vectors have substantially the same direction, if said first and second coverage area overlap at least partially and if said two time windows are compatible; - and, if all these conditions are fulfilled, the central computing entity selects a carrier, a predetermined time before the first of said two instants of support, and requests the selected carrier to service requests of said traveler.

According to the method of the invention, travelers can make their transportation requests even shortly before the desired time of care, but savvy travelers who indicate 1 advance their transport demand (eg the day before for the next day), or communiçiμeraient to advance their travel schedule of a week or more, would be rewarded with a bonus. It is more advantageous effect of signal in advance its transport requests because the entity of central calculation, based on passenger transport requests received in advance, can anticipate and propose to carriers who wish to go to a place and at a specific time in order to guarantee travelers the support of their demand for transport. In return, the carriers would provide work more regularly and thus reduce their peak periods. Alongside travelers demands, one can thus build carriers offer might cover these travelers demands dynamic and reactive.

An essential advantage of the process according to the invention is that it significantly reduces the number of individual vehicles on the roads that the vehicle carriers may support two, three, four or more passengers. In addition, by distributing the price of a trip on all those passengers, it becomes possible to offer a transport service cheaper although a movement in a single car, if we take into account in the latter way transportation risks ticket and parking fees. i

In the case of a professional network of carriers including for example a fleet of taxis, they are too few in peak hours to meet demand, while they are superabundant peak hours. The method of the invention makes it possible to increase the number of races without directly increase the number of taxis.

Depending on various parameters (eg a sporting, cultural, going on holiday, technical maintenance of a transmission line in common, etc.) it is possible to offer a set of carriers to cover a particular area precise to better ensure the service.

A carrier may also ask his central entity calculation, direct it to a relevant landing where transportation requests are to meet at a specific time. A variant of the above process is characterized in that:

- while the carrier vehicle (5) carries at least one traveler (Traveler 1) from a first starting point (LDV1) to a first point of arrival (LAV1) to satisfy a first transport request (DTV1) using a first route (ITV1) corresponding to said first distance vector (VDV1), a second traveler (Voyager 2) emits a second transport request (DTV2) from a second starting point (LDV2) to a second end point (LaV2) for a moment of support (IPCV2); - the central computing entity then determines subsequently: a) a second vector corresponding distance (VDV2), b) a time window around said moment of support (FTPCV2);

- the central processing unit then determines whether said vectors have substantially the same direction, if said second base is in the coverage area around said first vector and if said time window is compatible with the vehicle path of flow carrier;

- and, if all these conditions are fulfilled, the central computing entity according to the result of its calculations, application to the carrier which has supported the first traveler (Traveler 1) to change its first route (ITV1) for a second route (ITV2) to recover the second traveler (Voyager 2) to its starting point (LDV2) to cause it also to its end point (LaV2) and thus satisfy also the second transport request (DTV2 ).

Thereafter, depending on the specific routes to each passenger, the carrier will leave first the first guest, respectively the second traveler, his first point of arrival, respectively second end point.

Thus, any traveler is roughly in the passage area of ​​a carrier and wants to go almost in its direction may advantageously be supported by it if it still has room and if yet for the taking of the traveler is compatible with the progress of the said conveyor path. A variant of the above process is characterized in that in the case where all the above conditions are not realized for a second traveler (Voyager 2), so that the central computing unit can not find a solution corresponding exactly to the original, the latter shall, after some time, to develop a solution close to the following:

- the entity central computing research a new instant support of the traveler 2, IPCV2 noted, "and its corresponding window, denoted FTPCV2 ', consistent with the path of a carrier; - if the process is successful, the central computing entity offers the traveler 2 new instant support IPCV2 'and an arrival time corresponding IARV2 noted';

- and if this new moment of care IPCV2 'should the traveler 2 and he accepts his travel application may be supported.

Another variant of the above process is characterized in that a carrier, which is stationary or go to complete to transport one or more passengers, may, in its central computing entity that should be transmitted to the coordinates of a place as close as possible to its present location where transport demand must be met soon, variant proceeding as follows:

- indicates a carrier in its central computing entity by means of its embedded device, it can be already considered available,

- the central processing unit subsequently determines around the geographic position of said carrier coverage area,

- a passenger makes a request for travel from a starting point within said coverage area,

- if all these conditions are fulfilled, the central computing entity will offer to said carrier serving said transport request specifying at least the starting point and arrival of said transport request, - and, according to the result its determinations, said carrier: • refuses said transport request if it does not suit him, • accept said transport request if it suits him. Such carrier will search said traveler said to his starting point and possibly indicate, through its embedded device, it is no longer available for other transport requests.

This variant may be interesting for taxi drivers while operating in a traditional manner and reduce the disadvantage that exists for them to wait idly a customer comes or calls.

Finally, another variant of the process according to the invention, applied to the particular case of regular transmission line (100), the type of bus line, on which several vehicles (104) performs shuttle between a starting point and an end point (101,102) along said conveying line is characterized in that: - the central computing entity maintains in its database a strip or coverage area (105) on either side of the route of said line,

- while carriers vehicles (104) performs shuttle along said route, transport requests (DTV1) emanating from one or more traveler (Traveler 1) arrive at the central computing entity,

- for each transport demand, the central computing entity determines: a) a corresponding distance vector (VDV1), b) if there is compatibility or otherwise of this vector with said route, whether the starting points ( LDV1) and arrival of said traveler (LAVl) are or are not within said coverage area, c) of the carrier vehicle, those which are compatible with the instant of support requested by the traveler (IPCV1)

- as the result of these determinations, the entity central calculation: • the traveler indicates the rejection of his demand for transport if it is incompatible with the route of the line or the latter is down, • and, if the demand for transport is compatible with the route of the line and that it is in service, the traveler indicates the times when the carriers vehicles can come and take over where he is the traveler then shows the vehicle transporter to select, which will pick the traveler to serve its transport demand.

By way of non-limiting example, this variant of the passenger process of the invention can be an interesting alternative to public transport from the line- type of buses that run little or no night.

According to a second aspect, the invention also relates to a passenger transportation system for implementing the method above and its variants, said system being characterized in that it comprises:

- at least one conveying vehicle (5) with at least two seats (53, 55) and equipped with an onboard device (50) comprising at least one communication means,

- at least one transport entity (4) comprising at least one means of communication carriers,

- communication means (30) fitted travelers (3) wishing to use the services of carriers or vehicles,

- at least one traveler management entity (2) comprising at least one traveler communication means,

- and at least one central computing unit (6).

Said entity central computing covers a defined geographical area, but this area can be expanded by connecting more other central computing entities to cover a geographical area equal to the union of geographic areas covered by the various central computing entities respectively connected between them.

Each central processing entity may own a clock can be synchronized periodically to ensure the same reference time between several entities of central calculation.

Each carrier vehicle may be equipped with an onboard device comprising one or more of the following: a radio transmitter, a synchronizable clock, a touch screen graphical display, an outdoor light device, one or more smart card readers, a computer controlling a positioning system GPS, one or more bio-metric fingerprint readers, sensors in the luggage space indicating the available luggage volume.

BRIEF DESCRIPTION OF FIGURES

We will now describe the invention with reference to the accompanying drawings, given by way of nonlimiting example, and wherein:

Figures 1-1 and 1-2 illustrate a first situation of the method according to the invention in which the paths of the travelers (Figure 1-1) and the instants of supported (Figure 1-2) are compatible;

2 illustrates a second situation of the method according to the invention in which the paths of the two travelers are not compatible because the bands do not overlap;

3 illustrates a third situation of the method according to the invention wherein also the paths are not compatible, because the distance vectors of the two travelers have opposite directions;

Figures 4-1 and 4-2 illustrate a fourth situation in which the paths of the two travelers are compatible, but the time windows of care are not;

Figures 5-1 and 5-2 illustrate a fifth situation of the method according to the invention in which the paths of the two travelers are compatible, the management of windows are not a priori, but wherein the computing entity Central offers a new traveler to the second moment of support for the two time windows are compatible;

Figure 6 illustrates application of the process according to the invention the particular case of regular transmission line, the bus-line type; 7 shows a block diagram showing the components of the general system of the invention;

8 shows a block diagram showing the central computing entity;

9 shows a block diagram showing various elements embedded in a carrier vehicle;

10 shows schematic ent possible interconnection of multiple entities of central computing;

11 shows an example of passenger routes in relation to Figure 12; and

12 shows a flowchart illustrating messages exchanged between a traveler, a carrier and a central computing entity.

DETAILED DESCRIPTION OF FIGURES

The invention is described in detail in Figures 1-1 and 1-2 which respectively represent a first situation of the method of the invention and the course of the path of a selected carrier to carry two travelers.

A first traveler, called Voyager 1 sends a transport request from a first place to start LDV1 noted, to a first place finish LAV1 noted. Was shown in Figure 1-1 the corresponding distance vector denoted VDV1, as well as both sides of this vector, a predetermined band width or coverage area denoted BVDVl. Was shown in Figure 1-2 that this transmission request is made for a support moment of Traveler 1 noted IPCV1 with a temporal window on either side, denoted FTPCV1.

A second traveler, called Voyager 2, emits a transport request from a second starting point noted LDV2 to a second place finish, LaV2 noted. Figure 1-1 shows the corresponding distance vector, denoted VDV2, as well as both sides of this vector, a band of predetermined width or coverage area, denoted BVDV2. Figure 1-2 indicates that this transport request is made for a support moment of the traveler 2, denoted IPCV2, with a time window of each side, denoted FTPCV2.

In the situation illustrated in Figures 1-1 and 1-2, it is seen that the distance vectors and VDV1 VDV2 have substantially the same direction, that BVDVl and BVDV2 bands overlap by the hatched area, and that the time windows taken into load FTPCVl and FTPCV2 travelers are compatible with the conduct of a path of a carrier. In this case, the central computing entity will select a carrier among the carriers actually available, a predetermined time before the moment support of the traveler 1 IPCV1 noted. This will be done at the time noted ISTRP (Figure 1-2) to indicate the carrier to serve the demands of travelers 1 and 2.

The selected carrier then takes over the traveler 1 point LDV1 and IPCV1 time within the FTPCVl window and take care of the traveler 2 point LDV2 and IPCV2 time. Subsequently said carrier files to its place of arrival to LaV2 IARV2 time before the traveler 1 which is then deposited in his place of arrival to LAV1 IARV1 time.

Figure 2 illustrates a second situation in which the VDV1 and VDV2 distance vectors have the same direction, but the BVDVl and BVDV2 bands do not overlap. In this situation, the demands of travelers 1 and 2 will not be met by the same carrier.

Figure 3 illustrates a third situation in which BVDVl and BVDV2 bands overlap well, but VDV1 and VDV2 distance vectors have opposite directions. Again, the demands of travelers 1 and 2 will not be met by the same carrier.

Figures 4-1 and 4-2 illustrate a fourth position wherein the VDV1 and VDV2 distance vectors have the same direction and BVDVl bands and BVDV2 overlap by the hatched area. However, the time slots of support FTPCVl and FTPCV2 are incompatible. It can be seen in Figure 4-2, if the carrier starts lead the traveler LaV2 2 at its destination, it will reach the IARV2 time that is subsequent to the first time IPCVl where travelers would be supported . It is the same if it starts with the traveler 1.

Figures 5-1 and 5-2 illustrate a fifth position in which the distance VDV1 and VDV2 vectors have the same direction, the BVDVl and BVDV2 bands overlap in the hatched area, but the time slots of support FTPCVl and are FTPCV2 priori incompatible, as seen in Figure 5-2. However, although the central computing entity can not find a solution corresponding exactly to the initial data, after a while, she is developing a similar solution as follows:

- the entity central computing search a new time for the taking of the traveler 2, denoted IPCV2 'and its corresponding window, denoted FTPCV2', compatible with the route of a carrier; - if the process is successful, the central computing entity offers the traveler 2 new instant support IPCV2 'and an arrival time corresponding IARV2 noted';

- if this new moment of care IPCV2 'should the traveler 2 and he accepts his travel application may be supported.

6 shows an example applied to the particular case of regular transmission line (100) with terminals (101, 102) of stopping stations (103) and on which circulate bus (104). On either side of said line, a strip of variable width is the coverage area (105). Solid arrows (106) represent a path on the regular path of the line, while the dotted arrows (107) represent a specific route to pick up or drop off a passenger stop stations. Figure 6 illustrates the case of five travelers:

- Travelers 1, 3 and 5 will be supported from their respective place of departure LDV1, LDV3, LDV5 to the place of arrival respective LAVl, LAV3, LAV5 because they are included in said coverage area. - Travelers 2 and 4 will not be served for at least one of their respective points of departure or arrival LDV2 LaV2, LAV4 are outside said coverage area.

7 shows a system components (1) passenger, implementing the method according to the invention. The system includes a central processing unit (6), denoted ECC, a guest management entity (2), denoted EGV, one of the carriers management entity (4), denoted by EGT, carriers, vehicles (5), d other central computing entities (7), denoted other ECC, which may be interconnected or not, and other related entities (8), denoted other entities connected to the central computing unit (6) and comprising e.g. a universal time reference, a traffic center, bio-metric readers, data archiving servers, etc.

Travelers (3) are equipped with communication means (30). Travelers emit passenger transport applications, DTV rated, using the CVD of their choice, as you would for example to order a taxi, indicating the starting coordinates, the arrival coordinates, the number of people to carry (1 by default), the time required support (the earlier default), possibly if a baby (not the default), a child (not the default), a person (not by default), a disabled person (not by default), the amount of luggage (0 by default), mixed (not default), the coordinates of the traveler (name, phone, address, etc.) and possibly other additional parameters. Travelers do not necessarily need to be subscribers to the system, but if they are, this can make the process easier and faster including identification of the traveler and the paymen.

Said EGV includes passenger transport demand management unit that manages communication with travelers from different travelers Communication modes, denoted CVD. Thus, travelers can contact their EGV, through the CVM has their preference, for example by a human operator on the phone, by Internet, SMS / MMS, Email, voice server, or by any other means available. Said EGV communicates with its ECC. Said EGT includes carriers management unit that manages communication with carriers from different carriers Communication modes, MCT noted. For example, a human operator by radio or telephone, Internet, a voice server, a private network for data communication, or any other means. Said EGT communicates with its ECC.

8 shows in detail the central computing unit (6). It comprises a central computer (10), one or more checkpoints (11), one or more databases (12) and a synchronized clock (13). The central computer (10) communicates with its EGV (2), its EGT (4) and optionally other ECC (7) and others (8).

9 shows a carrier vehicle (5) equipped with an onboard device (50), which be described in detail subsequently. First, there is shown in the vehicle instead of the carrier (51), the carrier (52) reserved seats for travelers (53), space for luggage (54), and if the vehicle allows the seats reserved for less mobile people. (55) Passengers seats can be arranged as a private area (56) comparable to that of a private car.

The device (50) comprises a radio transmitter (500), for example of radio-type / GSM / GPRS / UMTS, connected to an antenna (502), a voice transmitter (501), a speaker (503), a microphone (504), a computer (505), a keyboard (506), a memory (507), a synchronized clock (508), an alphanumeric display (509), a location system (510), for example by GPS, connected to an antenna (511), a data transmitter (512) connected to the radio transmitter (500), a touch screen graphical display (513), one or more smart card readers (514), one or more drives bio-metric (515), for example those fingerprints, and an outer lighting system (519).

10 shows five entities of central calculation: ECC1, ECC2,

ECC3, ECC4 and ECC5 respectively covering geographical areas A,

B, C, D and E. ECC3 entities (63) and ΞCC4 (64) are not interconnected and therefore cover their respective area or Zone C and Zone D, while ECC1 (61) ECC2 (62) ECC5 and (65) are interconnected by means of a telecommunications network (60), such as the Internet, and cover a geographical area for meeting areas a, B and E. When the service offering includes a plurality of zones, the corresponding ECC communicate with each other by means of a telecommunication network and sharing data. This possibility may be interesting to meet such requests from travelers who inhabit an area and work in another area.

OPERATION OF TRANSPORT SYTEME

The operation includes a preliminary phase of commissioning of the vehicle device in the carrier vehicle and an actual operating phase of the central computing entity by an exchange of messages between the latter, carriers and travelers.

PHASE COMMISSIONING OF EMBEDDED DEVICE

Each carrier (52) must reference the device (50) which is installed in the vehicle (5) with at least one ECC (6). The affiliation is effected by means of a control station (11) and is stored in the database (12) (Figure 8).

The carrier activates the onboard device (50) which communicates with its EGT (4), the latter in turn communicates with its ECC (6) and performs an identification phase.

In case one would like to increase system security level according to the invention, the identification phase of the carrier may include, by way of non limiting example, a bio-metric reading means (515).

The clock (508) of the vehicle device (50) is automatically synchronized with the clock of the ECC with which it communicates through its EGT or manually by the carrier (Figure 9). Meanwhile, each ECC (6) has a synchronized clock (13) which can be set the time manually or be synchronized to an external source, for example a universal time reference or other ECC (7) (Figure 8).

These timings provide a common time reference to the system components.

The carrier's service outlet is effective after being identified by ECC. The onboard device in the vehicle allows to transmit its ECC through its EGT at least updated its geographical position but also possibly the number of available space travelers, the space available for luggage, etc.

The carrier can pass this information manually. In this case, the device loads (50) is constituted by a radio or a mobile phone and comprises at least one voice radio transmitter (501) connected to an antenna (502), a speaker (503) and a microphone (504).

The carrier may be equipped with a device capable of automatically transmitting said information to its EGT. In this case, the onboard device (50) comprises, in addition to what was mentioned above, at least one computer (505) controlling a positioning system (510), for example of the GPS type, connected to an antenna (511 ), and a data transmitter (512) for receiving and transmitting data.

The carrier may be equipped with an onboard device (50) further developed and comprising, in addition to which was mentioned earlier, a touch screen graphical display (513) and an outer lighting system (519).

Said information can be transmitted regularly, according to a configurable interval, and / or if a significant change occurs, and / or upon request of the ECC. The latter, if necessary, the opportunity to examine at any time any carrier via its EGT. EGT that handles communications with all carriers attached to it, will format the data and transmit them to the central entity of calculation, ECC. The latter maintains tables of all carriers vehicles considered active, update their respective geographical position, the number of places available, etc.

FUNCTIONING OF THE ENTITY CENTRAL COMPUTING

The central computing entity calculates and updates periodically for each vehicle active carrier: - its remaining distance vector carrier defined by the present position of the carrier and the position of the next destination set by the central computing entity; - its coverage area updated as and when the progress of the carrier and modifications of routes.

Each passenger transport demand happens, denoted DTV, the central computing entity establishes a traveler distance vector corresponding to the transport demand. Using an algorithm, this latest research all active carriers including: - the coverage area includes the starting position of the passenger transport demand; - the remaining distance of the carrier vector, coincides to some extent, preset, distance vector with said traveler; - time slots are compatible; - additional parameters (number of people, baby seat, luggage, etc.) are met.

If multiple carriers are possible, the ECC 'selects first of all that might happen closer to the support when requested by the traveler.

Then the central processing unit provides to eligible carrier to serve the passenger transport demand. In case of acceptance of the latter, the ECC notifies said traveler. In case of acceptance of the latter, the ECC notifies said carrier support said traveler.

For example, storage in databases (12), rides a traveler performs most often allow him to gain entry time and convenience.

EXCHANGE OF MESSAGES FOR THE MANAGEMENT OF OTHER TRAVELERS

The operation will be described, with reference to FIGS 11 and 12, in the particular case of an individual traveler 1 which is being carried by a Tl carrier to serve its DTV1 transport request, according to a route ITV1 and wherein a traveler 2 issues a request transportation for the passenger transportation 1.

11 shows an example of the route information for travelers 1 and 2, and in particular the route the traveler ITV1 1 before the passenger 2 has sent his request and the changed route ITV2 after the passenger 2 has made the request and it has been accepted. At t5, the Tl carrier modifies its original route ITV1 for a new ITV2 route that will meet the transport demands of travelers 1 and 2.

12 illustrates the messages exchanged step by step between the traveler 2, the Tl carrier and the central computing entity.

Before discussing the detailed operation of the transport system, a brief description will be made to Figure 11. In this figure, the traveler 1 from the starting point is noted LDVl, its end point is noted LAV1, its vector distance is noted VDV1, its route is noted ITV1. Thus, according to the instructions given by the central computing entity, the Tl carrier initially routes the traveler 1 according ITV1. The coverage area of ​​the Tl carrier according ITV1 is denoted ZCT1-ITV1.

The remaining distance vector of the carrier, denoted VDRT1, is defined by the distance between the position of the conveyor at a given instant and the position of its next scheduled destination. This vector evolves naturally as and progresses of the carrier. Voyager 2 share LDV2 point to reach the point of arrival and distance LaV2 vector is noted VDV2.

It appears that the starting point of Voyager 2, LDV2, is in said ZCTl-ITVl area VDRT1 that coincides relatively well with VDV2, that the moment of care required by the traveler 2 is compatible with the ride Tl carrier and the additional parameters (number of people, baby seat, luggage, mixed, etc.) are assumed satisfied. The Tl carrier will amend its route ITV1, ITV2 for a new route that will serve the demands of the two travelers. The new coverage area Tl carrier is denoted by ITV2 ZCT1-ITV2.

now be described with reference to FIG 12, the sequence of messages exchanged between the traveler 2, the carrier 1 and the central computing entity.

In the initial step, denoted by EO, the device (50) is assumed to already running and regularly transmits its position to the central computing entity.

In step 1, denoted El, the conveyor 1, denoted Tl, already carries a first guest, denoted Traveler 1 according to a first route, ITV1 noted.

In step 2, referenced E2, a second traveler, denoted Voyager 2, made at a time t2 a transport request, denoted DTV2 at its EGV, for example using his mobile phone. This transport request is then transmitted to the central computing entity will seek the most appropriate active carrier.

At Step 3, denoted E3, the research central computing entity and selects the Tl carrier which is capable of satisfying DTV2. For example, using databases that contain particularly detailed and updated roads covered areas, with traffic direction, the central computing entity establishes a new ITV2 route that will meet the demands of passenger 1 and 2, and calculates the impact of the route on the ITV2 ITV1 route to communicate this information to eligible Tl carrier. in step 4, denoted E4, the central computing entity provides the Tl carrier DTV2 serve the travel demand.

At a glance, the carrier may be displayed on the graphic display (513) its present position, the contours of its coverage area represented with a color, for example white, the route that remains to be done up to its next destination represented with a different color, for example green; and the new route shown in a third color, for example orange, if he accepts the proposal for transport.

The carrier may also know the impact of time and extra distance if he agrees to take over the passenger who made the demand for transport.

At Step 5, noted E5, the carrier analyzing the proposal. It is free to reject or accept. If the carrier agrees, the central computer assigns a code corresponding to the travel request and calculates the estimated time of arrival to the geographical position of the traveler.

In step 6, denoted E6, the carrier notifies the central computing entity that accepts the DTV2 emitted by Voyager 2.

The ECC then transmits to the traveler 2, by means of its EGV, a vehicle identification carrier that will take charge.

In step 7, denoted E7, the central computer 2 instructs the traveler at a time t3 that a carrier is likely to satisfy its demand for transport and approximate time t7 its supported.

At Step 8, denoted E8, the traveler 2 analyzes the information from the central computer. It is free to reject or accept the proposal of transport.

Step 9, denoted E9, indicates that during this time the Tl carrier continues to convey the Traveler 1 according to the ITV1 route.

At step 10, denoted by E10, Voyager 2 accepts, at a time t4, the transport offer made to him. At step 11, denoted Eli, the central computer notifies the Tl carrier support of the traveler 2.

At step 12, denoted by E12, Tl carrier, at a time t5 is changing its route to another ITV1 ITV2 route in order to serve the transport request of the traveler 2 in addition to one of the traveler.

Preferably, the carrier is equipped with a system for assisting GPS navigation (510) connected to the computer (505) of the embedded device. Thus, guiding the carrier or to the travelers to take along the way, then depositing the As of arrival to their respective destinations, is made easier.

At step 13, denoted by E13, Voyager 2 also receives a notification that it will be supported approximately at a time t7, refined meantime since the time t3. According to various events, for example a new a traveler support, bottling, etc., Voyager 2 may receive multiple notifications central computer to inform the actual moment of its management.

In step 14, denoted E14, Voyager 2 awaits its management in place and the conditions of its choice according to the instant t7 which has been communicated to him.

At step 15, denoted by E15, the central computing entity at a time t6 automatically indicates to the traveler 2, the imminent arrival of the configurable way carrier, for example a few minutes.

At step 16, denoted by E16, Voyager 2 prepares to be supported at the point LDV2 noted that he indicated.

Preferably, an outer lighting system (519), easily identifiable, is installed on the transporter vehicle. The device may be capable, for example, lighting a lamp or display some remote visible characters so as to make identification easier and faster carrier. At step 17, denoted by E17, Voyager 2 is supported by the Tl carrier at a time t7. The carrier shall notify the entity of central calculation that he actually supported Voyager 2.

At step 18, denoted by E18, Tl carrier transports Travelers 1 and 2 according to the ITV2 route.

At step 19, denoted by E19, Voyager 2 reaches its destination. It pays its way. The amount of the race can be fixed or determined by the central computing entity taking into account the bird's path, the number of passengers in the vehicle, the time range, etc.

The carrier may be equipped with one or more smart card readers (514) and one or more bio-metric reader (515), for example those fingerprints.

The traveler can also subscribe and want to resolve that month end. In this case, it will introduce in the reader (514) a smart card and seize a code for authenticating that c 'is the bearer of the card who performed the route. The flow can also be done to the bank account of a company that would participate in travel expenses of its employees.

Alternatively the PIN would be a biometric identification, for example by means of fingerprints. Own information to the passenger and his fingerprint are in this case stored in a database when the subscription. The interest for the traveler to use the transport service while neither card nor money on it, through the use of a bio-metric identification of the type. The identity check is done by comparing the biometric fingerprint stored in the database (12) with the fingerprint read on the player (515). This can be useful for young children.

At step 20, denoted by E20, Voyager 2 is deposited at the intended point LaV2 noted. Tl carrier notifies the central processing entity that it filed Voyager 2 at its intended destination. At step 21, denoted by E21, Tl carrier routes the traveler 1 according to the ITV2 route.

At step 22, denoted by E22, Voyager 1 reaches its destination.

At step 23, denoted by E23, the Traveler 1 is deposited at the expected point, LAV1 noted. Tl carrier notifies the central computer deposit it traveler 1. The traveler 1 pays its displacement on the basis of its request transport, denoted DTV1, associated with the vector VDV1 and ITVl route, but not on the basis of ITV2 the route that the carrier has actually borrowed.

Finally, in step 24, denoted E24, Tl continuous carrier so on according to the passenger transportation requests, DTV rated, coming to him over time.

In summary, the device according to the invention is complementary to public transport by providing a more pleasant possible alternative to the private car, while having benefits close or even higher than this.

Indeed, within a covered area, there is for every traveler a departure from any desired location, personalized service since the carrier picks him, an arrival at a specific desired location without a ride correspondence, friendly transportation, never crowded, with a seat for each passenger, view a private area, the possibility of taking luggage, the possibility of having a baby seat, etc.

One might expect in that, with the transport mode of the invention, the transport time is longer than with a single car, because the carrier may at any time change its course to get other travelers .

However, this period is ultimately the same order of magnitude as in the case of travel by private car, and for several reasons:

- carriers are road professionals and know the best routes, - in addition, carriers can borrow reserved roads, such as bus lanes, and further reduce travel time compared to the private car.

The mode of transport according to the invention also has many other benefits:

- waiting in the carrier vehicle is in pleasant conditions for the traveler has a seat: it is a gain on fatigue driving or fatigue of a transit crowded,

- passengers seats can be arranged in private space: it is a guarantee of privacy and comfort,

- the trip is done without changing the vehicle because there never match the requested journey: it is a gain on fatigue correspondence,

- the journey time can be used for work or relax: it is an appreciable gain on the working time and / or recreation,

- the traveler does not have to worry of finding a parking space: it is a time and money, plus the traveler does not risk a ticket,

- the cost of travel can be competitive, a priori less than taxi fare, because the cost of travel is spread over several travelers - according to distance and the type of vehicle carrier, ancillary services can be offered to travelers, for example breakfast, a daily news service, Internet, etc.

By posing as a satisfactory alternative to the private car, the transport system of the present invention provides an effective means of reducing individual car traffic and the resulting air pollution, while being very attractive for travelers who use and revealing himself to be a job creator.

Claims

1. passenger process involving:
- at least one conveying vehicle (5) with at least two seats (53, 55) and equipped with an onboard device (50) comprising at least one communication means,
- at least one transport entity (4) comprising at least one means of communication carriers,
- communication means (30) fitted travelers (3) wishing to use the services of carriers or vehicles,
- at least one traveler management entity (2) comprising at least one means traveler communication, and - at least one central computing unit (6), said method being characterized in that:
- a first guest (Traveler 1) emits through its traveler means of communication, a transmission request from a first starting point (LDVl) to a first point of arrival (LAV1) for a first time taken supported (IPCVl);
- the central processing unit subsequently determines: a) a first vector corresponding distance (VDV1) connecting said first point of origin and said first point of arrival and oriented in this direction, b) either side of this vector a first strip (BVDVl) of predetermined width or first coverage area, c) and a time window (FTPCVl) about said first moment of support;
- at least one other traveler (Voyager 2) transmits through the traveler means of communication, a second request for transmission from a second starting point (LDV2) to a second end point (LaV2) for a second moment of support (IPCV2);
- the central processing unit subsequently determines: a) a second vector corresponding distance (VDV2) connecting said second starting point and said second end point and oriented in this direction, b) on either side of this second vector a second strip (BVDV2) of predetermined width or second coverage area, c) and a time window (FTPCV2) about said second moment of support; the central computing unit determines whether said first and second vectors have substantially the same direction, if said first and second coverage area overlap at least partially and if said two time windows are compatible; and, in the case where all these conditions are fulfilled, the central computing entity selects a carrier, a predetermined time before the first of said two instants of support, and requests the selected carrier to service requests of said traveler.
2. Method according to claim 1, characterized in that:
- while the carrier vehicle (5) carries at least one traveler (Traveler 1) from a first starting point (LDVl) to a first point of arrival (LAV1) to satisfy a first transport request (DTV1) using a first route (ITVl) corresponding to said first distance vector (VDV1), a second traveler (Voyager 2) emits a second transport request (DTV2) from a second starting point (LDV2) to a second end point (LaV2) for a moment of support (IPCV2);
- the central computing entity then determines subsequently: a) a second vector corresponding distance (VDV2), b) a time window around said moment of support (FTPCV2); - the central processing unit then determines whether said vectors have substantially the same direction, if said second base is in the coverage area around said first vector and if said time window is compatible with the vehicle path of flow carrier; - and, if all these conditions are fulfilled, the central computing entity according to the result of its calculations, application to the carrier which has supported the first traveler (Traveler 1) to change its first route (ITVl) for a second route (ITV2) to recover the second traveler (Voyager 2) to its starting point (LDV2) to cause it also to its end point (LaV2) and thus satisfy also the second transport request (DTV2 ).
3. A method according to any one of the preceding claims, characterized in that in the case where all the above conditions are not realized for a second traveler (Voyager 2), so that the central computing unit can not find a solution corresponding exactly to the initial data, the latter shall, after some time, to develop a solution close to the following:
- the entity central computing research a new instant support of the traveler 2, IPCV2 noted, "and its corresponding window, denoted FTPCV2 ', consistent with the path of a carrier;
- if the process is successful, the central computing entity offers the traveler 2 new instant support IPCV2 'and an arrival time corresponding IARV2 noted'; - and if this new moment of care IPCV2 'should the traveler 2 and he accepts his travel application may be supported.
4. A method according to any one of the preceding claims, characterized in that a carrier, which is stationary or in the process of finish to route one or more passengers, may, in its central computing entity that are him communicated the coordinates of a location as close as possible to its present location where transport demand must be met soon, proceeding as follows:
- indicates a carrier in its central computing entity by means of its embedded device, it can be already considered available, - the central processing unit subsequently determines around the geographic position of said carrier a coverage area,
- a passenger makes a request for travel from a starting point within said coverage area,
- if all these conditions are fulfilled, the central computing entity will offer to said carrier serving said transport request specifying at least the starting point and arrival of said transport request,
- and, as the results of its determinations, said conveyor: • reject said transport request if it does not suit him, • accept said transport request if it suits him. Such carrier will search said traveler said to his starting point and possibly indicate, through its embedded device, it is no longer available for other transport requests.
5. passenger Method according to any one of the preceding claims, characterized in that a carrier may request its central computing entity via its on-vehicle device (50) and a predetermined time before depositing or the passengers it carries, the coordinates of a place where transport requests must be fulfilled at a specific time.
6. A method according to any preceding claim, applied to the particular case of regular transmission line (100), the type of bus line, on which several vehicles (104) performs shuttle between a starting point and an end point (101, 102) along said transmission line is characterized in that:
- the central computing entity maintains in its database a strip or coverage area (105), on either side of the route of the line, - while carriers vehicles (104) perform shuttles along said route, transport requests (DTV1) emanating from one or more traveler (Traveler 1) arrive at the central computing entity,
- for each transport demand, the central computing entity determines: a) a corresponding distance vector (VDV1), b) if there is compatibility or otherwise of this vector with said route, whether the starting points ( LDVl) and arrival of said traveler (LAV1) are or are not within said coverage area, c) of the carrier vehicle, those which are compatible with the instant support requested by the traveler (IPCVl)
- as the result of these determinations, the entity central calculation: • the traveler indicates the rejection of his demand for transport if it is incompatible with the route of the line or the latter is down, • and, if the demand for transport is compatible with the route of the line and that it is in service, the traveler indicates the times when the carriers vehicles can come and take over where he is the traveler then shows the vehicle transporter to select, which will pick the traveler to serve its transport demand.
7. passenger transport system for implementation of the method according to one of the preceding claims, said system being characterized in that it comprises:
- at least one conveying vehicle (5) with at least two seats (53,55) and equipped with an onboard device (50) comprising at least one communication means,
- at least one transport entity (4) comprising at least one means of communication carriers,
- communication means (30) fitted travelers (3) wishing to use the services of carriers or vehicles,
- at least one traveler management entity (2) comprising at least one traveler communication means, and - at least one central computing unit (6),
8. passenger transport system according to claim 7 characterized in that each central computing entity (61), covering a geographic area (area A), can be connected to one or more other central computing entities (62,65 ) to cover a larger geographical area, equal to the union of geographical areas (areas a, B, E) covered the different entities of central calculation respectively.
9. passenger transport system according to one of claims 7 and 8 characterized in that each central computing entity has a clock (13) being synchronized periodically to ensure the same time reference between several entities of central calculation (61 65).
10. passenger transport system according to one of claims 7 to 9 characterized in that the carrier vehicle is equipped with an onboard device (50) comprising one or more of the following: a radio transmitter (500), a synchronizable clock (508), a graphic display screen (513), an outer lighting system (519), one or more smart card readers (514), a computer (505), a GPS location system (510 ), one or more bio metric fingerprint readers (515).
PCT/FR2005/000700 2004-03-26 2005-03-23 Method and system for passenger transport WO2005093685A1 (en)

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