WO2005093685A1

WO2005093685A1 - Method and system for passenger transport

Info

Publication number: WO2005093685A1
Application number: PCT/FR2005/000700
Authority: WO
Inventors: Hervé Benjamin AFRIAT
Original assignee: Afriat Herve Benjamin
Priority date: 2004-03-26
Filing date: 2005-03-23
Publication date: 2005-10-06
Also published as: FR2868188A1; FR2868188B1

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 TRANSPORTING PASSENGERS

FIELD OF THE INVENTION

The present invention relates to a method of transporting passengers by means of motor vehicles of the type, car, minibus, coach, and it also relates to a system for implementing this method.

Most city dwellers are aware of the traffic problems, the enormous waste of time, energy and money involved, not to mention pollution and its health consequences.

Most of these problems stem from the fact that many people prefer to use their vehicles to get to work in the morning and back in the evening, despite all the inconvenience this may represent, either because they are poorly served by public transport, either for personal convenience.

In addition, experience shows that most vehicles only carry one person on board, the driver himself. It is understood that the drawbacks mentioned above could have been significantly reduced if the users could regroup to better fill the vehicles.

In the past, car-sharing methods have been proposed making it possible to group travelers so that they can travel, in particular between their home and their workplace. However, these methods have not been very successful for various reasons: they lack flexibility as regards the time of pick-up, since all travelers must comply with the schedules of the driver who transports them; they have a random appearance, because the driver may be sick or on vacation or his vehicle may be unavailable; some people are reluctant to offer carpooling, for example for fear of aggression. PRIOR STATE OF THE ART

Solutions are known in the art which have been devised in an attempt to overcome these drawbacks.

For example, according to US Pat. No. 4,360,875, each carrier driver must indicate his departure and arrival itinerary on a device specially designed for this purpose. However, this mode of carpooling involves a whole series of drawbacks, other than those mentioned previously: the constraints for each driver to indicate his movement, all the more tedious, since it is not certain that someone is interested; the driver undertakes to follow the route he has indicated, which does not always suit him; the cost of the device can dissuade drivers from using it; fear of aggression is also an obstacle to using this mode of transport; - no solution is offered to any travelers who are outside the usual routes of drivers; the search for a particular driver who takes the same path as the traveler presents a random aspect, the insurance contract of the carrier vehicle must be modified, which entails a significant additional cost; this mode of transport can be perceived by professional carriers as constituting unfair competition.

US patent 5,168,451 relates to a car-sharing method which uses terminals scattered in an area to be covered. However, this process does not work outside the pick-up and drop-off points provided in advance. In addition, the number of these terminals increases as the square of the area to be covered, which quickly becomes "very expensive, and multiplies the number of cases of breakdowns and / or vandalism. In addition, a traveler cannot know at advance the operating state of a given terminal and it can therefore happen that it moves unnecessarily towards an out of service terminal. Patent FR 2 782 814 relates to a method for relating a transport service offer made by a transporter to a request for this service made by a traveler. This method includes a prior subscription of carriers providing a list of usual routes associated with time slots. However, these usual routes have only relative validity because the carrier may be unavailable or late and no solution is offered outside these routes.

In addition, the traveler must call several carriers until one is available. It is understood that, on a large scale, there would be an exponential amount of insecure information to process.

Patent EP 1 168 275 relates to a method of transporting passengers in which the requests for transporting passengers and available carriers are managed so that they meet at the right place and at the right time. However, the traveler must arrange alone to arrive at the meeting point. In addition, he may suffer the inconvenience of waiting for the arrival of the carrier. This process applies more to the transmission and routing of computer data than to the transport of people.

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

SUMMARY OF THE INVENTION

To this end, according to a first aspect, the invention proposes a method of transporting passengers, in which one uses:

- at least one carrier vehicle (5) with at least two seats (53, 55) and equipped with an on-board device (50) comprising at least one means of communication,

- at least one carrier management entity (4) comprising at least one carrier communication means,

- means of communication (30) equipping travelers (3) who wish to use the services of the transport vehicle (s),

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

- a first traveler (Traveler 1) sends, thanks to its passenger communication means, a transport request from a first departure point (LDV1) to a first arrival point (LAV1) for a first pick-up time in charge (IPCV1);

- the central computing entity subsequently determines: a) a first corresponding distance vector (VDV1) connecting said first starting point and said first arrival point and oriented in this direction, b) on either side of this vector a first band (BVDVl) of predetermined width or first coverage area, c) and a time window (FTPCVl) around said first moment of taking charge;

- at least one other traveler (Traveler 2) sends, thanks to its passenger communication means, a second transport request from a second departure point (LDV2) to a second arrival point (LAV2) for a second moment of taking charge (IPCV2);

- the central calculation entity subsequently determines: a) a second corresponding distance vector (VDV2) connecting said second starting point and said second arrival point and oriented in this direction, b) on either side of this second vector a second band (BVDV2) of predetermined width or second coverage area, c) and a time window (FTPCV2) around said second time of taking charge;

- the central computing entity determines whether said first and second vectors have substantially the same direction, if said first and second coverage areas 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 transporter, a predetermined time before the first of said two moments of taking charge, and asks the selected transporter to serve the requests of said travelers.

According to the method of the invention, travelers will be able to formulate their transport requests even very shortly before the desired pick-up time, but informed travelers who would indicate their transport request in advance (for example the day before for the next day), or who would communicate their planning in advance traveling for a week or more would be rewarded with a bonus. It is in fact more advantageous to indicate in advance its transport requests because the central computing entity, according to the passenger transport requests which it receives in advance, will be able to anticipate and propose to the carriers who wish to do so. go to a specific place and time in order to guarantee travelers that their transport request will be taken care of. In return, the carriers would be guaranteed to work more regularly and thus reduce their off-peak periods. In addition to passenger requests, it is thus possible to build a carrier offer capable of covering these passenger requests in a dynamic and reactive manner.

An essential advantage of the method according to the invention is that it makes it possible to significantly reduce the number of private vehicles traveling on the roads by the fact that the transport vehicles can take care of two, three, four or more passengers. In addition, by distributing the price of a race among all these passengers, it becomes possible to offer a much more economical transport service than a trip in a private car, if we take into account for this last means of transport the risks of violation and the parking costs. i

In the case of a network of professional carriers comprising, for example, a fleet of taxis, there are too few of them during peak hours to meet demand, while they are overabundant during off-peak hours. The method according to the invention allows in particular to increase the number of races without directly increasing the number of taxis.

Depending on various parameters (for example a sporting or cultural event, vacation departures, technical maintenance of a public transport line, etc.) it is possible to offer a group of carriers to cover a particular area very precise in order to better ensure service.

A carrier can also ask its central computing entity to direct it to a relevant destination where transport requests are to be met at a specific time. A variant of the above-mentioned process is characterized in that:

- while the carrier vehicle (5) routes at least one traveler (Traveler 1) from a first point of departure (LDV1) to a first point of arrival (LAV1), to satisfy a first transport request (DTV1) by borrowing a first route (ITV1) corresponding to said first distance vector (VDV1), a second traveler (Traveler 2) issues a second transport request (DTV2) from a second departure point (LDV2) to a second arrival point (LAV2) for a moment of support (IPCV2); - the central computation entity then subsequently determines: a) a corresponding second distance vector (VDV2), b) a time window around said time of taking charge (FTPCV2);

- the central computing entity then determines if said vectors have substantially the same direction, if said second starting point is in the coverage area around said first vector and if said time window is compatible with the course of the vehicle journey carrier;

- and, if all these conditions are fulfilled, the central calculation entity, according to the result of its calculations, requests the transporter who took charge of the first traveler (Traveler 1) to modify his first itinerary (ITV1) for a second route (ITV2) in order to collect the second traveler (Traveler 2) at its point of departure (LDV2) to also bring it to its point of arrival (LAV2) and thus also satisfy the second transport request (DTV2 ).

Thereafter, according to the itineraries specific to each traveler, the carrier will firstly deposit the first traveler, respectively the second traveler, at his first point of arrival, respectively second point of arrival.

Thus, any traveler who is roughly in the transit area of a carrier and who wishes to go roughly in his direction can advantageously be supported by the latter if the latter still has room and if the he moment of taking charge of this traveler is compatible with the progress of the journey of said transporter. A variant of the aforementioned method is characterized in that in the case where all the previous conditions are not fulfilled for a second traveler (Traveler 2), so that the central computing entity cannot find a solution corresponding exactly to the data initials, the latter proceeds, after a certain time, to the development of a close solution as follows:

- the central computation entity searches for a new time for taking charge of traveler 2, denoted IPCV2 ', and its corresponding window, denoted FTPCV2', compatible with the journey of a transporter; - if the process is successful, the central computing entity proposes to traveler 2 the new takeover time IPCV2 'and a corresponding arrival time, noted IARV2';

- and, if this new moment of taking charge of IPCV2 'is suitable for traveler 2 and if he accepts it, his travel request may be taken care of.

Another variant of the aforementioned process is characterized in that a carrier, which is stopped or in the process of terminating the routing of one or more travelers, can request, from its central computing entity, that the coordinates of a place as close as possible to its current location where a request for transport must be satisfied soon, variant proceeding as follows:

- a transporter signals to his central computing entity, by means of his on-board device, that he can already be considered as available,

- the central computing entity subsequently determines a coverage area around the geographic position of said transporter,

- a traveler issues a transport request from a point of departure located in said coverage area,

- in the case where all these conditions are fulfilled, the central computing entity will propose to said transporter to serve said transport request by specifying at least the points of departure and arrival of said transport request, - and, depending on the result of its determinations, said carrier: • will refuse said request for transport if it does not suit him, • will accept said request for transport if it suits him. Said transporter will then collect said traveler from his said point of departure and possibly indicate, by means of his on-board device, that it is no longer available for other transport requests.

This variant may prove to be interesting for taxi drivers who, while operating in the traditional way, would thus reduce the inconvenience which exists for the latter to wait idly for a customer to arrive or call him.

Finally, another variant of the method according to the invention, applied to the specific case of a regular transport line (100), of the bus line type, on which several vehicles (104) make shuttles, between a starting point and an arrival point (101, 102), along said transport line, is characterized in that: - the central computing entity maintains a band or coverage area (105) in its databases, and on the other side of the route of the said line,

- while the transport vehicles (104) are performing shuttles along the said route, transport requests (DTV1) emanating from one or more travelers (Traveler 1) arrive at the central computing entity,

- for each transport request, the central calculation entity determines: a) a corresponding distance vector (VDV1), b) whether there is compatibility or not of this vector with said route, namely whether the starting points ( LDV1) and of arrival of said traveler (LAVl) are or are not in said coverage area, c) among the transport vehicles, those which are compatible with the time of care requested by the traveler (IPCV1),

- according to the result of these determinations, the central calculation entity: • indicates to the traveler the rejection of his transport request in the event that it is incompatible with the route of the line or that the latter is out of service, • and, in the event that the transport request is compatible with the route of the line and that the line is in service, indicates to the traveler the times when transport vehicles can pick it up at the place where it himself found, the traveler then indicates the carrier vehicle he selects, which will pick up the traveler to serve his transport request.

By way of nonlimiting example, this variant of the method of transporting passengers according to the invention may prove to be an interesting alternative to public transport of the line-of-bus type which operate little or not at night.

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

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

- And, at least one central computing entity (6).

Said central computing entity covers a defined geographic area, but this area can be enlarged by connecting several other central computing entities in order to cover a geographic area equal to the meeting of the geographic areas covered respectively by the different central computing entities connected between them.

Each central computing entity can have a clock which can be synchronized periodically in order to guarantee the same time reference between several central computing entities.

Each carrier vehicle can be equipped with an on-board device comprising one or more of the following: a radio transmitter, a synchronizable clock, a touch screen graphic display, an external light device, one or more smart card readers, a computer controlling a localization system by GPS, one or more biometric fingerprint readers, sensors in the baggage area indicating the volume of baggage available.

BRIEF DESCRIPTION OF THE FIGURES

The invention will now be described with reference to the accompanying drawings, given by way of nonlimiting example, and in which:

FIGS. 1-1 and 1-2 illustrate a first situation of the method according to the invention in which the journeys of the travelers (FIG. 1-1) and the times of taking over (FIG. 1-2) are compatible;

FIG. 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;

FIG. 3 illustrates a third situation of the method according to the invention in which 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 journeys of the two travelers are compatible, but the time windows for taking charge are not;

Figures 5-1 and 5-2 illustrate a fifth situation of the method according to the invention in which the journeys of the two travelers are compatible, the support windows are not a priori, but in which the calculation entity central offers the second traveler a new moment of care so that the two time windows are compatible with each other;

FIG. 6 illustrates the application of the method according to the invention to the specific case of a regular transport line, of the bus line type; FIG. 7 represents a block diagram showing the components of the general system according to the invention;

FIG. 8 represents a block diagram showing the central computing entity;

FIG. 9 represents a block diagram showing various elements on board a transport vehicle;

FIG. 10 schematically represents a possible interconnection of several central computing entities;

FIG. 11 shows an example of the itineraries of travelers in relation to FIG. 12; and

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

DETAILED DESCRIPTION OF THE FIGURES

We will now describe in detail Figures 1-1 and 1-2 which respectively represent a first situation of the method of the invention and the course of the journey of a carrier selected to transport two travelers.

A first traveler, called Traveler 1, issues a transport request from a first place of departure noted LDV1, to a first place of arrival noted LAV1. The corresponding distance vector denoted VDV1 has been indicated in FIG. 1-1, as well as on either side of this vector, a band of predetermined width or coverage area denoted BVDVl. It has been indicated in FIG. 1-2 that this transport request is made for the moment of taking charge of Traveler 1 denoted IPCV1 with a time window on either side, denoted FTPCV1.

A second traveler, called Voyageur 2, issues a transport request from a second departure location marked LDV2, to a second location of arrival, noted LAV2. Figure 1-1 shows the corresponding distance vector, denoted VDV2, and on either side of this vector, a band of predetermined width or coverage area, denoted BVDV2. Figure 1-2 indicates that this transport request is made for the moment of taking charge of Traveler 2, noted IPCV2, with a time window on both sides, noted FTPCV2.

In the situation illustrated in FIGS. 1-1 and 1-2, it can be seen that the distance vectors VDV1 and VDV2 have substantially the same direction, that the bands BVDVl and BVDV2 overlap by the hatched zone and that the time windows for taking into account load of travelers FTPCVl and FTPCV2 are compatible with the progress of a carrier's journey. In this case, the central computation entity will proceed to the selection of a carrier, among the carriers actually available, a predetermined time before the moment of taking charge of the traveler 1, noted IPCV1. This operation will be performed at the instant noted ISTRP (Figure 1-2), to indicate to the carrier to serve the requests of travelers 1 and 2.

The selected transporter then takes charge of traveler 1 at point LDV1 and at time IPCV1 included in the FTPCV1 window and then takes charge of traveler 2 at point LDV2 and at time IPCV2. Subsequently said transporter deposits at its place of arrival LAV2 at time IARV2, before traveler 1 which is then dropped off at its place of arrival LAV1 at time IARV1.

FIG. 2 illustrates a second situation in which the distance vectors VDV1 and VDV2 have the same direction, but the bands BVDV1 and BVDV2 do not overlap. In this situation, requests from travelers 1 and 2 will not be met by the same carrier.

FIG. 3 illustrates a third situation in which the bands BVDV1 and BVDV2 overlap well, but the distance vectors VDV1 and VDV2 have opposite directions. In this case also, requests from travelers 1 and 2 will not be met by the same carrier.

Figures 4-1 and 4-2 illustrate a fourth situation in which the distance vectors VDV1 and VDV2 have the same direction and the bands BVDV1 and BVDV2 overlap with the hatched area. However, the FTPCVl and FTPCV2 support time windows are incompatible. We can see in Figure 4-2, that if the transporter starts by driving traveler 2 to his destination LAV2, he will reach it at the instant IARV2 which is after the time IPCVl when the first traveler would like to be taken care of . The same is true if it begins with traveler 1.

Figures 5-1 and 5-2 illustrate a fifth situation in which the distance vectors VDV1 and VDV2 have the same direction, the bands BVDVl and BVDV2 overlap in the hatched area, but the time windows for support FTPCVl and FTPCV2 are a priori incompatible, as seen in Figure 5-2. However, although the central computing entity cannot find a solution corresponding exactly to the initial data, after a certain time, it proceeds to the development of a close solution in the following manner:

- the central calculation entity searches for a new time for taking charge of traveler 2, denoted IPCV2 ', and its corresponding window, denoted FTPCV2', compatible with the journey of a transporter; - if the process is successful, the central computing entity proposes to traveler 2 the new takeover time IPCV2 'and a corresponding arrival time, noted IARV2';

- if this new moment of IPCV2 'support is suitable for traveler 2 and they accept it, their travel request may be taken care of.

FIG. 6 represents an example applied to the particular case of a regular transport line (100), with terminals (101, 102), stop stations (103) and on which buses circulate (104). On either side of said line, a strip of variable width represents the coverage area (105). The solid arrows (106) represent a route along the regular route of the line, while the dotted arrows (107) represent a specific route for picking up or dropping off a traveler outside the stop stations. Figure 6 illustrates the cases of five travelers:

- Travelers 1, 3 and 5 will be taken care of from their respective place of departure LDV1, LDV3, LDV5 to their respective place of arrival LAVl, LAV3, LAV5 because they are included in said coverage area. - travelers 2 and 4 will not be served because at least one of their respective points of departure LDV2 or arrival LAV2, LAV4 are outside of said coverage area.

FIG. 7 represents the components of a system (1) for passenger transport, implementing the method according to the invention. This system comprises a central computing entity (6), denoted ECC, a passenger management entity (2), denoted EGV, a carrier management entity (4), denoted 'EGT, of carrier vehicles (5), d '' other central computing entities (7), noted Other ECC, which may or may not be interconnected, and other ancillary entities (8), noted Other Entities, connected to the central computing entity (6) and comprising for example a universal time reference, a road information center, bio-metric readers, data archiving servers, etc.

The travelers (3) are equipped with means of communication (30). Travelers issue requests for passenger transport, rated DTV, using the MCVs of their choice, as we would for example to order a taxi, by indicating the departure coordinates, the arrival coordinates, the number of people to transport (1 by default), the desired pick-up time (as soon as possible by default), possibly if there is a baby (not by default), a child (not by default), an elderly person (not by default), a disabled person (not by default), the amount of luggage (0 by default), the mix (not by default), the passenger's contact details (name, first name, telephone, address, etc.), and possibly d '' other additional parameters. Travelers do not necessarily need to be subscribed to the system, but if they are, it can make the process simpler and faster, especially for traveler identification and payment.

Said EGV includes a passenger transport request management unit which manages communications with travelers according to different modes of passenger communication, denoted MCV. Thus, travelers can communicate with their EGV, by means of the MCV which they prefer, for example by a human operator on the telephone, by Internet, by SMS / MMS, by Email, by voice server, or by any other available means. Said EGV communicates with its ECC. Said EGT includes a carrier management unit which manages communications with carriers according to different Carrier Communication Modes, noted MCT. For example, a human operator by radio or telephone, the Internet, a voice server, a private data communication network, or any other means. Said EGT communicates with its ECC.

FIG. 8 shows in detail the central computing entity (6). This includes a central computer (10), one or more control stations (11), one or more databases (12) and a synchronizable clock (13). The central computer (10) communicates with its EGV (2), its EGT (4) and possibly other ECCs (7) and Other Entities (8).

FIG. 9 represents a transport vehicle (5), provided with an on-board device (50), which will be described in detail below. First of all, the place of the transporter (51), the transporter (52), the places reserved for travelers (53), the space reserved for luggage (54), and, if the vehicle is shown, are shown in the vehicle. allows places reserved for people with limited mobility (55). Passenger seats can be arranged as a private space (56) comparable to that of a private car.

The device (50) comprises a radio transmitter (500), for example of the radio / GSM / GPRS / UMTS type, connected to an antenna (502), a voice transmitter (501), a speaker (503), a microphone (504), computer (505), keyboard (506), memory (507), synchronizable clock (508), alphanumeric display (509), 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 graphic display (513), one or more smart card readers (514), one or more readers bio-metrics (515), for example those with fingerprints, and an external light device (519).

FIG. 10 represents five central computing entities: ECC1, ECC2,

ECC3, ECC4 and ECC5 respectively covering geographic areas A,

B, C, D and E. The entities ECC3 (63) and ΞCC4 (64) are not interconnected and therefore only cover their respective areas, i.e. Zone C and Zone D, while ECC1 (61), ECC2 (62) and ECC5 (65) are interconnected, by means of a telecommunications network (60), for example of the Internet type, and cover a geographical zone corresponding to the combination of zones A, B and E. When the service offer covers several zones, the corresponding ECCs communicate with each other by means of a telecommunications network and share data. This possibility can be interesting to satisfy for example requests from travelers who live in one area and work in another area.

OPERATION OF THE TRANSPORT SYSTEM

The operation includes a preliminary phase of commissioning of the device on board the carrier vehicle and an actual operation phase of the central computing entity by exchanging messages between it, the carriers and the travelers.

COMMISSIONING PHASE OF THE ON-BOARD DEVICE

Each transporter (52) must reference the device (50) which is on board his vehicle (5) with at least one ECC (6). Affiliation is carried out by means of a checkpoint (11) and is stored in the databases (12) (Figure 8).

The transporter puts the on-board device (50) into service which enters into communication with its EGT (4), the latter in turn communicates with its ECC (6) and proceeds to an identification phase.

In the case where it is desired to increase the level of security of the system according to the invention, the phase of identification of the transporter may include, by way of nonlimiting example, a bio-metric reading means (515).

The clock (508) of the on-board device (50) is synchronized automatically with the clock of the ECC with which it communicates through its EGT or else manually by the transporter (Figure 9). In parallel, each ECC (6) has a synchronizable clock (13) which can be set manually by the time or be synchronized with an external source, for example a universal time reference or another ECC (7) (figure 8).

These synchronizations provide a common time reference to the elements of the system.

The carrier's service entry is effective after being identified by his ECC. The on-board device in the vehicle makes it possible to transmit to its ECC, via its EGT, at least its updated geographical position but also possibly the number of passenger seats available, the volume available for luggage, etc.

The carrier can manually transmit this information. In this case, the on-board device (50) consists of a radio or a mobile phone and comprises at least one voice radio transmitter (501) connected to an antenna (502), to a loudspeaker (503) and to a microphone (504).

The transporter can be equipped with a device capable of automatically transmitting said information to his EGT. In this case, the on-board device (50) comprises, in addition to what has been mentioned previously, at least one computer (505) controlling a location system (510), for example of the GPS type, connected to an antenna (511 ), and a data transmitter (512) for receiving and transmitting data.

The transporter can be equipped with an on-board device (50) which is even more elaborate and which comprises, in addition to what has been mentioned previously, a touch screen graphic display (513) and an external light device (519).

Said information can be transmitted regularly, according to a configurable periodicity, and / or if a significant change occurs, and / or at the request of the ECC. The latter has, if necessary, the possibility of questioning any carrier at any time via its EGT. The EGT, which manages communications with all the carriers attached to it, will format the data and transmit it to the central computing entity, ECC. The latter maintains the tables of all carrier vehicles considered active, updates their respective geographic position, the number of available seats, etc.

OPERATING MODE OF THE CENTRAL CALCULATION ENTITY

The central computing entity periodically calculates and updates for each active carrier vehicle: - its remaining carrier distance vector defined by the updated position of the carrier and the position of the next destination set by the central computing entity; - its coverage area updated as the transporter progresses and route modifications are made.

With each passenger transport request that arrives, denoted DTV, the central computing entity establishes a passenger distance vector corresponding to the transport request. Using an algorithm, the latter searches for all active carriers including: - the coverage area includes the starting position of the passenger transport request; - the carrier distance remaining vector, coincides to a certain extent, configurable, with the distance vector of said traveler; - the time windows are compatible; - the additional parameters (number of people, baby seat, luggage, etc.) are satisfied.

In the case where several carriers are possible, the ECC ^'first selects the one which could arrive closest to the time of care requested by the traveler.

Then the central computing entity offers the eligible carrier to serve the passenger 's transport request. In case of acceptance of the latter, the ECC notifies the said traveler. In case of acceptance of the latter, the ECC notifies the said carrier of the care of said traveler.

By way of example, the storage in the databases (12) of the journeys which a traveler most often makes would allow him to save in input time and in comfort of use.

EXCHANGE OF MESSAGES FOR THE CARE OF ANOTHER TRAVELER

The operation will be described, with reference to FIGS. 11 and 12, in the particular case of a traveler 1 who is being routed by a transporter Tl, to serve his transport request DTV1, according to an ITV1 route and in which a traveler 2 issues a transport request during the transportation of traveler 1.

FIG. 11 represents an example of the routes of travelers 1 and 2, and in particular the route ITV1 of traveler 1 before traveler 2 has sent his request and the modified route ITV2 after traveler 2 has made his request and it has been accepted. At time t5, the transporter T1 modifies its initial route ITV1 for a new route ITV2 which will satisfy the transport requests of travelers 1 and 2.

FIG. 12 illustrates the messages exchanged, step by step, between the traveler 2, the transporter T1 and the central computing entity.

Before tackling the detailed description of the functioning of the transport system, we will make a brief description of figure 11. In this figure, the starting point of traveler 1 is noted LDVl, his arrival point is noted LAV1, his vector distance is noted VDV1, its route is noted ITV1. Thus, according to the instructions given by the central computing entity, the transporter Tl initially routes Traveler 1 according to ITV1. The coverage area of the transporter Tl according to ITV1 is denoted ZCT1-ITV1.

The carrier distance remaining vector, denoted VDRT1, is defined by the distance between the position of the carrier at a given instant and the position of its next intended destination. This vector naturally evolves as the transporter progresses. Traveler 2 departs from point LDV2 to reach the arrival point LAV2 and its distance vector is denoted VDV2.

It appears that the starting point of Traveler 2, LDV2, is in said zone ZCTl-ITVl, that VDRT1 coincides, relatively well, with VDV2, that the time of care requested by traveler 2 is compatible with the journey of the transporter Tl and that the additional parameters (number of people, baby seat, luggage, diversity, etc.) are assumed to be satisfied. The carrier Tl will therefore modify its route ITV1, for a new route ITV2 which will serve the requests of the two travelers. The new coverage area of the transporter Tl according to ITV2 is denoted ZCT1-ITV2.

We will now describe, with reference to FIG. 12, the succession of messages exchanged between the Traveler 2, the carrier 1 and the central computing entity.

At the initial stage, denoted EO, the device (50) is assumed to be already on and regularly transmits its position to the central computing entity.

In step 1, denoted El, the transporter 1, denoted Tl, already routes a first traveler, denoted Traveler 1, according to a first route, denoted ITV1.

In step 2, denoted E2, a second traveler, denoted Voyageur 2, makes at a time t2 a transport request, denoted DTV2, to his EGV, for example using his mobile telephone. This transport request is then transmitted to the central computing entity which will search for the most appropriate active transporter.

In step 3, denoted E3, the central computing entity searches for and selects the transporter Tl which is likely to satisfy DTV2. For example, using its databases which contain in particular the detailed and updated routes of the areas covered, with the traffic directions, the central computing entity establishes a new ITV2 route which will satisfy the requests for transport of passengers 1 and 2, and calculates the impact of the ITV2 route on the ITV1 route to communicate this information to the eligible carrier Tl. In step 4, denoted E4, the central computing entity offers the transporter T1 to serve the transport request DTV2.

At a glance, the carrier can visualize on the graphical screen (513) his current position, the contours of his coverage area represented with a color, for example white, the route which remains for him to travel until at its next destination represented with another color, for example green; and, the new route represented with a third color, for example orange, if it accepts the transport proposal.

The carrier may also know the impact in terms of time and additional distance to be covered if he accepts to take charge of the traveler who made this transport request.

In step 5, marked E5, the transporter analyzes the proposal. He remains free to refuse or accept. If the carrier accepts, the central computer assigns a code corresponding to the travel request and calculates the estimated time of arrival at the geographic position of the traveler.

In step 6, denoted E6, the transporter indicates to the central computing entity that he accepts the DTV2 transmitted by Traveler 2.

The ECC then transmits to Traveler 2, using its EGV, an identification of the carrier vehicle that will take it over.

In step 7, denoted E7, the central computer indicates to Traveler 2 at an instant t3 that a transporter is likely to satisfy his transport request and the approximate time t7 of his taking charge.

In step 8, denoted E8, the traveler 2 analyzes the information from the central computer. He remains free to refuse or accept the transport proposal.

Step 9, denoted E9, indicates that during this time, the transporter T1 continues to transport Traveler 1 according to the route ITV1.

In step 10, denoted E10, the Traveler 2 accepts, at an instant t4, the transport offer made to him. In step 11, denoted Eli, the central computer notifies the transporter Tl of taking charge of Traveler 2.

In step 12, denoted E12, the transporter T1, at an instant t5 will modify its route ITV1 for another route ITV2 in order to be able to serve the transport request of Traveler 2 in addition to that of traveler 1.

Preferably, the transporter is equipped with a GPS navigation aid system (510) connected to the computer (505) of the on-board device. In this way, guiding the transporter towards the passenger or passengers to be taken en route, then to be deposited as and when arriving at their respective destination, is made easier.

In step 13, denoted E13, Traveler 2 also receives a notification that it will be taken care of approximately at time t7, refined in the meantime since time t3. Depending on various events, for example a new assumption of responsibility for a traveler, a traffic jam, etc., Traveler 2 can receive several notifications from the central computer to inform him of the actual moment of his assumption of responsibility.

In step 14, denoted E14, the Traveler 2 awaits his care in the place and the conditions of his choice according to the instant t7 which will have been communicated to him.

In step 15, denoted E15, the central computing entity, at a time t6 automatically indicates to Traveler 2, the imminence of the arrival of the transporter in a configurable manner, for example a few minutes.

In step 16, marked E16, Traveler 2 prepares to be taken care of at the point marked LDV2 which he has indicated.

Preferably, an easily identifiable exterior light device (519) is installed on the carrier vehicle. The device may be able, for example, to light a lamp or display some characters visible from a distance so as to make the identification of the carrier simpler and faster. In step 17, noted E17, the Traveler 2 is taken care of by the transporter T1, at an instant t7. The carrier notifies the central computing entity that it has effectively taken charge of Traveler 2.

In step 18, denoted E18, the transporter Tl transports Travelers 1 and 2 according to the route ITV2.

In step 19, marked E19, Traveler 2 arrives at its destination. He pays for his journey. The amount of the journey can be fixed or determined by the central calculation entity taking into account the route as the crow flies, the number of passengers in the vehicle, the time slot, etc.

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

The traveler can also be subscribed and only want to pay at the end of the month. In this case, he will introduce into the reader (514) a smart card and enter a code making it possible to authenticate that it is indeed the holder of the card who made the journey. The debit can also be made on the bank account of a company which would participate in the travel expenses of its employees.

An alternative to the confidential code would be a biometric identification, for example by means of fingerprints. Information specific to the traveler, as well as his fingerprint are in this case stored in one of the databases during the subscription. The interest for the traveler is to be able to use the transport service when he has no card or money on him, thanks to the use of a bio-metric type identification. Identity verification is carried out by comparing the biometric fingerprint stored in the database (12) with the fingerprint read from the reader (515). This can be useful for young children.

In step 20, marked E20, Traveler 2 is dropped off at the designated point, marked LAV2. The carrier Tl notifies the central computing entity that it has deposited Traveler 2 at its intended destination. In step 21, denoted E21, the transporter Tl routes Traveler 1 according to the route ITV2.

In step 22, marked E22, Traveler 1 arrives at destination.

In step 23, noted E23, Traveler 1 is dropped off at the scheduled point, noted LAV1. The transporter Tl notifies the central computer that it deposits the Traveler 1. The Traveler 1 pays for his journey on the basis of his transport request, denoted DTV1, associated with the vector VDV1 and the route ITVl, but not on the basis of the ITV2 route that the carrier actually took.

Finally, in step 24, denoted E24, the transporter Tl thus continues immediately according to the passenger transport requests, denoted DTV, which arrive to it over time.

In summary, the device according to the invention is complementary to public transport by offering the most pleasant possible alternative to the private car, while presenting advantages close to, or even greater than, the latter.

Indeed, inside a covered area, there is for each traveler a departure from any desired location, a personalized service since the carrier picks it up, an arrival at a specific location desired, a journey without correspondence, pleasant transport, never crowded, with a seat for each traveler, see a private space, the possibility of taking luggage, the possibility of having a baby seat, etc.

One would expect that, with the mode of transport of the invention, the duration of the transport is longer than with a private car, because the carrier can at any time modify his route to fetch other travelers. .

However, this duration is, in fine, of the same order of magnitude as in the case of travel by personal car, and this for several reasons:

- the carriers are road professionals and know the best routes, - in addition, carriers can use reserved routes, for example bus lanes, and further reduce journey times compared to the private car.

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

- waiting in the transport vehicle is done in pleasant conditions because the traveler has a seat: it is a gain on the fatigue of driving or on the fatigue of a crowded public transport,

- passenger seats can be set up in private spaces: this is a guarantee of confidentiality and comfort,

- the trip is made without changing vehicles, because there is never a connection on the requested route: it is a gain on the fatigue of connections,

- the travel time can be used to work or relax: it is an appreciable saving on work and / or leisure time,

- the traveler does not have to worry about finding a parking space: it saves time and money, and in addition the traveler does not risk a ticket,

- the cost of the trip can be competitive, a priori less than a taxi ride, because the cost of the trip is spread over several travelers, - depending on the distance to be traveled and the type of carrier vehicle, additional services can be offered to travelers, for example breakfast, daily press service, Internet, etc.

By posing as a satisfactory alternative to the private car, the transport system according to the present invention constitutes an effective means of reducing individual car traffic, and of the atmospheric pollution which follows, while being very advantageous for the travelers who use it. and by proving to be creating jobs.

Claims

1. Passenger transport process involving:

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

- a first traveler (Traveler 1) sends, thanks to its passenger communication means, a transport request from a first departure point (LDVl) to a first arrival point (LAV1) for a first pick-up time in charge (IPCVl);

- the central calculation entity subsequently determines: a) a corresponding first distance vector (VDV1) connecting said first starting point and said first arrival point and oriented in this direction, b) on either side of this vector a first band (BVDVl) of predetermined width or first coverage area, c) and a time window (FTPCVl) around said first moment of taking charge;

- the central calculation entity subsequently determines: a) a second corresponding distance vector (VDV2) connecting said second starting point and said second arrival point and oriented in this direction, b) on either side of this second vector a second band (BVDV2) of predetermined width or second coverage area, c) and a time window (FTPCV2) around said second time of taking charge; the central computing entity determines whether said first and second vectors have substantially the same direction, whether said first and second coverage areas overlap at least partially and whether 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 times of taking charge, and requests the selected carrier to serve the requests of said travelers.

2. Method according to claim 1, characterized in that:

- while the carrier vehicle (5) routes at least one traveler (Traveler 1) from a first point of departure (LDVl) to a first point of arrival (LAV1), to satisfy a first transport request (DTV1) by borrowing a first route (ITVl) corresponding to said first distance vector (VDV1), a second traveler (Traveler 2) issues a second transport request (DTV2) from a second departure point (LDV2) to a second arrival point (LAV2) for a moment of support (IPCV2);

- the central computation entity then subsequently determines: a) a corresponding second distance vector (VDV2), b) a time window around said time of taking charge (FTPCV2); the central computing entity then determines if said vectors have substantially the same direction, if said second starting point is in the coverage area around said first vector and if said time window is compatible with the progress of the vehicle journey carrier; - and, in the case where all these conditions are fulfilled, the central calculation entity, according to the result of its calculations, requests the transporter who took charge of the first traveler (Traveler 1) to modify his first itinerary (ITVl) for a second route (ITV2) in order to collect the second traveler (Traveler 2) at its point of departure (LDV2) to also bring it to its point of arrival (LAV2) and thus also satisfy the second transport request (DTV2 ).

3. Method according to any one of the preceding claims, characterized in that in the case where all the previous conditions are not fulfilled for a second traveler (Traveler 2), so that the central computing entity cannot find a solution corresponding exactly to the initial data, the latter proceeds, after a certain time, to the development of a close solution as follows:

- the central computation entity searches for a new time for taking charge of traveler 2, denoted IPCV2 ', and its corresponding window, denoted FTPCV2', compatible with the journey of a transporter;

- if the process is successful, the central computing entity proposes to traveler 2 the new takeover time IPCV2 'and a corresponding arrival time, noted IARV2'; - and, if this new moment of taking charge of IPCV2 'is suitable for traveler 2 and if he accepts it, his travel request may be taken care of.

4. Method according to any one of the preceding claims, characterized in that a transporter, which is at a standstill or in the process of terminating the routing of one or more travelers, can request, from its central computing entity, that they be communicated the coordinates of a place as close as possible to its current location where a transport request must be satisfied soon, by following these steps:

- a carrier signals to its central computing entity, by means of its on-board device, that it may already be considered available, - the central computing entity subsequently determines around the geographic position of said carrier coverage area,

- in the case where all these conditions are fulfilled, the central computing entity will propose to said transporter to serve said transport request by specifying at least the points of departure and arrival of said transport request,

- and, according to the result of its determinations, the said transporter: • will refuse the said request for transport if it does not suit him, • will accept said request for transport if it suits him. Said transporter will then collect said traveler from his said point of departure and possibly indicate, by means of his on-board device, that he is no longer available for other transport requests.

5. A method of transporting travelers according to any one of the preceding claims, characterized in that a carrier can request its central computing entity, via its on-board device (50) and a predetermined time before depositing the passenger (s) it carries, the contact details of a place where transport requests must be met at a specific time.

6. Method according to any one of the preceding claims, applied to the specific case of a regular transport line (100), of the bus line type, on which several vehicles (104) make shuttles, between a starting point and an arrival point (101, 102), along said transport line, is characterized in that:

- the central calculation entity maintains in its databases a band or coverage area (105), on either side of the route of said line, - while the transport vehicles (104) carry out shuttles along the route, transport requests (DTV1) from one or more travelers (Traveler 1) arrive at the central computing entity,

- for each transport request, the central calculation entity determines: a) a corresponding distance vector (VDV1), b) whether there is compatibility or not of this vector with said route, namely whether the starting points ( LDVl) and of arrival of said traveler (LAV1) are or are not in said coverage area, c) among the transport vehicles, those which are compatible with the time of care requested by the traveler (IPCVl),

- according to the result of these determinations, the central calculation entity: • indicates to the traveler the rejection of his transport request in the event that it is incompatible with the route of the line or that the latter is out of service, • and, in the case where the transport request is compatible with the the route of the line and that it is in service, indicates to the traveler the times when transport vehicles can come to pick it up at the place where it is, the traveler then indicates the transport vehicle that he selects, which will pick up the traveler to serve their transport request.

7. A passenger transport system for implementing the method according to one of the preceding claims, said system being characterized in that it comprises:

- at least one carrier vehicle (5) with at least two seats (53,55) and equipped with an on-board device (50) comprising at least one means of communication,

- at least one passenger management entity (2) comprising at least one passenger communication means, and - at least one central computing entity (6),

8. A passenger transport system according to claim 7 characterized in that each central computing entity (61), covering a defined geographical area (zone A), can be connected to one or more other central computing entities (62,65 ) in order to cover a larger geographic area, equal to the combination of the geographic areas (Areas A, B, E) covered respectively by the different central computing entities.

9. Passenger transport system according to one of claims 7 and 8 characterized in that each central computing entity has a clock (13) which can be synchronized periodically in order to guarantee the same time reference between several central computing entities (61 to 65).

10. Passenger transport system according to one of claims 7 to 9 characterized in that the carrier vehicle is equipped with an on-board device (50) comprising one or more of the following: a radio transmitter (500), a synchronizable clock (508), a graphic display screen (513), an external light device (519), one or more smart card readers (514), a computer (505), a GPS location system (510 ), one or more biometric fingerprint readers (515).