WO2021028266A1

WO2021028266A1 - Transport system, transport infrastructure, means of transport, and method for controlling a transport system

Info

Publication number: WO2021028266A1
Application number: PCT/EP2020/071899
Authority: WO
Inventors: Herwig Fischer
Original assignee: Innovative Dragon Ltd.
Priority date: 2019-08-12
Filing date: 2020-08-04
Publication date: 2021-02-18
Also published as: EP4014099A1

Abstract

The present patent application relates to a transport system comprising a transport infrastructure and at least one means of transport for public passenger transport and/or goods transport. The invention also relates to a transport infrastructure, to a means of transport and to a method for controlling a transport system. In order to allow in particular cost-effective, flexible, time-saving and comfortable passenger transport and goods transport, in particular in urban areas, according to the invention, the transport infrastructure of the transport system and the transport infrastructure has a transport network consisting of traffic routes, wherein a traffic route has at least one traffic lane and a hard shoulder at least in some sections, wherein the traffic lane has lane guidance in the form of a longitudinal marking, which allows orientation along the traffic lane by means of a detection unit. Furthermore, according to the invention, the means of transport of the transport system and the means of transport comprises a fleet consisting of a plurality of autonomously driving modules, which, by means of a detection unit, are configured to be oriented, individually and/or in columns on the traffic lane, with respect to the lane guidance in the form of the longitudinal marking, and to drive a predefinable route within the transport network. Finally, according to the invention, the method for controlling the transport system has an interactive controller between the modules, which controller is designed to control the modules when entering the traffic lane and when leaving the traffic lane, in particular when leaving the traffic lane into the hard shoulder.

Description

Transport system, transport infrastructure. Means of transport and procedures for

Control of a traffic system

The present patent application relates to a transport system with a transport infrastructure and at least one means of transport for public passenger transport and / or the transport of goods.

The invention also relates to a traffic infrastructure, a means of transport and a method for controlling a traffic system.

Inner-city mobility is problematic in practically all cities around the world with an increasing tendency, in particular due to the limited availability of traffic areas, which can only be expanded at extremely high costs and with great effort. Autonomous vehicles do not solve these problems if their traffic performance in passenger kilometers per hour on the existing traffic areas is not increased significantly by further changes beyond the autonomous operation. The main cause of the problem is motorized individual transport, such as cars, taxis and delivery vehicles.

This contrasts with local public transport with the operation of buses, trams and underground trains, which have very good traffic performance at peak times. In off-peak times, however, public transport is not very efficient and offers poor transport comfort, such as insufficient privacy during the journey and no free choice of starting point, starting time and destination (destination). The consequence of this is that a large proportion of mobile people continue to use motorized vehicles and thus continue to clog the streets, especially in the inner city area.

A major problem with conventional means of local transport, especially the tram, is the conflict of objectives when determining the distances between the stops. A large distance enables a fast journey with few stops and thus a high average speed, but leads to long journeys Footpaths for the passengers from the starting point to the next stop and then from the last stop to the final destination. In contrast, a short distance leads to frequent stops and low average tram speeds, long travel times and poor comfort.

In addition, the costs for a new tram line are quite high at € 10 to 20 million per kilometer, as rails and switches with high demands on the substructure have to be installed due to high loads. There are also stops and overhead lines, which, due to the high electrical voltages, require complex safety technology. In addition, there are provisions for a later dismantling or relocation of the route, which can be due to changes in demand, such as the later development of new residential areas or the creation of new transport hubs due to new focal points, such as supermarkets, stadiums, exhibition centers, schools or leisure facilities.

Starting from this, the object of the present invention is to specify a traffic system, a traffic infrastructure, a means of transport and a method for controlling the traffic system, with which the aforementioned disadvantages are eliminated. In particular, the invention is intended to enable inexpensive, flexible, time-saving and comfortable passenger and goods transport, especially in urban areas.

This object is achieved by the traffic system according to claim 1, the traffic infrastructure according to claim 2, the means of transport according to claim 11 and the method according to claim 31.

According to the invention it is provided that the traffic infrastructure of the traffic system according to claim 1 and the traffic infrastructure according to claim 2 has a traffic network of routes, wherein a route has at least one lane and at least in sections a hard shoulder, the The lane has lane guidance in the form of a longitudinal marking, which allows an orientation along the lane by means of a detection unit.

Furthermore, it is provided according to the invention that the means of transport of the transport system according to claim 1 and the means of transport according to claim 11 comprises a fleet of several autonomously driving modules, which are set up by means of a detection unit to be individually and / or in columns on the lane on the lane guidance in the form to orientate the longitudinal marking and to travel a predeterminable route within the traffic network.

Finally, it is provided according to the invention that the method for controlling the traffic system has an interactive regulation between the modules, which is designed to regulate the modules when lane into the lane and when leaving the lane, in particular when leaving the lane in the hard shoulder.

In other words, the present invention relates to a traffic system with a tram-like means of transport which eliminates the aforementioned disadvantages by applying virtual rails in the form of the mentioned longitudinal markings to the road surface instead of rigid rails - as in conventional tram lines, with the following advantages be achieved. The modules or the individual vehicles of the means of transport can be guided precisely through the longitudinal marking by a suitable detection unit, for which purpose an optical, inductive and / or magnetic detection of the longitudinal marking is possible. The modules can be oriented by suitable computing and control units within the entire traffic network based on the lane guidance, so that any route within the traffic network can be traveled. This saves considerable costs when installing new routes. Furthermore, the traffic system is very flexible, because new routes can be installed with little effort by essentially applying new longitudinal markings to definable lanes and by the control and regulation technology of the individual modules having a software update with the added routes. By means of the traffic system according to the invention, a comparatively faster and more comfortable transport of people and / or goods is possible, because the individual modules do not have to stop at each stop if a passenger signals a stop request from another module. This can avoid unnecessary waiting times at bus stops. In the sense of the present invention, autonomous driving is understood to mean automated driving, because vehicle guidance is supported by external infrastructure elements.

Finally, the present invention is advantageous in comparison to completely autonomous and lane-independent means of transport, because virtual lane guidance requires significantly less regulation and control effort than lane-independent autonomous driving in currently conventional transport networks, which ultimately also saves a considerable amount of energy costs. This can significantly increase the driving performance between two charging cycles.

Further preferred embodiments of the present invention are specified below and in the subclaims.

Transport infrastructure

As part of a first advantageous development of the traffic infrastructure according to the invention, it is provided that the longitudinal marking of a lane is visually recognizable on the road surface, so that the longitudinal marking and thus the lane and the direction of movement of modules on the lane can be identified / recognized by other road users. This allows other road users to move safely in the existing traffic infrastructure, for example by staying away from the marked lanes and / or paying attention to any modules approaching when crossing. Although it is preferably provided that the longitudinal markings can be seen from the outside, within the scope of a preferred embodiment of the invention it is provided that the longitudinal marking of a lane has ferromagnetic particles at least in sections, so that, in particular when several longitudinal markings overlap, such as an intersection point of two Routes, a clear track guidance by means of magnetic couplings.

The traffic network preferably has, at least in sections, two routes which are arranged parallel to one another and directly next to one another, the routes being passable in opposite directions. In order to avoid collisions between modules traveling in opposite directions even in the event of a malfunction or evasive maneuvers, an advantageous embodiment of the invention provides that a guardrail is arranged between two adjacent and oppositely oriented routes.

According to a particularly advantageous embodiment of the invention, it is provided that a longitudinal marking for lane guidance has additional transverse markings that encode further information, in particular on the route and / or position ahead, the transverse markings being provided by a suitable sensor system of the modules, in particular by the detection unit or an additional detection device , are identifiable. The transverse markings are preferably arranged equidistantly along the longitudinal marking. The transverse markings are preferably used for the additional identification of critical areas, in particular for the identification / announcement of tight curves, inclines and / or slopes, in that additional information elements in the form of the transverse markings are fixed on the longitudinal markings. In addition, the cross markings allow the calibration of a running onboard odometry and / or provide data on the driving speed of the modules, because the distances between the individual cross markings are known and the current driving speed of the modules can be easily determined. Means of transport

In order to solve the already mentioned conflict of objectives of the stop distance, it is also preferably provided that the means of transport does not have a closed passenger space, but rather consists of individual modules, with each module of the fleet having a separate drive unit and a separate control unit. Furthermore, it is preferably provided that the modules are narrow and have a maximum width between 0.8 m and 1.2 m. The modules are preferably between 1.3 m and 2 m high and between 2.2 m and 4.4 m long. Per module, two seats are preferably provided which are oriented in such a way that the passengers sit opposite each other, which is advantageously sufficient Creates privacy. It is likewise preferably provided that the modules each have tilt kinematics which, in particular when cornering, cause the module to tilt in the direction of the inside of the curve, with the result that side forces are reduced. Due to the narrow design of each of the modules, the driving speed in curves can also be increased as a result, since otherwise there is a risk of the modules tipping over. In this respect, the preferred tilt kinematics can significantly increase the travel speed and thus the transport speed.

So that the modules can drive on routes with a conventional road surface, which also enables parallel use by the MIV, it is preferably provided that the modules have rubber tires that, compared to metal tram wheels, have a significantly shorter braking distance for both a column and a module effect.

In the context of a particularly preferred embodiment of the invention it is provided that the modules can be releasably connected to one another in any number via couplings, so that they can have columns with any number of Can form modules. The formation of columns, especially in the lane, also leads to considerable energy savings, since control and regulation mechanisms only have to be carried out by one (master) module. The other column-forming (slave) modules can be oriented towards the (master) module, which saves a considerable amount of regulation and control effort.

The modules preferably have a communication interface via which passengers can enter control commands for the journey. In particular, gesture control and / or an app-based connection with a mobile terminal (smartphone) and / or voice control are addressed in this context. In particular, the communication interface via a mobile terminal is advantageous, since modules can also be requested via this without modules being visible in the immediate vicinity, which would be required for gesture control and / or voice control.

It has already been mentioned that the modules are lane-guided within a lane by the longitudinal marking. Outside the lane, in particular on the hard shoulder, the modules can be lane-guided or non-lane-guided or non-lane-bound. In the event of any lane guidance, longitudinal markings are also provided on the emergency lane, which symbolize the corresponding stops. In the event that the modules are not lane-guided or are not lane-bound outside the lane, the modules can in principle stop at any point within the transport network, which significantly increases flexibility. However, increased regulation and control technology must be applied to the requirements of a non-track-guided, autonomously driving module.

In recent years, online ordering services have developed rapidly, which is associated with additional traffic load from delivery services. In the context of an advantageous embodiment of the present invention, to relieve the associated delivery traffic, it is provided that the modules designed for the transport of goods are designed as a delivering parcel station, which are attached to a To the destination, especially in the hard shoulder, wait until a transported delivery is picked up. Of course, within the scope of this preferred embodiment, it is also provided that the customer is informed of the arrival of the ordered delivery, for example via his mobile terminal, so that the customer can receive the transported delivery immediately.

In the context of a further preferred embodiment of the invention, it is provided that the modules can move forward and backward individually or in columns, thus eliminating any turning maneuvers. This saves time-consuming turning maneuvers, particularly in the confined spaces of modern inner cities.

Provision is preferably made for the modules of the means of transport to have a processing unit with suitable software that continuously compares the odometry data with the reference values from sensors for the longitudinal markings and enables the journey to continue if there is no contradiction. Otherwise the journey will be stopped as a precaution.

According to a further advantageous embodiment of the invention, it is provided that the modules have additional systems which, preferably on the basis of lidar, radar, TOF cameras and / or ultrasonic sensors, detect obstacles and allow autonomous travel in the traffic network outside the lanes with the longitudinal markings. As a result, the modules can also move outside of the lane guidance in the lanes or on the hard shoulder, since they are also designed for fully autonomous ferry operation outside of any lane guidance. As a result, the transport can also take place in cross streets or side streets of the traffic network that are not provided with a corresponding lane guidance and are therefore not part of the traffic network mentioned. Optionally, the additional systems can also be activated during a lane-guided journey along the longitudinal markings of a lane, which creates an additional gain in safety. The modules of the means of transport preferably have inside and / or outside advertising space, in particular in the form of OLEDs or flat screens, as well as acoustic systems with which location, situation and / or target customer-related advertising while standing, on the hard shoulder and / or while driving can be imported and / or reproduced.

It has already been mentioned that the modules according to a preferred embodiment of the invention are designed for two people, which reduces the length of the modules to a minimum. In order for closed groups, such as school classes or the like, to take a group trip together, a particularly preferred embodiment of the invention provides that several modules can be booked as a closed column using a suitable input system, in particular using an app installed on a mobile device, so that a trip with several modules in a column ensures that larger groups of passengers who belong together arrive at their destination promptly / at the same time. In the event that the group includes persons subject to supervision, e.g. children, a guide and / or a guide module can be defined for a group trip, whereby only the guide can select destinations and / or open doors, while other people in the group passively in the vehicles remain seated until the doors are opened or released by the manager. This ensures maximum safety when driving larger groups, even when driving larger groups with persons who are subject to supervision. Should communication be required between different people who are in different modules of the means of transport, an advantageous embodiment of the invention provides that for communication between people in a group in different modules, vehicle-to-vehicle communication by image and / or Sound is set up. For this purpose, the modules have corresponding loudspeakers, screens and / or microphones, which can be controlled by means of vehicle-to-vehicle communication. In addition, an advantageous development of the invention provides that the modules for securing the surrounding traffic display and / or loudspeakers for emitting visual and / or acoustic warning signals with which the further vehicle guidance can be recognized from the outside, in particular to determine whether the Vehicle stops, is free, is about to start or stop and to allow crossing traffic. This ensures and installs external communication that ensures maximum transparency and safety precautions in order to avoid collisions between individual modules of the means of transport and participants in the surrounding traffic.

Finally, within the scope of the means of transport, according to an advantageous development of the invention, it is provided that the modules record situations by means of an external camera, in particular a front camera, and communicate the recording to the appropriate locations (e.g. police, authorities, etc.) if other situations occur in the recorded situations Road users violate traffic rules. In this context, it can also be provided, for example, that accidents or the like are recognized, with which a possible emergency call is automatically sent if the accident situation is not recognized and / or reported by passers-by.

Method for controlling a traffic system

With reference to the inventive method for controlling a traffic system according to the invention, a preferred embodiment of the invention provides that the distances between the modules of a column are flexible and continuously varied and regulated in such a way that there are gaps for the passage of cross traffic and the cutting in of modules the hard shoulder to be created appropriately. In this case, the driving speed is preferably at most minimally impaired and a forced standstill of one or more of the modules is largely avoided. This allows the Traffic flow can be optimally maintained, which significantly increases the traffic performance and thus the transport speed.

The method preferably uses self-learning systems based on artificial intelligence (Kl), which continuously optimizes the control of the traffic infrastructure and the control of the means of transport both in simulations and in the operation of the traffic system.

Finally, within the framework of an advantageous embodiment of the invention, provision is made for a control regime with clearly defined partial responsibility levels to be provided for the management of all modules of the means of transport, with a) the modules onboard systems, in particular for maintaining the lane, for energy management, for maintaining charging cycles and / or to avoid collisions and b) the traffic infrastructure has sectional control points with offboard systems for the distribution of waiting positions, for carrying out empty trips, for booking and accounting for trips and / or for forming columns.

In the following, further advantageous embodiments of the present invention are also described in connection with the establishment / integration of a traffic system according to the invention in existing infrastructures.

According to this, circular concentric routes or parallel routes - depending on the geometry of the respective city - are designed as tramlines for the optimal effect on the traffic flow, whereby, depending on the width of the existing road, MPV vehicles may or not be permitted in parallel.

In an exemplary embodiment, in which streets run in the form of a matrix in parallel main streets at intervals of, for example, 200 m and are connected by generally narrower cross streets, an embodiment would for example be as follows choose that every second main axis is blocked for the MIT and reserved for the routes. The longest way to the next module would be 200 m for the passenger if he starts at one of the MIV axes in order to go to the axis that is reserved for the next module of the means of transport. There he would step onto a module waiting in the hard shoulder or - if there is no module nearby - call one up via the app or use gesture control to stop an empty module that happened to be passing by. There are no routes along the route to the next stop, as the modules can lane out and stop at any point along the route.

When the next point on the route relative to the final destination is reached, the passenger stops the module by voice command, gesture control, app or button, so that the module automatically spurts out, stops and releases the passenger. In the worst case, the passenger would now have to walk another 200 m until he reaches his destination.

As an example, an estimate for New York / Manhattan shows that the conversion of every second avenue to a means of transport according to the invention would only be 240 m as the longest walk, but could continue to allow motorized transport on every second avenue. It is taken into account that the distance between two avenues in New York / Manhattan is approx. 160 m to 250 m.

The modules are automatically led in close formation one behind the other as a platoon or column and together form a tram-like means of transport based on individual cabins / modules that can be separated again at any time. From the point of view of each individual module, such a tram-like means of transport would travel from the spatially closest starting stop to the spatially closest destination stop without stopping, whereby due to the limitation of the modules to two passengers, perfect privacy is ensured, with the two people sitting opposite each other. A preferably installed curve tilting technology ensures maximum comfort and the greatest possible driving dynamics safety. Due to the virtual longitudinal markings / rails that can be recognized as lines on the route, other road users (pedestrians, cyclists or cars) can quickly and reliably see where they must observe the right of way of the means of transport according to the invention and where they are not exposed to any danger.

The means of transport defined in this way can be safely managed autonomously with simple algorithms because the critical situations, in particular lane changes of the modules or other road users, turning processes, parked vehicles on the way and the like, do not occur because the modules at least within the lane according to the known and above Right of way rules for trams, which have been tried and tested for 100 years, are operated and therefore have priority.

The only situation in which the optional mixed traffic can become critical are the intersections of the main axes with the cross streets, the

1. Can be equipped with traffic lights, the red light intervals preferably being synchronized with the traffic of the means of transport according to the invention, as already on many conventional tram lines, and

2. Provide a general right of way for the modules, as on many conventional tram lines.

With extremely low investment costs and practically without interfering with the cityscape, the traffic performance on the existing road network is increased many times over, emissions and traffic jams are eliminated and the risk of accidents is reduced. The high flexibility of the system allows a gradual conversion with initially only one main axis as the route up to the complete expansion with a complete prohibition of access for motorized vehicles. At the latest in this expansion stage, the individual modules can then also continue into the cross streets and thus enable a door-to-door service for passengers and delivery goods. A self-learning algorithm enables the waiting modules to be optimally distributed along the route, i.e. if several passengers get off at an otherwise less frequented point, these modules do not wait at this point for new inquiries, but rather drive to the nearest charging station or to points of higher demand.

In the frequently occurring cities in Europe with ring-shaped road networks, these essentially concentric rings are converted into the route according to the invention instead of the main axes.

The change from the lane to the hard shoulder is carried out using optimized algorithms with virtual soft switches, which can be visible as markings or can only be controlled via an onboard control of each individual module.

When approaching an intersection with traffic lights, each module reacts separately to any red light signals, i.e. in appropriate situations a column dissolves and part of the column drives over the intersection and another part of the column stops in front of it. The distances between the modules in convoy operations are optimized analytically, by simulation or by self-learning algorithms so that safety, comfort and efficiency are maximized.

Since all modules are of the same design with regard to driving dynamics parameters, minimal distances between the modules are also possible in convoy operation. The achievable route usage can be significantly higher than with conventional rail-bound trams.

In a special embodiment of the invention, individual modules are releasably connected at the front and rear via a coupling, in particular a funnel-shaped coupling. In this variant, the clutches are also designed as charging devices, in particular as inductive charging devices, so that batteries can be charged with one another while driving. This allows a A fully charged module can also be charged with another module with a lower capacity while driving, thereby extending the maximum possible driving distance.

In the case of a particularly high utilization of the means of transport, in which there may hardly be enough time to charge the modules during any waiting times in the hard shoulder, a preferred embodiment of the invention provides that a battery module is introduced into the closed column of connected modules, which itself does not take any passengers and only has batteries on board via which the manned modules can be charged during operation or while driving.

In addition to the lane guidance according to the invention via longitudinal markings, a guiding device, e.g. through a partition or a guardrail, is also provided for route guidance in the context of a particularly preferred embodiment, along which the vehicles are guided. The modules can be oriented on such partition walls / crash barriers in particular by means of a sensor system and / or by means of rolling contacts with wheels.

In operation at maximum traffic capacity, the distances are, for example, 50 m with even distribution of the modules, so that the time intervals between two modules when passing an intersection with other road users at a typical speed of e.g. 10 m / s are only 5 s, so that for the Crossing traffic the time to pass becomes very short. Therefore, within the scope of an advantageous development of the invention, an algorithm is provided which is designed to regulate the operation of the column, according to which, for example, ten modules are driven at distance 0 in front of these intersections, so that a gap to the next block of 10 of 10x5 s, i.e. 50 s arises so that cross traffic can pass safely. In a similar way, a control algorithm is designed to create gaps for modules cutting in from the hard shoulder, these controls being carried out both as fleet control externally via a center and / or section control and / or as vehicle-to-vehicle. In any case, a flexible formation is provided in the platoon or in the column, which is constantly changed or adapted to the situation in order to achieve maximum transport performance and travel speed on the one hand and to avoid excessive acceleration and braking values or even standstills and a maximum on the other Achieve road safety.

In order to achieve these goals, self-learning systems of artificial intelligence are used in a special embodiment, which are continuously optimized both in simulations and in practical operation in the sense of the described objective.

Finally, as part of an advantageous development of the invention, it is provided that the modules use an external camera to record situations and, if necessary, communicate to the outside in which other road users violate traffic rules in order to prevent deliberate automatic braking. This also creates a corresponding incentive for reluctant passers-by to observe the right of way rules for the modules of the means of transport according to the invention.

Further advantageous embodiments of the present invention as well as specific configurations are explained below with reference to the figures. Show it:

Fig. 1, 2 each a route of a traffic infrastructure in perspective view,

Fig. 3 is a plan view of a route and

4, 5, 6 modules of a means of transport.

Figures 1, 2 and 3 each show excerpts from a specific embodiment of a traffic system with a traffic infrastructure in the form of a route 200, which has two lanes 202, 203 with opposite orientation and each with a hard shoulder 201, 204, and one Means of transport made up of several modules 100 which can be driven individually and / or in groups. Each lane 201, 203 has a lane guidance in the form of a longitudinal marking 205, 206 applied to the roadway, which can be registered or recognized by a detection unit 207 of the modules 100. In autonomous ferry operation, the modules 100 can use the detection unit (s) 207 on the lane 202, 203 to orientate themselves to the longitudinal markings 205, 206 and thereby orientate any route within the traffic network of the traffic infrastructure with several routes 200. As can be seen from the included detailed view in FIG. 1, the longitudinal marking 205, 206 has additional ferromagnetic particles 209 and / or transverse markings 210, if necessary, which contain further information on the route ahead. The journey takes place as a function of the utilization of the means of transport with individual modules 100 or in columns, for which purpose the modules 100 can be detachably connected to one another. For this purpose, FIG. 1 shows a column with six modules 100 on the lane 202 leading to the left. In contrast, three modules 100 are parked on the assigned hard shoulder 201. A single module 100 drives on the lane 203 pointing to the right.As soon as one of the modules 100 or a complete column has reached the destination, the module 100 or the column shears out of the lane 202, 203 into a hard shoulder 201, 204, where the Module 100 or the column at the edge of the route 200 comes to a halt in order to let passengers out there or to wait to pick up ordered deliveries.

2 shows sections of a route 200 with two lanes 202, 203 and two hard lanes 201, 204, three modules 100 being arranged in the waiting position on the hard shoulder 204. Drive on lane 203 (aligned to the right) six modules 100 that have joined together to form a column. There is a single module 100 on the oppositely oriented lane 202. The hard shoulder 201 is free in the traffic situation shown.

In the event of a possible malfunction or an evasive maneuver, a frontal collision between modules 100 on oppositely oriented To avoid lanes 202, 203 of a route 200, a guardrail 208 is provided within the scope of a specific embodiment of the invention, which is arranged between two oppositely oriented lanes 202, 203. 3 shows such a guardrail 208 at least in sections.

4, 5 and 6 each show a single module 100 with rubber tires made up of 4 wheels 110, the module 100 having a total width of approximately 1 m being relatively narrow in relation to its length and height. As a result, modules 100 can drive next to one another in one lane on conventional roads, as they are currently known, so that the existing infrastructure can easily be converted to the needs of the means of transport according to the invention. In order to orientate themselves along the longitudinal markings 205, 206, the modules 100 have detection units 207 which adequately identify the longitudinal markings 205, 206 arranged directly in front of the modules 100 or below the modules. Any existing cross markings are also registered by the detection unit or another detection device. The modules 100 each have a separate drive unit 211 and a separate control unit 212. Furthermore, two seats 213 are arranged within the cabin of the modules 100, which are oriented such that the passengers sit opposite one another.

Reference symbol

100 module

110 wheels

201 hard shoulder

202 lane

203 lane

204 hard shoulder

205 longitudinal marking

206 longitudinal marking

207 registration unit

208 guardrail

209 ferromagnetic particles

210 cross mark

211 drive unit

212 control unit

213 seats

214 tilt kinematics

215 clutch

216 communication interface

217 arithmetic unit

218 additional systems

219 advertising space

220 acoustic systems

221 terminal

222 vehicle-to-vehicle communication

223 display

224 speakers

225 outdoor camera

Claims

Expectations

1. Transport system with a transport infrastructure and at least one means of transport for public passenger transport and / or goods transport, wherein a) the transport infrastructure has a transport network of routes (200), with one route (200) at least one lane (202, 203) and at least has a hard shoulder (201, 204) in sections, the lane (202, 203) having lane guidance in the form of a longitudinal marking (205, 206) which, by means of a detection unit (207), allows orientation along the lane (202, 203), and b) the means of transport comprises a fleet of several autonomously driving modules (100) which are set up by means of a detection unit (207) to move individually and / or in groups on the lane (202, 203) on the lane guidance in the form of the longitudinal marking ( 205, 206) and to travel a predeterminable route within the traffic network.

2. Traffic infrastructure for a traffic system according to claim 1, with a traffic network of routes (200), wherein a route (200) has at least one lane (202, 203) and at least in sections a hard shoulder (201, 204), the lane (202 , 203) has a lane guidance in the form of a longitudinal marking (205, 206), which allows an orientation along the lane (202, 203) by means of a detection unit (207).

3. Traffic infrastructure according to claim 2, characterized in that the longitudinal marking (205, 206) of a lane (202, 203) is visually recognizable on the road surface, so that the longitudinal marking (205, 206) and thus the lane (202, 203 ) and the direction of movement of Modules (100) in the lane (202, 203) can be identified by other road users.

4. Infrastructure according to one of claims 2 to 3, characterized in that the longitudinal marking (205, 206) at least in sections has ferromagnetic particles (209), so that in particular when several longitudinal markings (205, 206) overlap, for example at intersection points two routes (200), a clear track guidance can be done by means of magnetic couplings.

5. Infrastructure according to one of claims 2 to 4, characterized in that the traffic network has at least in sections two routes (200) which are arranged parallel to one another and directly next to one another, the routes (200) being accessible in opposite directions.

6. Infrastructure according to claim 5, characterized in that a guardrail (208) is arranged between two side by side and oppositely oriented lanes (202, 203) so that collisions between modules (100) traveling in opposite directions are avoided even in the event of a malfunction.

7. Infrastructure according to one of claims 2 to 6, characterized in that a longitudinal marking (205, 206) for lane guidance has additional transverse markings (210, which encode further information, in particular on the route ahead and / or position, the transverse markings (210) through a sensor system of the modules, in particular by a detection unit (207), can be identified.

8. Infrastructure according to claim 7, characterized in that the transverse markings (210) are arranged equidistantly along the longitudinal marking (205, 206).

9. Infrastructure according to one of claims 2 to 8, characterized in that the transverse markings (210) are also used to identify critical areas, in particular to identify / announce tight bends, inclines and / or descents by on the longitudinal markings (205, 206 ) additional information elements are fixed.

10. Infrastructure according to one of claims 7 to 9, characterized in that the transverse markings (210) allow the calibration of a running onboard odometry and / or supply data about the driving speed.

11. Means of transport for a transport system according to claim 1 and for public passenger transport and / or goods transport, characterized in that the means of transport comprises a fleet of several autonomously driving modules (100) which are set up by means of a detection unit (207) to be individually and / or in groups on the lane (202, 203) of a route (200) on a lane guidance in the form of a longitudinal marking (205, 206) and to travel a predeterminable route within a traffic network with several routes (200).

12. Means of transport according to claim 11, characterized in that each module (100) of the fleet has a drive unit (211) and a control unit (212).

13. Means of transport according to one of claims 11 or 12, characterized in that the modules (100) are narrow and have a maximum width between 0.8 m and 1.2 m.

14. Means of transport according to one of claims 11 to 13, characterized in that two seats (213) are provided per module (100) which are oriented such that the passengers sit opposite one another.

15. Means of transport according to one of claims 11 to 14, characterized in that the modules (100) each have a tilt kinematics (214) which causes the module (100) to tilt in the direction of the inside of the curve, in particular when cornering, with which side forces are reduced.

16. Means of transport according to one of claims 11 to 15, characterized in that the modules (100) can be detachably connected to one another in any number via couplings (215) so that they can form columns with any number of modules (100).

17. Means of transport according to one of claims 11 to 16, characterized in that the modules (100) have a communication interface (216) via which passengers can enter control commands for the journey.

18. Means of transport according to claim 17, characterized in that the communication interface (216) comprises a gesture control and / or an app-based connection with a mobile terminal and / or a voice control.

19. Means of transport according to one of claims 11 to 18, characterized in that the modules (100) are guided within the lane (202, 203) by the longitudinal marking (205, 206) and outside the lane

Lane (202, 203), in particular on the hard shoulder (201, 204), lane-guided or non-lane-guided (lane-guided).

20. Means of transport according to one of claims 11 to 19, characterized in that the modules (100) designed for the transport of goods are designed as a delivering parcel station, which at a destination, in particular on the shoulder lane (201, 204), until a transported delivery is picked up waiting.

21. Means of transport according to one of claims 11 to 20, characterized in that the modules (100) can travel forwards and backwards individually or in columns, thus eliminating turning maneuvers.

22. Means of transport according to one of claims 11 to 21, characterized by a computing unit (217) with suitable software, which continuously compares the odometry data with the reference values from sensors for the longitudinal markings (205, 206) and enables further travel if there is no contradiction , and otherwise the journey will stop to be on the safe side.

23. Means of transport according to one of claims 11 to 22, characterized in that the modules (100) have additional systems (218) which, preferably on the basis of eyelids, radar, TOF cameras and / or ultrasonic sensors, detect obstacles and allow autonomous travel in the Allow traffic network outside the lane (202, 203) with the longitudinal markings (206, 207).

24. Means of transport according to one of claims 11 to 23, characterized in that the modules (100) have inside and / or outside advertising spaces (219), in particular in the form of OLEDs or flat screens, and acoustic systems (220) on which / with which can be imported or reproduced while standing on the hard shoulder and / or while driving, location, situation and / or target customer-related advertising.

25. Means of transport according to one of claims 11 to 24, characterized in that the booking of several modules (100) is provided as a closed column by a suitable input system, in particular by an app installed on a mobile device (221), so that by means of a trip With several modules in a column, it is ensured that larger groups of passengers who belong together arrive at their destination promptly / at the same time.

26. Means of transport according to one of claims 11 to 25, characterized in that a guide and / or a guide module can be defined for a group trip, whereby only the guide can select destinations and / or open doors, while other people in the group passively in the vehicles stay seated until the doors are opened by the manager.

27. Means of transport according to claim 26, characterized in that a vehicle-to-vehicle communication (222) by image and / or sound is set up for communication between people in a group in different modules.

28. Means of transport according to one of claims 11 to 27, characterized in that the modules (100) for securing the surrounding traffic displays and / or loudspeakers (224) for emitting visual and / or acoustic warning signals with which the further module guide from the outside is recognizable, in particular to the effect of whether the module (100) stops, is free, is about to start driving or stopping and to allow crossing traffic.

29. Means of transport according to one of claims 11 to 28, characterized in that the modules (100) record situations by means of an external camera (225), in particular a front camera, and continue to communicate the recording if other road users violate traffic rules in the recorded situations.

30. Transport system according to claim 1, characterized by a transport infrastructure according to one of claims 2 to 10 and means of transport according to one of claims 11 to 29.

31. A method for controlling a traffic system according to one of claims 1 or 30, characterized by an interactive control between the modules (100) which is used to control the modules (100) when engaging in the Lane (202, 203) and when leaving the lane (202, 203), in particular when leaving the lane (202, 203) in the hard shoulder (201, 204).

32. The method according to claim 31, characterized in that the distances between the modules (100) of a column are flexible and continuously varied and regulated in such a way that there are gaps for the passage of cross traffic or the reeving of modules (100) from the hard shoulder (201 , 204) can be created appropriately, preferably with minimal impairment of the driving speed and preferably while avoiding a forced standstill of one or more of the modules (100).

33. The method according to any one of claims 31 or 32, characterized by self-learning systems based on artificial intelligence, which optimizes the control of the traffic infrastructure and the control of the means of transport both in simulations and in the operation of the traffic system.

34. A method for controlling a traffic infrastructure according to one of claims 31 to 33, characterized in that a control regime with clearly defined partial responsibility levels is provided for the management of all modules (100) of the means of transport, wherein c) the modules (100) are onboard systems in particular to maintain the lane (202, 203), for energy management, to comply with charging cycles and / or to avoid collisions and d) the traffic infrastructure has sectional control points with offboard systems for distributing waiting positions, for carrying out empty trips, for booking and accounting for trips and / or to form columns.