PICAV

Personal Intelligent City Accessible Vehicle System

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Project description

PICAV (Personal Intelligent City Accessible Vehicle System) is a European FP-7 project which aims at designing a new personal vehicle able to demonstrate a new mobility concept for passengers ensuring accessibility for all in urban pedestrian environments. The new transport system integrates a fleet of PICAV units. These units have some features that are specifically designed for people whose mobility is restricted for different reasons the main drivers of PICAV design are: ergonomics, comfort, stability, small size, mobility dexterity on-board intelligence, assisted driving, eco-sustainability, parking, vehicle/infrastructures intelligent networking.

PICAV system usefully integrates the existing public transport system to make it become more accessible for older and disabled people by acting as a smooth link between walking, bicycle and conventional public transport.

Webpage: http://www.dimec.unige.it/PMAR/picav/index.shtml

Download here the PDF presentation


PICAV performance objectives

Objective measure/check
vehicle footprint Width: 800 mm x Length 1100 mm (+- 20%)
vehicle weight less than 250 kg
vehicle agility: step overcoming up to 180 mm
vehicle agility: max incline, max tilt 25 °
vehicle agility: turning radius 1 m
vehicle maximum speed 6 m/s
energy efficiency improved of more than 25% on market electric vehicles
noise emission less than 45 dBA
air pollution zero emission
personal comfort (accessibility and driving) improved more than 90% for weak users category (reference to average current personal vehicles)
safety improved more than 65% both for people inside and outside the vehicle (reference to average current personal vehicles)
performance of the transport service walking distance to PICAV service less than maximum walking distance for elderly; waiting times less than public transport waiting time; PICAV transport demand greater than 80% potential end-users

Security: driver recognition system. All critical equipment will be inside the vehicle body and not accessible nor damageable by vandals and users as well (only authorized people should be able to access the equipment). On request, e.g. for security purposes, identity of the passenger can be hidden.

Networking: the fleet of PICAV will provide a new transport mode which is fully integrated with the urban environment, including traditional public transport, parking, traffic/travel information. Networking and driver support services will be based on and exploit available infrastructures (e.g. GPS positioning, GPRS, UMTS, WiFi in equipped areas, Internet-based information services, etc.) and will take into account forthcoming technologies and services (e.g. GALILEO positioning). Access to on-line information and services will be based on most common traffic telematics standards like e.g. DATEX, Open TIS Access Point (OTAP), RDS/TMC, GDF (ISO14825), etc.

Transport service: in principle, the benefits of the proposed transport system on the transport service are not quantifiable because nothing similar exists and because of the social value of the service to a category of people usually excluded by the public transport services. The performance of the transport service will be assessed by the following indicators: accessibility as a measure of availability: distance between PICAV parking lots and public transport stops at the border area less then the maximum walking distance for elderly; transport demand as a measure of quality: 80% of the identified potential users will judge satisfactory the simulated transport system (virtual reality testing); waiting times as a measure of reliability: waiting time at the PACAV parking lots comparable with the waiting time at the public transport stops at the border area. As the innovation of the contribution requires the validation of the concepts, the project will realise a vehicle prototype that will be tested first for the aspect of ergonomics and user compliance and satisfaction. Then the capability of interactions with existing mobility infrastructure will be tested in the field in Barreiro (near to Lisbon). In order to evaluate the efficiency of the fleet management in different environmental scenarios as well as the influence of the new transport system on the pedestrian flows and on the pre-existing traffic conditions, a simulator will be purposely written, set-up and delivered.


Structure of the Work-Plan

Structure of the Work-Plan


Work Packages

Person/months for each WP WP1 WP2 WP3 WP4 WP5 WP6 WP7 TOTAL
INRIA 2 14 29 8 5 4 2 64
TOTAL 35 94 162 90 86 37 19 523

Partners & Budgets

RTD Demonstration Management Other Total Requested EC
DIMEC 661 600 41 280 73 600 33 920 810 400 594 360
INRIA 621 666 50 000 26 250 44 167 742 083 561 667
UCL 397 360 78 032 25 952 43 904 545 248 406 892
UNIPI 441 600 57 280 16 640 25 280 540 800 401 760
TCB 86 400 94 800 6 600 21 000 208 800 139 800
ZTS 419 629 73 307 7 841 21 291 522 068 380 508
MAZEL 391 608 122 982 6 846 47 922 569 358 312 063
3 019 863 517 681 163 729 237 484 3 938 757 2 797 050

LaRA members involved

People involved

 
projects/picav/presentation.txt · Last modified: 2012/07/27 11:19 by Paulo RESENDE
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