DE2060169A1 - Conveying system - Google Patents

Description

Promotion system

The invention relates to a conveyor system with a predetermined Track on which vehicles move. In particular, the invention relates to a control system for the management thereof Vehicles.

Automated transportation systems are desirable for many purposes, such as passenger transportation and / or for the Transportation of goods and materials. For example, there is an urgent need to have better mass transit systems in large cities to accomplish. The baggage handling facilities in airports are also excessively used, so that a growing need for improved transport facilities therefor consists. In this and other use cases, the existing problems with automated conveyor systems to solve. However, such systems must be flexible enough that they can handle different system loads, and they also need to be reliable, economical and convenient, especially if it concerns services for an audience

There are many involved in controlling and coordinating the movement of vehicles in automated transportation systems complicated problems. Vehicles must enter and exit the system with the movement of the vehicle Vehicles longest system to be coordinated. It must also be ensured that collisions between vehicles are avoided. The system must be able to withstand In the event of a vehicle failure, intervene immediately so that the system section where such

_._ MJ9831 / 137B ~

Failure has occurred, can be vacated quickly, and other parts of the system are not delayed too much.

Purpose: the invention is therefore to provide a management system of vehicles in a transport system that provides comprehensive monitoring and control of the movement of vehicles guaranteed in an economical, effective and reliable manner. Furthermore, the invention provides a transport control system, with which the entry and exit of vehicles in and out of a main lane of the system is better controlled than until now. Furthermore, the invention better controls the speed and position of the vehicles in the transportation system. The invention also provides an improved system for detecting failures for an automated conveyor system.

A conveyor system according to the invention has a predetermined path on which the vehicles move. Means are provided for dividing the web into a number of discrete control areas. A monitoring control arrangement contains a number of storage registers, of which one register corresponds to each control area on the path. A signal representing the destination of a vehicle is stored in the memory register corresponding to the control area j in which this vehicle is located. The vehicle \ tools move along the system under control of the system j in synchronism with the stepwise movement of Fahrzeugidentifizie- j approximate signals through the memory registers. A comparison between signal data in the memory registers and the scanned vehicle location along the track ensures continuous monitoring of the vehicle position in the system.

According to preferred exemplary embodiments, the system \

a sequence of signals, which practically electronic de- column j finishing (any "gap" includes the definition of a preferred \ vehicle location in the gap), which continuously circulate along the Führungsjbahn of the control system. Each vehicle is started by the control system from a station in a selected slot. A circuit arrangement in the vehicle scans the preferred gap point and changes its speed so that

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; the vehicle remains within the gap. All vehicles on The guideway are constantly controlled centrally and move synchronously in a predetermined speed / distance relationship. The overall system speed can be changed to take into account changing requirements or emergencies. The vehicle speed can also be changed at certain sections of the guideway, so that, for example result in higher speeds for long straight stretches or lower speeds in curves. The system is designed in such a way that that the electronic gap signals merge with one another, for example at nodes and station start ramps, ! while they divide at points in such a way that a gap signal that has arisen moves on on each of the possible paths.

j The rows of storage registers are arranged so that they _; form an electronic overview map of the railway system and its points of irregularity (stations, switches, junctions, sampling elements, service blocks and decision points), and they contain information about these points. In accordance with the circulation of the gap signals through the control areas of the guideway, the gap signals are circulated through the control area registers. If a vehicle expresses the wish to enter a main guideway or another lane, for example, the control system checks the control area register corresponding to the entry time of the vehicle, if the entry request is recognized, and if this checked control area register is not occupied, the electronic Overview map a reservation for the Ural river inscribed, iSwritten. At the same time, the system allows the vehicle to enter so that it finally arrives on the selected lane. A comprehensive overview map, which is always up-to-date, is available at all times for use in making tax decisions. As each control area register is scanned in turn, a system of priorities can result so that only a single condition needs to be checked to determine whether a desired lane to a destination is free and the vehicle can then be traced along the line Drive the entrance ramp or another train,

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without the risk of a collision.

In preferred embodiments, the system speed This determines the frequency with which command pulses are applied to the railway system. Speed changes are only effected by the computer system in that the pulse frequency is changed. Additional impulse trains with Pulse repetition frequencies that change over time are used for acceleration and deceleration ramps in stations. Such additional pulse trains can also be used for other sections I of the railway system, in which different speeds required are.

Each vehicle contains circuitry which, after the vehicle has entered a gap determined by the control system j has been started, scans the specific gap point and the command information of the pulse train generated by the computer system with the von der Bahn or other suitable device

; compares the information provided about the actual vehicle position, to form an error signal which is applied to the drive system J of the vehicle. The propulsion system of the vehicle can be different, for example an electric motor or one driven by an electric motor at constant speed

i hydraulic pump with variable displacement or an internal combustion engine .

The guideway is preferably divided into a sequence of discrete segments. Groups of three segments each define a vehicle gap. Two of the segments are fed for drive purposes, while the third segment is provided for scanning purposes. System control signals are applied to the segments in a repetitive manner and essentially travel along the track to control the movement of vehicles on the track. Each segment is an electrical resistance element to which a voltage is applied so that a ramp-shaped signal is generated for the actual position, which is compared with a signal of changing magnitude generated by the computer system for the desired position. The resulting difference signal is applied to the servo control of the vehicle. A ^; Vehicle in a gap segment becomes a disturbance signal

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generate, and the control system will react accordingly. The system further comprises position verification elements (data comparison test) _s at certain points of the web, for example by switches, to launch ramps, etc. The control system is programmed so that it senses the position verification elements as a function of vehicle information signals in the storage registers and being responsive corresponding to the position of the verification error signals.

A system constructed according to the invention is guaranteed a coordinated movement of vehicles without personal control, namely with continuous and comprehensive monitoring, controlled entry and exit as well as a suitable selection of change lanes (Abbreviations). This is done in an effective, flexible, reliable and economical way. The system can Easily adapt to transport systems with different sizes and different complex structures and guaranteed automatically a safe and fast movement of people or goods.

In connection with the drawing, a preferred one is given below Embodiment of the invention will be explained. the Drawing shows in:

Figure 1 is a schematic view of a conveyor system according to the invention;

FIG. 2 is a perspective view including a portion of the roadway of the conveyor system illustrated in FIG a node;

Fig. ^ A schematic representation of part of the road system together with the components for feeding the segmented control strip for controlled movement of vehicles along the system;

FIG. 4 is a diagram for explaining signals which are transmitted to in Fig. J5 shown busbars are applied;

Figure 5 is a block diagram of the system for controlling the application of signals to the buses in Figure ji

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Pig. 6 and 7 schematically illustrated waveforms of the to the manifolds in Pig. ^ applied signals;

FIG. 8 is a schematic illustration to explain the system according to FIG generated linearly increasing voltages ("voltage ramps");

9 shows a block diagram of the overall monitoring system; and

FIG. 10 shows the format of the control word used in the system according to FIG.

The track plan shown in Fig. 1 contains a self-contained main track 100, which is formed from segments 102, the length of which is a function of the relative speed at certain points in the system. For example, the segments 102 are shorter in curves than in a straight line, where higher speeds are permitted. The track plan also contains a station 104 which is connected to the main line 100 via a junction 106 and a deceleration ramp 108, along which the segments j 102 decrease in length. At the exit end of the station 104, a launch ramp 110 is provided, the segments 102 of which have a gradually increasing length. The start ramp 110 merges with the main runway 100 at a junction 112. A branch 114 at a junction 116 connects the main spell 100 with a deceleration ramp 118, from which a second deceleration ramp 120 branches off at a junction 122. The 7erj delay ramp 118 leads to a "dynamic" station 124 and through it past a node 126 to a second ("static") station 128. A starting ramp lj50 emanating from the station 124 ' leads to a junction Ij52 to the ι main spell 100. The deceleration ramp 120 leads to the static 'station 134. A start ramp 1> 6 coming from the station Ij54! merges at a junction 1 ^ 8 with a launch ramp 140 j of the station 128, while a common section 142 merges with the main runway 100 at a junction 144. In addition, according to FIG. 1, there is also an interchangeable or bypass path section 146 which leaves the main path 100 at a junction 148 and joins it again at a junction 150.

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SAD ORIGiHAL

At each junction of the main line there is a switch + 'or Ümscnaltsystem, which comprises a fixed reset element R, a scanning element 3 and a controlled switching element D. In this embodiment, a vehicle-built switching mechanism of the type described in US Pat. No. 5,254,603 is used for the vehicles. With this mechanism, switching (i.e. setting the points) takes place without moving a rail or track elements. At every junction point of the main line, the preferred path is the right or outlet junction, and when the vehicle passes the reset element R, the built-in switchover mechanism is checked and, if necessary, fully switched to the right or outlet position, i.e. its normal position. The sensing element S sends a signal indicating the presence of a vehicle to a monitoring computer ^; system for vehicle verification purposes, and if the vehicle ·. should not drive out at this junction, the computer actuates the switching element D, which moves the switch installed in the vehicle ■ to the left or to the main lane position. This training 'guide for press Jie two members R and D is the in-vehicle switch mecrianisch, but for example, an electrical switch check and forced actuation and instead, or in addition, other operations can be done. Other scanning elements S are located at different points in the system, for example after nodes and at the ends of deceleration ramps, so that the presence of a vehicle can be checked (verified).

Fig. 2 shows enlarged a track section at a node. As shown, the main track section contains on each S 'side a wheel track 200 or 202. At the junction shown in FIG. 2, a junction wheel surface 204 is an extension of the Area of wheel track 200, and a second wheel surface 206 on the side of the junction opposite to wheel surface 204 corresponds to the area of wheel track 202. In the main track section there is a guide groove 208 which runs along the main track. A similar guide groove 210 near the junction runs from the main track to the junction in FIG Branch line beyond the junction, so that

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ments exist, for example, on the deceleration ramp Il6. One similar groove 214 is provided in the main path beyond the junction point j. Current conductors 216 extend along the; Tracks on the outside of each guide groove. On the inside! ! Each guide groove has an associated ground conductor

218, and at the center of the track is a motion and position control conductor 220 in the form of a series of segments 222 which have considerable electrical resistance. At the- ^! In this embodiment, these segments 222 correspond to track segments 102 and are of stepped length along the main track 100 at the deceleration and start ramps. The end of each segment 222 is angled so that a portion of it overlaps the next segment. There is electrical insulating material in the gap between two adjacent segments, which ensures a smooth transition. In a preferred embodiment, each segment 222 on the main track 100 has a length approximately equal to that of the vehicle and a resistance of 100 ohms per unit area.

As already mentioned, the vehicles of the system used in this embodiment have a built-in one Switching mechanism, in which the steering mechanism is coupled to two ι guide follower members which are arranged so that : each of them engages in one of the grooves 208,210. If

' Moves the vehicle on the main track, the right guide ¹ follower is in engagement with its corresponding groove. When the vehicle approaches a junction, the guide foot members can be switched so that the left follower engages and the right follower disengages from its groove. If a follower digs into the left groove 208, the vehicle will remain on the main lane. If, on the other hand, the other follow-up member comes into engagement with the groove 210, the vehicle is deflected onto the junction.

The switching process is controlled in this embodiment by the members R and D along the path, but could in other exemplary embodiments, the switchover control can also be carried out from within the vehicle. The construction of the

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Member D is shown schematically in the form of a ramp at 2j5O * which is moved to the switching position of a controlled system by loading \ tätigungsglied 2J52, which causes the left j guide follower engages the main track groove 208th The reset actuator R is here a fixed reset ramp 2;? 4, which is arranged on the opposite side of the path and which initially sets the switchover mechanism to the branching groove 210. If the vehicle is not to be steered onto the junction, the ramp 2JO is raised to open the one follower link;

to switch the guide groove 208 and then the other follower j from the groove 210 to remove. Located at the nodes; scanning elements S, for example a scanning element 2 ^ 6 ' in front of the node and sampling elements 2 ^ 8 and 240 behind the Junction both in the main line and in the junction. These vehicle sensing elements can be designed differently Be devices * which, when activated, generate a signal, that indicates the presence of a vehicle at the corresponding point on the path. In a preferred embodiment reflective '. a reflector mounted on the underside of the vehicle; - light a light source in the scanning unit, which is detected by a photocell of this unit. i

In Fig. 5, a vehicle used on this conveyor system is shown schematically. It contains two steerable advantages: the wheels 244 (not shown) through a steering control with the Führungsfolge- m divided are connected. A drive motor 250 has a first input terminal which is fed via a conductor 252 from two sliders 254 (only one of which is shown), which slide on the conductor rails or conductors 216. A second input terminal 256 of the motor is fed by a servo amplifier 258, the control input of which is in turn fed via a line 2βθ by a follower element 262 which acts on the control conductor 220 which is divided into segments. In addition, there is a ground connection for the servo amplifier via a line 264 and sliders 265 connected in parallel, which slide on the ground conductors 218. In the servo amplifier, the actual path position of the vehicle is compared with system position signals and the current input of the mo-

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tors 250, which drives wheels 266, adjusts to vehicle speed to change and to maintain the synchronous orbital movement of the vehicles.

Three groups of control busses 270, 271 run along the track; 272, 27 ^; and 274, 275. The segments 222 of the Control conductors 220 are arranged in groups of three. The leading edge of the first segment 222A is with the manifold 270 connected, its rear edge to the manifold 271. The leading edge of the segment 222B is connected to the manifold 272, its rear edge, however, with the manifold 27 ^. Corresponding the front and rear edges of segment 222C are connected to collecting lines 274 and 275, respectively. All groups of each three segments 222A, 222B, and 222C are similarly connected in parallel with busses 270-275.

A switching network 29O is connected to the three pairs of bus lines. The three parts of the switching network are operated in a coordinated sequence so that signal trains appear on each bus, as shown in Fig. 4, namely a sampling interval 276, a first control or ramp interval 278 and a second control or ramp interval 280. The ramp interval 2B0 is an extension of the ramp interval 278. These intervals are applied sequentially in time to each pair of manifolds, with all three intervals simultaneously be applied to all three pairs of busses shifted in the manner shown in FIG. So if that Interval 276 sample applied to segments 222A the interval 230 ramp to segments' 222B and the interval 278 ramp to the segments : 222C applied. At the next "time gap" the ramp signal of interval 278 to segments 222A, the sampling signal of interval 276 to segments 222B and the ramp signal of the , Interval 280 is applied to segments 222C.

^! Each ramp interval provides a comparison between the vehicle position desired by the system and the actual vehicle position, and each sampling interval verifies the presence of a vehicle. As can be seen from FIG. ^, The system contains three switching units 291A, 2Q1B and 29IC, from

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each of which has two switches 292, 293. When the switches 202, 293 are in contact with contacts 292-1 and 293-1, are the segments 222A connected to scan line 236 through amplifier 284. This switch position is normally a voltage signal from a terminal 294 on the scan line created. However, a vehicle should be on this segment when the switches 292, 293 are applied to the first contacts, the vehicle load on the circuit becomes that sensed Reduce voltage, eliminating the presence through amplifier 234 of the vehicle is signaled.

When the switches 292, 29 ;; at the second contacts

; lie, they apply the ramp% interval 278 to the bus lines 270, 271, which is generated by switches JOOA and 30OB under the control of a programming unit .502. As shown schematically in Figure, each switch 300 has two _: contacts -1, -2. In the -1 position, the output lines of the primary switching network are both connected to a negative reference ■ voltage -Vug ™. In the 2-position of the (j bezug- lent of the vehicle) rear end of the segment 222 is ^about: j connected switch contact 300A-2 to a first positive voltage + V, while the front end of the segment 222 at _a: higher positive voltage + Vp is, namely via the switch contact 300B-2. Thus, in the second switch position, a voltage difference is applied across the connected resistor segment 222 ^. The switches 292 and ™ are in the third time interval. _: 293 to the third contacts 2Q2-3, 293-3, and a Rampeninter- 'vall 280 as a continuation of the ramp interval 278 is applied to the joined segments 222 under control of a programming unit 306 that controls a switching matrix 304, which in Flg. 3 is shown schematically and includes switches 3O4A and 3O4B. These switches each have two contacts, of which the first contact is at the same reference voltage -V "™ as the first contacts of the switches 300A and 300B. The second contact of switch 304A is at the lower positive voltage + V ₁ while the second contact of switch 304B is at the higher positive voltage + V _g . While, as can be seen from Fig. And 4, the one Scnalteinneit 291 at its first

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Set of contacts lies, the second switching unit lies 291 * j associated with the next pair of buses on its second set of switch contacts, and that on the third Third switching unit 291 associated with a pair of bus lines is located on their third set of contacts. Each segment in a group of three or in a "column of three" is sequentially attached to the scan line 286 and connected to the switching unit 3OO and the switching matrix 304.

System control information is received via a main switching control unit 296 are applied to the programming units 302 and 306 in a coordinated sequence so that the ramp intervals 278 and 280 are generated in the sequence shown in FIG. 4 and applied to the path segments. This creates control signals practically on the system's lanes, which are divided into segments, including the main lane 100 and the start and run along deceleration ramps.

Further details of this signal generation and its control will be explained with reference to FIG. The system speed is controlled by setting an eight-stage flip-flop register 310. The setting is normally determined by the monitoring system and controlled by signals applied via bus 312 from the central computer control. If an emergency is determined, the register 310 is cleared by a signal appearing on a line 314. Furthermore, an emergency speed setting in a register 316, by means of which, for example, vehicles are slowly moved on the track after a faulty car has been detected, is transferred to the register 310 on the basis of a signal on a line 3 * 8. The setting of the register 3 and 0 is applied to a counter 322 which is ^ft by signals from an oscillator 324 with a frequency of 1.28 kHz in this usführungsbeispiel switched back. An output signal is generated on a line 326 each time the counter 322 has been brought to zero. Thus, the setting of register 310 selects the time interval between pulses on line 326. The greater the number stored in register 310, the greater the time interval between pulses

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on line 326, and the slower the vehicle speed in the monitored system. Each pulse on line 326 _: is applied to the monitoring system via a line 328 and a cable 500 as a control or interrupt signal (for example to cause the monitoring computer system to query the web scanning elements such as elements 236, 238 and 240) . It is also applied to a counter 330. This is a six-stage counter which as a result generates an overflow signal on line 332 at 64 pulses on line 326. Each output signal on line 332 corresponds to a segment 222 and is applied to the monitoring controller via line 334. This signal is also applied to a second counter 336, which in turn supplies signals for switching over the network 29O (via the switching unit 291) to the bus lines 270-275 via lines 340, 342 and 344. In response to every three pulses on line 332, counter 336 also generates an output pulse on line 338 which indicates the end of a three-segment section of the web.

Each of the programming units 302, 306 contains two fixed delay circuits and one variable delay circuit. The programming unit 302 includes a circuit 350 which introduces a fixed delay of 92 microseconds, a circuit 352, which introduces a delay that is between 0 and 64 microseconds is changeable, and a circle 354 which has a fixed delay of 154 microseconds. The programming unit 306 is similar in that its first delay circuit 356 has a delay of 28 microseconds and its second delay circuit 358 a delay which can be varied between 0 and 64 microseconds and its third delay circuit 360 introduces a fixed delay of 154 microseconds. Both programming units receive signals from a clock 362, below Control by gate members 364 or 366. The clock generator 362 generates Signals with a frequency of 1 MHz. The programming unit 302 provides an output signal on a line 368, whereby the switches 3OOA, 3OOB are placed on their second contacts. An output of programming unit 302 on a line 370 brings these switches back to their first contacts.

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Thus, in each cycle of the programming unit 302 (the duration of which varies between 242 and 310 microseconds), the two * th contacts of the switch 300 voltages for the duration of 154 Microseconds applied. The switches 3O4A, 3O4B are similar in each cycle of the programming unit 306 (the duration of which varies between I82 and 246 microseconds) for a duration of 154 microseconds at their second terminals in response to output signals on lines 372 and 374. The starting point from the last delay circuit each programming unit also gates a pulse from clock 362 to the first delay unit the programming unit arrives, so that immediately again a cycle is initiated.

The shape of the vibrations generated by programming units 302 and 306 are shown in FIGS. 6 and 7, respectively. As shown, each pulse train contains a positive pulse S of fixed width (15 ^ microseconds) and a negative pulse of varying width. The width of the negative portion of the pulse train generated by programmer 302 varies from 28 microseconds to 92 microseconds, while the width of the negative portion of the pulse train generated by programmer 306 varies from 92 microseconds to 156 microseconds. The ^! The increase in the width of the negative pulse imposed by each of the variable delay circuits 352 and 358 is 1 microsecond for each output pulse of the counter 322. Thus, the time in which the switch unit 300 and matrix 304 move from the -1 contacts to the -2- Contacts toggle each time the counter 322 generates an output and the average voltage in each complete cycle of the pulse train becomes more negative since the positive part of each cycle has a fixed duration while the negative part increases. The output signal of the counter 330 resets the two variable delay circuits 352, 358 to zero, as a result of which the sequence begins anew, to be precise at the time when the switching units 291 are actuated.

In each cycle of the programming units 302 and 306 there is therefore a negative interval of varying duration in which System information is sent to the vehicle drive circuits,

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I i.e. signals that indicate the desired position of the vehicle in , Represent tax area. This desired position is the same for each control area of the three segments 222. Furthermore there is s a positive interval of fixed duration in each programming cycle, ; in which a differential voltage (with ramp-shaped Increase). The drive circuits of the vehicle receive a different voltage amplitude in each of these positive intervals as the vehicle moves along of the segment moves. These signals of the positive and negative intervals are compared with each other, and the servo amplifier 258 adjusts the motor speed in the correct way to accommodate the Keep the vehicle in synchronization with the moving location indicated by the system information.

This system information supplied during the negative interval is shown schematically in FIG. In each cycle of the counter 550 , the mean value of the tension is gradually shifted in the negative direction, in a sequence of 64 steps, so that the "tension ramps" run along the web. In each cycle, the programming unit 3> 06 causes the voltage ramp it generates to change from the value indicated by the line 400 to the value indicated by the line 402. The programming unit; 502, on the other hand, causes its tensioning belt ramp (in the segment that passes by) to change from the value on line 404 to the value on line 406. A switchover takes place when the voltage generated by the programming unit 306 is at the center of the segment, ie a point 408, and the programming unit 302 is then coupled to this segment, so that the voltage changes from this location to the line 410. At the same time, the programming unit j506 is switched to the next segment.

Any car that is in a "gap" (control area) should be within a predetermined distance from the zero point i.e. from the point where the voltage ramp intersects the zero line 412. Switching in a segment from the Programming unit 306 to programming unit 302 then happens if the zero point is in the middle of the segment, like mentioned above. If the car at the switchover time at

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Point 4l4 1st, a positive voltage is applied to the servo screw, thereby slowing down the car. If, on the other hand, the carriage is at point 416, it lags behind the zero point, thus a negative voltage is applied to the servo circuit to accelerate the carriage.

This representation can be explained in another way. During each interval between output signals from Counter 330 generates two voltage ramps. When shown In the exemplary embodiment, the programming unit 3> O6 generates a Voltage ramp in segment 420, while the programming unit 30.2 a voltage ramp is generated in segment 418. These two tension ^ ramps are shifted synchronously in the negative direction, and the zero point moves from the center of segment 418 to the center of the Segment 420. At this point the variable delay circuits 352 and 358 are reset to zero, and in the switching network 290 the switchover takes place, so that the voltage ramp from the programming unit 306 to the segment 422 and that from the programming unit 302 to the segment 420. Depending on the next 64 pulses from counter 522, the two voltage ramps are again in the negative direction shifted and the zero point moves from the center of segment 420 to the center of segment 422. The next output of the counter 330 causes a further switching process, thereby connecting programming unit 306 to segment 424 and programming unit 302 to segment 422. In At this interval, segments 420 and 426 are connected to scan line 286. The zero point is in the segment 424, and there should be no vehicle in either segment 420 or 426. The programming unit 306 also comes with coupled to segment 4l8, and another zero point in the middle of this segment controls, if a vehicle is present, its movement in this gap of three segments in the system. Through this repetitive switching operation, the aforementioned Zero points (one in each gap of three segments) continuously along the path with one set by the Register 310 controlled speed moves. The signal generated during each positive interval for the real one

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Position is continuously scanned by the servo circuits of the vehicle, creating a continuous regulation for the distance vehicles located from each other comes about, which is coordinated with zero or reference values that continuously the Cross the vehicle path.

A block diagram of the conveyor system controller is shown in FIG. The system includes a common manifold 500 over which information is transmitted. The speed control logic arrangement illustrated in FIG summarized in a block 502 and generates output signals on cables 504, 506, 508 that lead to the railroad buses 270-275. Status information is also provided by the sense amplifiers (Lines 286) along with control information on lines 328, 354 and 238 via cable 510 to the manifold 500 created. System speed control information comes from the supervisory controller contained in block 514 is, via line 512 to the network at block 502. Station speed control information is also provided via a Bus 518 is applied to circuitry 516 for then via a Collective line 520 to get to the stations.

The power supplied to traction current conductors 216 is controlled by circuitry 522. The system can be divided into two or more sections. Each of these sections can be supplied individually with power. Control signals for such individual sections are applied via a cable 524. For example, the power from the alternating or alternative path section 146 can then be switched off if an error occurs in this section while the main path 100 continues to be fed. Control signals for power station are applied via a \ cable 526, while control signals are applied for start ramp power cable 528th The energization of the switch actuators D is controlled by a circuit 5.30 which receives input signals from the input-output bus 500 over a cable 532 and provides output signals on a cable 5 ^ 4.

Emergency circuit 540 applies signals over line 542 the speed control network 502 controls the feed

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of power to sections of the railway via lines 544-546 and controls the switch positions by means of signals on lines 548. This circuit 540 works through the switch position Signals on lines 550 indicated error condition so that he isolates the fault condition and bypasses vehicles at this point. The emergency circuit 540 stops the vehicles due to a fault condition of a vehicle. This circle is programmed so that it sets the register 310 to zero speed and shut down the power of the track sections, stations and their launch ramps.

In this exemplary embodiment, the system processor 554 is a computer of the PDP-8 / I type. It receives command requests via the vehicle identification, system commands such as the system speed as well as input signals from the detector elements on the train. This monitoring unit generates commands that be transmitted via the input-output bus 5 ° 0 to the supply of power to the railway and within the stations, the speed of movement of the vehicles on the railway as well control the switch elements at the nodes. The central processor 554 periodically generates an "activity" pulse, and if this is not generated for a certain short time interval, the emergency circuit 540 is switched on, to bring the system into an emergency state in which the vehicles at an emergency speed of, for example be moved forward about 3 km / h. All switches are set by the emergency circuit 5 ^ 0 so that all Vehicles must exit into the first station they reach. In addition, the starting power and the station power controlled so that no vehicles are started into the system.

As an alternative to shutting down operations in emergencies, it may be desirable to place the vehicles alongside the system or one Moving part of the system while overriding the control panel. To this end, there is manual control circuitry 56O provided. With this circuit arrangement, the speed control register 310 in the network 502 by means of a signal via the line 562 is set to a value at which the Move B'yhraeune with a suitable Geü ^ - / iiidigkeit, for example

wise with 8 km / h. The circuit arrangement 56O also provides by means of signals over lines 566, turn the switches on so that the vehicles are steered away from the main line into the first station be able to reach them so that all vehicles are off the main line disappear. When operating the system with vehicles

ι is resumed on the main lane, the system control arrangement 51 ² I starts the vehicles at a low initial speed, but it increases this speed up to the normal system speed by changing the setting of the speed control register 3> 10 at appropriate intervals

; changes.

The vehicles in the system are monitored by a series of groups of memory registers 570. » the processor ■ 554 are assigned. In these groups of storage registers are Registers for each path segment and each ramp segment contain: as well as registers which correspond to the decision points of the system, whose location is related to neighboring track segments. Information is passed through storage registers 570 ordered sequentially. Decisions are made by a • processor 572, which is a digital computer and the vehicle and relates destination information in the memory tables to the check and decision points as soon as they are can be achieved. This check is done using a comparison device and other devices such as auxiliary status registers 576.

The vehicles can use the system via circles 578 information ■ exchange mations. A typical exchange of information is the request for an order for a particular vehicle.

j The tables in register memory 570 are in rows of ! Registers arranged according to the specific parts of the conveyance system as shown in the following Compilation is given:

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Storage table 580 582 584 586 583 590 592 594 596 598 600 602 6θ4

description

Status of deceleration ramp 120 Status of deceleration ramp 118 Status of deceleration ramp I08 Alternative lane 146 Main lane 100 Status of station 124 Status of station 128 Status of station Ij54 Status of the station 104 Status of the start ramp lj? 0 Status of the start ramp l40 Status of the start ramp 1 ^ 6 Status of start ramp 110

These series of groups of storage registers are arranged for sequential retrieval so that each register is in the Entire series of tables padded sequentially in each cycle simultaneously with the vehicle movement in the system, i.e. each on can be brought up to date.

Each word stored in a register contains twelve bits in the form shown in FIG. If the first bit is 0, namely the Sbatusbit has the value "1", then identifies the register a trajectory segment, and if the first bit is a "θ", the contents of the register are decision information from scanning elements or switch points or to commands for controlling the scanning and transmission of a vehicle

identification. Bits 1-5 of each word in a path segment- i registers contain destination information. Bits 6-11 |

! contain vehicle identification information. A "phantom" is indicated by an "l" in each of the bits 6-11 (77 in octal

exercise). ■

In the control registers (in contrast to the segment registers), bits 1-5 identify a special element, and '< bits 6-11 identify the elements or 7' states according to the following table:

109831/1376

Sampling element no. In bits 1-5

Switch decision 3E deceleration ramp χ Pang address (Trap address) χ Delayed Rarapen address

Start 3E start ramp number χ start delay counter address

χ Phase * Number of the one to be checked columns

χ column address

χ Column address amalgamation

X address of the gap end of the deceleration ramp

χ Address of the queue table

Shutdown of the start ramp χ start ramp number

χ Sensing element activation (Clear Soft)

Opening the deceleration ramp χ deceleration ramp number Switch number in bits 1-5 Switch definition in bits 1-5

Power ON, section in bits 1-5

Power cut-off, section in bits 1-5

Alternative lane χ station (S) skipped through Avoidance ban, format of

χ Address of Hauptbahn-Phantom-Spalt

χ Book holder number, format of χ Address of ID card table, end of line

χ Address for data χ Address of the next track table

10 98 31/137

16 Program Branch Queues

(other program)

* Address for data

s Address of the next program

The monitoring memory thus represents in the processor all segments of the railway system. Whenever a vehicle is on the synchronous part of the railway system, it contains corresponding track segment register identifies this vehicle and its destination. This information is through advances through the accumulator in synchronism with the movement of the fan tool on the track.

The system always allows a vehicle to start when there is an empty or free gap at the transition from the start ramp to the main railway system, as the system is arranged in such a way that the vehicle, once it is in the main ban system, has reached its destination with certainty. If a free gap is found on the basis of a request from a vehicle it is "reserved" by placing a reserve display in this segment of the track (which was referred to above as the "phantom") is inserted. This display merges with the real vehicle identification and is overridden by this. If it is then on the main track, the vehicle moves at a system speed synchronized with all other vehicles in the system. It will be understood that the system speed is a function of the frequency at which the zero points make the segments cross, as well as the length of the segments. As a result, the speed on specific segments can be increased by lengthening these segments are increased.

The conditions are checked at each junction to see whether an alternative path (e.g. a shortcut) is chosen should. Two tests are made, one to determine whether the detour path is the vehicle's destination would bypass, and the other to determine whether the point at which the alternate path meets the main path again, is available. The latter is done by reviewing the project. tion of the separation point of the alternate line to the main line. if

109831/1378

If this projection point is free, the fan tool can move onto the evasive path be steered with the vehicle identification information transferred to the ID card and this gap in the main line is released. Since the system status is checked sequentially, only a single point in the main lane needs to be checked will. If this gap is available (corresponding cell is empty), it is reserved so that the alternative path can be chosen, and at the merging point (where the ■ The alternative path is reunited with the main loop) Merge the reserved cell with the fair stuff.

The system monitoring circuits receive determination instruction requests from the vehicles located at stations via switching circuits 57o, which are stored in corresponding registers 576. In other words, each determination request is correlated with the identification of the requesting vehicle by being stored in the memory register corresponding to the location of the requesting fan tool. For example, when a vehicle in station 128 requests travel to station 104, the vehicle destination information is stored in register 0127 in the memory group of registers 576. This request is checked by register 56 of memory table 592 of station 125 and the destination data is transferred to register 0560. Then the vehicle is moved through the station (here the station 128) to its starting ramp (here the starting ramp 140), and the Λ vehicle identification is moved through the following registers in the memory tables 592 and 600. At the start ramp, the vehicle is controlled according to the information in the registers in table 600, and if the start condition is correct, the vehicle determination information is provided by the start _; Transferred memory table 600 through to main path table 588, synchronously with the actual movement of the starting vehicle.

Signals from speed control network 502 v / ground via Transfer lines 51 ° and the input-output manifold 500 in such a way that that they control the processor 572. As explained above, will these signals in synchronism with a movement of the time division (time division multiplex) control signals along the divided into segments

109831/1376

Control strip of the main lane 100, the alternative lane 146 and the start and deceleration ramps generated. At the same time, too which toggles the signals on output lines 504, 506 and 508 the status values of the tables in the register memory 570 are filled or brought up to date, i.e. the vehicle identifications become the next track segment storage register that corresponds to the segment in which the vehicle should be at that time. At every decision point the vehicle and destination information is stored in The memory registers are examined, and the system relationships are queried so that the computer can provide a basis for making the decision Has. These decisions are about that Starting vehicles in the main line 100 and making decisions about lanes that a vehicle can take depending on their destination and should choose from the availability of alternative lanes. The vehicles on the track and the corresponding vehicle identification in the memory thus move synchronously. While vehicles are at different points in the system can move at different speeds, all vehicles move over some particular segment with the same speed determined by the particular setting of the speed control register 510.

The arrangement of these words in the registers is easier to understand, if one considers Fig. 1 and the following corresponding compilation of the memory tables of the register memory 570:

109831/1376

0200 4000 0201 4ooo 0202 0007 0203 0001 0204 0007 0205 0002 0206 4000 0207 4000 0210 4000 0211 4000 0212 4000 0213 0113 0214 0005 0215 0564 0216 4000 0217 0015 0220 0222 0221 0223 0222 4000 0223 4000 0224 4000 0225 4000 0226 4000 0227 1201 0230 0210 0231 0311 0232 0002 0233 0002 0234 0257 0235 0200 0236 4000 0237 4000 0240 0007

Deceleration ramp 120 (Table 580) Delay 2

open deceleration ramp open deceleration ramp

Power cut-off in section End of the deceleration ramp

Pseudo-railway sector

Go to table of deceleration ramp 118

Pseudo-path

Deceleration ramp 118 (Table 582) Delay 1

Sensing element I68 switch 122 Destination station Decision via switch deceleration ramp Pseudo capture deceleration ramp

open deceleration ramp

109831/1376

0241 0001 0242 4000 0243 4000 0244 4000 0245 4000 0246 4000 0247 0113 0250 0005 0251 0506 0252 4000 0253 0015 0254 0256 0255 0260 0256 4000 0257 0000 0260 4000 026I 4000 0262 4000 0263 4000 0264 4000 0265 4000 0266 4000 0267 0007 0270 0003 0271 4000 0272 4000 0273 4000 0274 0113 0275 0005 0276 0605 0277 4000 0300 0015 0301 0303 0302 0347 0303 4000

- 26 -

Power cut-off in section I end of deceleration ramp 118

Pseudo-section ^!

Go to the table of deceleration ramp 3

Pseudo-path
Pseudo-path

Deceleration ramp I08 (Table 584) Delay 3

open deceleration ramp 108

Power cut-off in section} 1 End of deceleration ramp "108

Pseudo-path section

Go to the main lane table

Pseudobaan section

0 9 ft 3 ¹ '1

Q3 <d4 4000 4000A 0305 4000 0306 4000 0307 4000 0310 4000 0311 400Q 0312 1001 0313 0113 031% 0212 0315 4000 0316 400.0 031? 4000 0320 4000 0321 4000 0322 4ooo 0323 4ooo 032% 4000 0325 4000 0326 4000 032? 4ooo 0330 4000 0331 4000 0332 4000 0353 4000 033% 1101 0335 0213 0336 0112

Alternative lane I56 (Table 586)
Ev.

Sensing element I60;

Power cut-off in section 1

Power on in section 2; J

Sensing element I6I
Power cut-off in section 2

Power activation in section 1 j

0337 4ooo i

0340 4ooo

0341 0004 merging with main line 100 j

0342 0445. ■ j

0343 0016 I. 0544 0346 ■ »

0345 2200 Filling queues j

0346 4000 ev. P s eudoba hn section;

109 831/137 6

0347 4000 0350 4οοο 0351 0101 0352 4οοο 0353 4οοο 0354 4000 0355 4οοο 0356 4000 0357 4000 036ο 4000 0361 4οοο 0362 4000 0363 4000 0364 0201 0365 0014 0366 0211 0367 Ο4θ6 0370 0010 10371 0304 ; 0372 4000 ^J O373 4000 0374 4οοο 0375 4000 0376 0301 0377 0110 0400 0211 0401 0002 0402 0003 0403 0134 Ο4θ4 0260 0405 4οοο Ο4θ6 4οοο 0407 4000 0410 4000 Ιο4ιι 4000 Ο4ΐ2 ο4οι

Main line 100 (Table 588) HBA

. Sensing element I52

HS23

HAPS amalgamation of launch pads or l4o

Sensing element I53 skip evasive path decision station 104 Phantom gap path switch 148 Alternative path table

Sensing element 154 switch IO6 Destination station Decision via switch deceleration ramp # Catch revolving car Deceleration ramp IO8

Phantom slit path

Sensing element I55

109831/1376

■ -ι> ■■ * "ΐ: ■■ * ■■

2060769

0413 0113 O4l4 0312 04-15 4000 041.6 4000 0417 4000 0420 4000 0421 4000 0.422 4οοο 0423 4000 0424 4000 0425 4οοο 0426 4000 0427 4οοο 0430 4000 0431 4000 0432 4000 0433 4000 0434 0501 0435 0313 0436 0112 0437 4000 044ο 4000 0441 4000 0442 4000 0443 0601 0444 4000 0445 4000 0446 4000 0447 4000 0450 4οοο 0451 0701 0452 0310 0453 Olli 0454 0411 0455 0311 0456 0002 0457 0001

HS4PS

HS4

HAB Power cut-off in section Power cut-in in section

Phantom gap for launch pad

Sensing element I56 power shutdown in section Power on in section Merging of start ramp

Sensing element 157

Merging of the alternative path

Sensing element I58 switch 1 ± 4 Destination station Destination station 12ö Destination station Decision via switch Deceleration ramp = § =

109831/1376

ο 46ο 0135 , 0461
I. 0223 0462 4000 S 0463 4000 0464 4000 0465 4000 0466 4000 0467 4000 0470 οδοί 0471 4000 0472 4000 0473 4000 0474 4000 0475 4000 0476 4000 0477 4000 0500 4000 0501 4000 0502 0015 0503 0347 0504 0304 0505 4οοο

Catch revolving wagon deceleration ramp ll'i

Cast member 159

0506 4000 0507 4000 0510 1112 0511 ι4οι 0512 ο4ιο 0513 0001 0514 0133 0515 0124 0516 0520 0517 0533

HSlPS start ramp Ι30 - Pnantomspal ',

HS3PS launch pad Ι4θ - Pnanthine gap HS2PS launch pad I36 - pnantom gap

H31 Merging of launch pad I30 End of table

Ev.
Pseudoba.mabscnnitt

Queue tables

WSl, station 124 (table 590)

WS 1

WSlB

Power on in section Sensing element 164 switch 126

Destination station 1 dynamic identification switch assigned destination If start ramp I30, <λο 2 If station 12o, WS 3 WS2, coloration of station 124 to start ramp I30

109821 / 137S

0-520 4000 0523 4000 0522 111; 052 j) 4000 0524 0002 0525 0024 0526 00 ;; 4 C527- OOO3 05; 0 2652

> 2

0535
0536
0537

0540

0542

0543
0544

05 ^ 5

0546
0547
0550
0551
0552

0553
055 ^
0555

2656 O620

4000 0006

0025 0004 0540

4000 4000 1501 1113

0004 0546

4000 1212 4000 4000 1213 4000 0002 0016

WS2

WS 2B

Power cut-off in section 11

Start, if ready to start A'otast member I65
Sensing element I66 (soft) Dynamic station
Start delay SrConstante start delay counter start ramp I30

Vv3-3, Ausfaar ^ from station 124 to station 128

WSji WSjB

If sensing element 166, release switch and go to WS 31

If not, do nothing

WSjj 1, entry to station 12S

WS3I

WSji IB

Abcast link 167 (I3 basis 10) Power cut-off in section 11 Fusion rait WS 4

WS4, station 12o (table 592)

ws4

Power on in section

WS4B

!, power cut-off in section 12

Check if ready to go
Sensing element l6 «

109831/1376

0035 WS5, - 32 - 2060169 0556 0005 WS 5 Sensing element 169 (soft) 0557 0127 Static station 056ο 2653 Share word 0561 2657 Start delay constant 0562 0656 Start delay counter 0563 Launch pad l40 4000 Ward 134 (table 594) 0564 1312 0565 4000 WS5B Power on in section I3 0566 4000 0567 4000 0570 4000 0571 4000 0572 1313 0575 4οοο Power cut-off in section I3 0574 0002 0575 0023 Check if ready to go 0576 0036 WS 6, Sensing element 170 0577 0005 WS6 Sensing element 171 (soft) ο6οο 0126 Static station 0601 2654 Share word 0602 266ο Start delay constant 0603 0712 Start delay counter Ο6θ4 Starting ramp I36 4000 Ward 104 (table 596) 0605 1412 Ο6θ6 4000 WS 6B Power activation in section 14 0607 4000 0610 4000 0611 4000 0612 4000 Ο6ΐ3 1413 0614 4000 Power cut-off in section 14 0615 0002 0616 Check · whether you are ready to go

0617 0021 0620 0037 0621 0005 0622 0125 0623 2655 062> 2661 0625 0751

Sensing element 172 Sensing element 173 (soft) Static station word enable start delay constant start delay counter Launch pad l40

Launch ramps
Start ramp I30 (table 598)

0626
0627
O63O
Ο631
0632

0633
0634

0635
Ο636

Ο637
0640
0641
0642
0643
0644
0645
0646
0647
0650
0651
0652

0653
0654
0655

4000 0003 0001

2656

0001 0001

0474

2112

4000 4000 4ooo 4000 0006

0001

0034 2113

0112 4000 0004

0501 0015 0655 0712

4000

SRI

Start, if gap is free, start ramp 4

Start delay counter Pnase = #

Φ of gaps to be checked main track gap power activation in section 21;

Shutdown of start ramp start ramp #

Release of sampling element power cut-off in section Power on in section

Merging with main line Go to launch pad l40

Pseudo-path section

10 9 8 31/13 7 8

0656 4000 0657 0003 0660 0002 O66l 2657 0662 0001 O66j5 0002 0664 0477 0665 0725 0666 2212 0667 4000 0670 4000 0671 4000 0672 4000 0673 0006 0674 0002 0675 0035 O676 2215 0677 0112 0700 4000 0701 4000 0702 4000 0703 4000 0704 0004 0705 0737 0706 0015 0707 0711 0710 0751 0711 4000 • 0712 4000 0713 0005 0714 0003 0715 2660 0716 0001 0717 0002

Start ramp l40 (table 600)

SR2 phantom gap for launch ramp lj> 6 Start, if column free Start ramp #

Start delay counter Pnase #

# of gaps to be checked main track gap

Start ramp lj> 6 - gap power switch-on in section

Shutdown of start ramp start ramp #

Release of sampling element power switch-on in section

Merger with launch pad

Go to the launch pad

Pseudo-path section

Start ramp I36 (table 602)

SR3 start, if column free start ramp #

Start delay counter phase jt-

# of columns to check

109831/1376

0720 0477 0721 0650 0722 2 ^ 12 0723 4000 0724 4000 0725 4000 0720 4000 0727 0006 07.50 000 ;; 07 ^ 1 00j? 6 " 07 ^ 2 221.? O7X 0112 07.54 4000 O7j? 4a 4000A 07.55 4000 0736 4000 07; "7 4000 0740 4000 0741 1701 0742 4000 074.5 0004 0744 0360 0745 0015 0746 0750 0747 0656 0750 4000

SR? PS Main runway gap, launch pad l40 - gap Power on in section pnantom gap for start ramp

Shutdown of start ramp start ramp Φ

Release of sensing element Power cut-off in section Power cut-in in section

0751 4000 0752 0003 075.5 0004 0754 2661 0755 0001 0756 0001 0757 0426 0760 2412 0761 4000

HS2 merger with launch pad 140

Sensing element 174

Merging with the main line

Go to ramp 110

Pseudo web section

Start ramp 110 (table 6o4)

SR4 start, if gap is free start ramp #

Start delay counter Piiase #

# of gaps to be checked main rail gap power switch-on in section

0762 4000 O76jj 4000 0764 4000 0765 0006 0766 0004 0767 0037 0770 24l3 0771 0112 0772 4000 0773 4000 0774 ooo4 0775 0437 : Ο776 0016 0777 1001 1000 3700 1001 4ooo

ENDB shutdown of start ramp start ramp #

Release of sensing element power cut-off in section Power cut-in in section

Merging with the main line

Return from interruption

Ps eudobahn section 11

9 8 3 1/13 7 6

Like In Pig. 1, the starting ramp I30 emanating from the station contains six segments, each segment of which is designated by the octal number 4000 in the table 598 of the memory 570. A dummy path section (register O655) is provided in table 598 for programming purposes. After a vehicle identification has been established in table 593 (at address O626), a start control word (0003) is read in address O627, which causes a start sequence. Register O63O identifies the start ramp and register O63I identifies a control counter (auxiliary register 2656) that had been set for: station 124 by queue table 59O. This counter introduces a delay to ensure- '| ensure that the vehicle requesting the start is on the i ramp. Each time the table is scanned, the content '· ■ of register 2656 is reduced by one, and the correct phase < (register Ο632) is only checked if register O63I contains the value zero. If the start delay counter is the correct fourth (register O63I), the phase of the signal is checked (register 0632) to ensure that a vehicle is started into the first power segment of the gap and not the second power segment or the scan segment instead. ! If the phase is correct, the next register (0633) is read and provides information about the number of columns to be checked. Only one main track gap needs to be checked at ramp 134 (register 0474, identified by register 0634), and * if this gap is open, a phantom (all ones) is entered into that gap and power is applied to the start ramp (register 0635 ). The vehicle is accelerated over four segments (registers Ο636-Ο641), and when it is in the fourth section, a signal is generated to switch off the start ramp power, as the vehicle is now driving at system power. If in the next cycle the next segment (0647) is reached and a merge condition (register 0650) exists, the following register (065I) identifies the location of the merge register to which the vehicle identification data is transferred, in this case the register 050I in the Main path table. The sensing element (soft sensor) 0034, which is set by register 0526 -WQrjd.gn .._ lst _x is ^ released ^ when ... the start has been carried out

.109831 / 1376

I is. Register Ο652 provides an instruction for the next I table to be queried, which in this case is table 602, whose j first register is register 0712.

; Looking at Fig. 1 and the main path table 5- · ο,. ^c ; o is! the register O5OI is the last segment register in the table, and I since the main path is a closed loop, the next segment register is the register 0 ^ 47 (closed by the instruction in register 0503). After the vehicle has passed two segments (registers 0 ^ 47 and 0350), a scanning element S1 (Aotast-I element 152 or register Oj55l) checks the fusion conditions by checking that a vehicle is in front. If the sensing element does not indicate the actual presence of a fan tool at this time, an emergency condition is established and the emergency control circuit 5 ^ 0 is turned on. Seven segments from the parent there is a merging point (register Ο36Ο) from ramps 1 ^ 6 and 140. Three segments away from this merging point, the vehicle is scanned again (scanning element 15 ^ or register 0364), and a decision process becomes initiated (register 0365) * whether the switch 143 should be actuated and the vehicle should be diverted to the shorter evasive ban l46. The alternative path 146 is available if the fan tool does not have a destination in the station 104, so that the destination of the vehicle is checked using comparison circuits 574 (register Ο366). If lane 146 can be selected 1, the availability of the corresponding segment j (register Ο4θ6) in main lane 100 is checked, and if this segment is not occupied by a vehicle, i.e. is not available, a phantom vehicle identification is entered in register Ο4θ6 entered and the switch 14Ö operated (register 0370). Finally, in register 0371, the vehicle information is transferred to register 0304 in alternative lane table 586.

If the destination of the vehicle, the station 104 or \ the avoidance path 146 is not available, the vehicle identification will continue to progressively durcn the table 58B is moved. In the fourth segment, the vehicle is scanned again (register 0376), and a switching decision is made (register 040l) as to whether the vehicle travels to station 104.

109831/1376

BATH ORIGINAL

ren uder should remain on the main line 100. The registry -0402 identifies the alternative address (ramp 103). aside from that the bits of the vehicle identification are checked (register O ^ Oj?) to see whether it is a circulating car without an assigned destination, and if at the station 10 -'- l a request (storage register O1J34) for a If there is a car, the circulating vehicle will be tagged into the station (Register 04Up). When the car follows the "deceleration ramp 103 : select rope, the corresponding shift actuator will be 2j? 2 is put into service and at register 0404 the vehicle destination and vehicle identification bits become register 0260 5 <34 transferred in the deceleration ramp table.

Assume that the car continues along the main line 100 moves, so is the second segment after the switch or the node 106, the segment into which the pnantom code would have been written if the alternative path had been selected were. In other words: Register O4O6 was added to register Oj? 67 checked, and if there is no vehicle identification at this time was in register θ4θβ would be a phantom display (all ones) has been entered into register 0406 to reserve it in the event that the vehicle is steered onto alternate lane 146 should be.

A pnantom gap for vehicles entering from station 104 is provided for segment 0426. The main line merges with station 104 at register 0437 and with the alternative path 156 at register 0445. When following the main line, steers the junction 116 is the exit from the main line 100 into the. Stations 124 (dynamic) or 12S (static) and in the parking station l _; - 4.

The operation of les _s system will be better understood when a vehicle betraentet according to the following example, in the station 104, which will go to the station 1.54. When a vehicle arrives at station 104 (table 596), it is moved through the seven segments of this station at crawling speeds, for example at about 3 km / h. The stations (queue tables) are asynchronous with the other tables, and obviously -11 Cxi. can Qiine further in. "These areas additional railway

101 * 31 «M.

8AD ORIGWAt

Segments are provided. If a l / chase at register O615 generates a destination promotion, the destination bits are entered into this register and it becomes a program sequence initiated for the start release. The carriage is detected by the sensing element 172 (register O617). Through the sensing element 173, the start ramp 114 is closed, and the vehicle data bits are transferred to table 6O4 of start ramp 110 (register 0751). In addition, a Start delay constant selected by register 2661 in the group of registers 576.

With regard to table 604, the transfer of data bits to register 0751 * means that a vehicle that is ready to start requires start from ramp 110. The sequence of control commands in registers 0752-0757 identify the start ramp (0753), check the start delay counter (2661) to see that it is at zero (0754), check whether the correct phase for starting is present, ie a first power phase (0755) * determine the number of gaps to be checked (0756), in this case a single main track gap (0426), and check this gap (register 0757). If this gap is free, a phantom (all ones) is entered in the address part of the word in this gap (register 0426). In addition, power is applied to the start ramp by register O76O based on the determination of a vehicle identification in this register. The vehicle is accelerated along the start ramp 110, and the vehicle data bits are moved step-by-step through the registers 076I to 0764 in synchronism with the segment switching signals (output of the counter 330). When the vehicle bits have been transferred to register 0765, power is cut off from launch ramp 110 since the vehicle is running at system power, and control sensing element 173 is enabled. In register 0774, the vehicle is in junction 112 or in the merging segment with the main lane, and the vehicle identification is transferred to register 0437 in main lane table 588, with the phantom vehicle identification in table 588 being changed to the data bits of this vehicle.

109831/1376

Now consider table 588. In register 0443, scanning element 157 is queried to determine whether the vehicle is present to check. The vehicle identification is incremented through the gap segment registers at the merge point the evasive path 146 at register 0445 and a scanning element 158 at register 0451 is moved past.

A switchover decision is made for registers 452-456. The destination bits are checked and if they identify station 124, I28 or 134, the switch at junction 114 is activated actuated (register O46l). When the request for a vehicle has been generated by one of these stations, the destination bits checked at register 0460, and if it is a circulating car (determination bits = 00), the Switch also operated. Since the vehicle has station 134 as its destination, the switch is actuated and the vehicle data bits are transferred to register 0223 in table 582.

Another switchover decision is made for registers O23O-O233, and the switch at junction 122 is not actuated since the destination of the car is station 134. Registers such as register 234 are provided for programming purposes, and other registers such as 0304A are used for timing purposes. because there is no corresponding segment in the path. Since the deceleration ramp 120 has been selected, the vehicle data bits transferred to register 0200 (table 58O). Signals are generated in registers 202 and 204 which indicate that the deceleration ramps 118 and 120 are again available for use, the use of this ramp by another Vehicle has been prevented until it has been enabled by signals that select this ramp. The vehicle slows down its movement, and its "image" becomes table 594 at Transfer register 0215. In table 594, the car moves into station 134 and is under control of station power (which is asynchronous with respect to main system performance) to a transfer station where passengers exit the vehicle or to an exit junction (not shown) where the vehicle can exit the system if it is

10 9 8 31/13 7 6

is a vehicle for double use, or depending on the arrangement of the system in a parking lot or in a garage for maintenance.

Of course, numerous changes and modifications of the exemplary embodiment described are within the scope of the invention possible.

109831 / 137C

Claims (1)

Claims N 1) jBeförderungssystem with a predetermined path to move on which lF_ajirzeuge, comprising means for generating a sequence: of pulses, having a converter arrangement, which generates a function 'of this pulse train signals that virtually circulating a series of longitudinally of the web Define gaps (control areas), and with a vehicle drive attitude which, depending on the gap signals, keeps the vehicle speed synchronous with the movement of the gap signals, characterized in that an arrangement (jUO) is provided. • can be seen that changes the speed of rotation of the gap " , signals along the track the pulse repetition frequency of the pulse generation * transmission device (j) 22) changes. 2.) Transport system according to claim 1, characterized in that the vehicle drive circuit has a device for generating the real position of a ^! Has signals corresponding to the vehicle and a comparison circuit (25S) which compares these signals with the gap signals, and that the vehicle drive circuit can be changed as a function of this comparison in such a way that the vehicle remains synchronized with the gap signals. J).) Transport system according to claim 1 or 2, thereby known that an electrical conductor (220) " extends along the bay and this in a series of discrete : Control areas that the conductor is divided into segments (222) divided and each control area by at least two adjacent to each other adjacent segments of the conductor is defined that each Conductor segment has such a pronounced electrical property that ramp-shaped signals are applied to the segments can, and that the gap signals periodically excite the conductor segments, thereby ramping the signals on the track run along and the movement of vehicles on the track ι control. 10JS31 / 1376 4.) Transport system according to one of the preceding claims, characterized in that a monitoring control arrangement is provided which contains a number of storage registers (570), each of which has a register. corresponds to the control area (102) on the track that a device is provided by means of which signals can be stored in the memory register which corresponds to the control area in which a vehicle is located, which represent information about the vehicle, and that one with the vehicle ^; speed control arrangement of the system coordinated device is provided, by means of which these vehicle information \ signals are moved synchronously with the movement of the vehicles along the path through the memory register. 5.) Transportation system with a predetermined path on which vehicles move and which are in a series of discrete control areas range is divided, and with a control arrangement for the speed of the «vehicles, by means of which all on the track vehicles located along the track are moved synchronously with each other, characterized in that that a supervisory control arrangement is provided with a series of storage registers (570), each of which is a control area on the track corresponds to a register that a storage device is provided for storing signals that Represent vehicle information in the storage register corresponding to the control area in which the vehicle is located, and that means coordinated with the speed control arrangement synchronize the vehicle information signals moved through the storage registers with the movement of the vehicles along the path. 6.) Transport system according to claim 4 or 5 with a track, which has a node, thereby marked- ■ draws that the monitoring control arrangement is a storage; contains cherregister (570) that this node (e.g. 148) corresponds to, and that an I coordinated with this node Device is provided for generating signals for the \ Control of the selection of evasive paths (146) at this node! point on the basis of signals which a Fahrzeugbestim- ' 109831/1376 represent location information in this memory register corresponding to the node. 7.) Transport system according to one of claims 4 to 6 with a Branch lane from which a vehicle can enter the given lane and which is divided into a number of discrete control areas is, characterized in that the supervisory control arrangement includes means for checking the Availability of a control area (102) of the specified path (100) by querying the control area corresponding to this control area Storage register (57 °) is provided that depending on: an indication of the availability, a reservation signal can be stored in the queried memory register to a control area in the given lane for using the branch line - | de to reserve the vehicle and that this reservation signal! by which the control areas of the specified path correspond to j is movable through the storage register in synchronism with the movement of the vehicle along the branch lane. 8.) Transport system according to one of claims 4 to 7, characterized in that the monitoring ι control arrangement contains a device with which all memory ^; registers (570) are sequentially scanned during each interval required by a vehicle to traverse a control area (102) of the predetermined path (100). 9.) Transport system according to one of claims 4 to 8, characterized in that the vehicle % speed control arrangement of the system includes means for generating a switching signal corresponding to each crossing of a vehicle through the control area, and that the monitoring control arrangement has a device which is dependent transmits the signals representing vehicle information from the control area register, in which these signals were stored before the generation of the advancing signal, to the next control area register of each of these further switching signals. 10.) Transport system according to one of claims 4 to 9 *, characterized in that the vehicle speed 109831/1376 - 46 - 2060159 digkeitssteueranordnung includes means for generating system control signals by means of which all on the railway vehicles on the web along synchronously mit_.einander moved v / ground that are in each control region (102) vorfanden means for generating signals for the v / irkliche Fanrzeugposition and that a comparator circuit ^(25; 0, welcue this system control signals with the signals of the real Fahrzeu _t rposltion compares a servo drive system of the vehicle controls so that the vehicles their synchronous movement along maintain the system. 11.) Transport system according to one of claims 4 to 10, characterized in that the system speed control arrangement a signal generating device for generating contains a number of signals which are effective define a series of electronic gaps which continuously circulate along the path. 12.) Transport system according to claim 11, characterized in that that the Signalgeneruncseinricntung from a pulse generator (322) and a device (310) for there is a change in the pulse repetition frequency of the signal generating device to change the system speed. 13.) Transport system according to one of claims 4 to 12, characterized in that da3 at predetermined iSet along the path scanning elements (S) for detecting a Vehicle are arranged, and that a device as a function of vehicle information signals in the storage registers (570) interrogates these vehicle sensing elements. 14.) Transport system according to one of the preceding claims with a plurality of vehicles moving along the track, characterized in that each gap signal defines a control area which is a drive control part as well as a sensing part contains that each vehicle contains a circuit arrangement which is dependent on this Drive control part of the vehicle movement along the spell in syn-. cnronization with the movement of the gap areas basks that a Means is provided, the Lm scanning part of each gap area 109831/1376 BATH ORIGINAL ascertains the presence of a vehicle and that an instrucii:; unj depending on the detection of a vehicle in one Abtactceil a Y / arnsissnal generated. 15 ·) "Beförderunsssystem NaCN Ansprucn Ik ₁ characterized ge Flag with h η e c in that a common means for scanning of V / arnsignalen / on all the sensing parts of the control regions is provided and that a device in response to the detection of a warning signal shared by these Facility changes the speed of revolution of the control areas along the path. ■ 109831/1376 BATH ORIGINAL