EP1556266A1

EP1556266A1 - Track-guided transport system and method for controlling cars of a track-guided transport system

Info

Publication number: EP1556266A1
Application number: EP03769373A
Authority: EP
Inventors: Werner Fischer
Original assignee: Duerr Automotion GmbH
Current assignee: Duerr Systems AG
Priority date: 2002-10-30
Filing date: 2003-10-10
Publication date: 2005-07-27
Anticipated expiration: 2023-10-10
Also published as: CN1692049A; AU2003278068B2; KR100739442B1; DE50308942D1; MXPA05004719A; ZA200503020B; US20060255210A1; BRPI0306666B1; ATE382533T1; US20050247231A1; RU2005116673A; WO2004039650A1; ES2295654T3; AU2003278068A1; PT1556266E; US7182298B2; CN100588579C; CA2501310C; EP1556266B1; CA2501310A1

Abstract

In order to provide a track-guided transport system, and in particular a suspended monorail system, comprising a track network incorporating at least one node at which at least two track sections of the track network adjoin one another and also comprising a plurality of vehicles travelling along the track network and each of which comprises a control unit wherein the control of the movements of these vehicles can be effected in a simple and reliable manner even when there are a large number of vehicles, it is proposed that at least one successor or the information that the vehicle does not have a successor and/or at least one forerunner or the information that the vehicle does not have a forerunner be associated with each vehicle, wherein the information relating to the successor or the forerunner is stored in the control unit of the vehicle and is updated when the vehicle passes a node of the track network.

Description

Track-guided transport system and method for controlling carriages of a track-guided transport system

The present invention relates to a track-guided transport system, in particular a monorail monorail, which comprises a lane network with at least one node at which at least two sections of the lane network adjoin one another, and a plurality of carriages which can be moved along the lane network and each comprise a control unit.

The present invention further relates to a method for controlling carriages of such a track-guided transport system.

Such a track-guided transport system is known for example from DE 195 12 107 AI.

If the track-guided transport system comprises a large number of carriages which are simultaneously moved along the lane network, then for controlling all these carriages by means of a central control device of the transport system, a high computing effort in the central control unit and a very extensive exchange of data between the carriages and the central control unit required.

The present invention is therefore based on the object of providing a track-guided transport system of the type mentioned at the outset which, even with a large number of carriages, enables simple and reliable control of the movements of these carriages. This object is achieved according to the invention in a track-guided transport system with the features of the preamble of claim 1 in that each carriage has at least one successor or the information that the carriage has no successor and / or at least one precursor or the information that the carriage does not Forerunner has been assigned, the information relating to the successor or forerunner being stored in the control unit of the trolley and being updated when the trolley passes a node of the lane network.

A “successor” is to be understood to mean another carriage whose current position — as seen in the direction of travel of the carriage in question — is behind the carriage in question. This successor can also be located on a different section of the route than the carriage in question.

Accordingly, a “forerunner” is to be understood as another trolley whose current position — seen in the direction of travel of the trolley in question — lies in front of the trolley in question. Such a forerunner can also be located on a different route section than the relevant trolley.

Since, according to the solution according to the invention, each of the carriages knows its successor and predecessor at any time (or knows that it has no successor or predecessor to watch out for), the data traffic required for controlling the movement of the carriages can be between the trolley on the one hand and a central control unit of the track-guided transport system on the other hand are significantly reduced. It is even possible that the movement of the trolleys is only due to Communication of the trolleys is controlled with each other without a central control unit being required for this.

In particular, the regulation of the mutual distance between carriages traveling in succession on a route section can be carried out without the interposition of a central control unit, for example by each carriage passing its current position on to its successor, the successor from the position of the predecessor and its own position The distance between the two carriages is determined and, if necessary, the necessary measures (braking or accelerating) are carried out in order to regulate the mutual distance to a predetermined target value.

Since the lane network of the track-guided transport system also contains nodes at which the successor and predecessor relationships between the carriages change, the information relating to the successor or predecessor of each carriage is updated when the carriage passes a node of the lane network.

Such a node of the lane network can be designed, for example, as a branch at which a lane branches into a plurality of further lanes.

Furthermore, such a node of the lane network can be designed as a junction at which a plurality of lanes unite to form a continuing lane.

In a special embodiment of the transport system according to the invention it is provided that the successor or forerunner of a trolley relevant information is updated by communication with at least one other trolley of the transport system.

As an alternative or in addition to this, it can be provided that the information relating to the successor or the forerunner of a vehicle is updated by communication with a node management unit arranged outside the vehicle.

Such a node management unit can in particular comprise a programmable computer and the associated node management software.

It can also be provided that the node management unit comprises a plurality of node management software modules which run on different computers. These computers can also be spatially separated from one another. In particular, at least one of these computers can be arranged stationary. As an alternative or in addition to this, it can also be provided that at least one of these computers is arranged in one of the carriages of the transport system.

In a preferred embodiment of the transport system, it is provided that at least one node management unit is arranged in a stationary manner.

As an alternative or in addition to this, it can also be provided that at least one node management unit is arranged in a central control device of the transport system.

In order to reduce the number of required node management units, it can be provided that at least one node management unit manages several nodes of the lane network. Alternatively, it can also be provided that a separate node management unit is assigned to each node of the lane network.

The update of the information relating to the successor or the forerunner can be achieved, for example, in that after passing a braking point which is assigned to a node, a trolley sends a message which updates the one successor and / or a forerunner of the relevant trolley triggers relevant information.

A "braking point" is to be understood as a point of a route section which is at a predetermined distance from the node, which can be a junction or branching, which - depending on the speed of the relevant vehicle - is determined so that the The trolley can be brought to a standstill in good time before the knot in order to avoid a collision with another trolley passing the knot.

The message sent by the trolley when it passes the braking point can be directed to another trolley or to a node management unit of the transport system.

Furthermore, it can be provided that after passing a braking point which is assigned to a node, a trolley sends a message which triggers an update of the information relating to a successor and / or a forerunner of at least one other trolley.

A particularly high level of operational safety is achieved if it is provided that a trolley after passing a braking point, the node is assigned, sends a message which triggers an update of the information relating to a successor and / or a forerunner of at least one vehicle, and then receives an acknowledgment message which has been triggered directly or indirectly by sending the message. In this way, the trolley that triggered an update process receives confirmation that its message triggering the update process has reached the recipient and that the update process has been successfully completed.

The acknowledgment message can be sent by the recipient of the message triggering the update process or by another transmitter which has been included in the update process by the recipient of the message triggering the update.

In a preferred embodiment of the invention it is further provided that after passing a collision point which is assigned to a node, a trolley sends a message which triggers an update of the information relating to a successor and / or a forerunner of the relevant trolley.

A "collision point" is to be understood to mean a point of a route section which is at such a distance from the associated node that a carriage which is on the side of the collision point which is remote from the node is at such a distance from the node that a Collision with another trolley that passes the same node on other sections of the route is excluded.

If the node is a merge, the collision point is in front of the node in the direction of travel. If the node is a junction, the collision point lies behind the node when viewed in the direction of travel.

Unlike the determination of the braking point, a collision point is usually determined independently of the current speed of the vehicle.

The notification triggering the update can be sent to another trolley or to a node management unit.

Furthermore, it can be provided that after passing a collision point which is assigned to a node, a trolley sends a message which triggers an update of the information relating to a successor and / or a predecessor of at least one other trolley.

The operational safety of the transport system according to the invention is further increased if it is provided that after passing a collision point which is assigned to a node, a vehicle sends a message which triggers an update of the information relating to a successor and / or a forerunner of at least one vehicle, and then receives an acknowledgment message which was triggered directly or indirectly by sending the message. In this way, the trolley that triggers an update process receives confirmation that its message triggering the update process has reached the recipient and the entire update process has been successfully completed.

In the event that the acknowledgment message does not appear, suitable measures, for example an emergency stop of the trolley, can be provided. The invention is based on the further object of providing a method for controlling carriages of a track-guided transport system of the type mentioned at the outset, which enables simple and reliable control of the movement of the carriages even with a large number of carriages.

This object is achieved according to the invention in a method having the features of the preamble of claim 16 in that each carriage has at least one successor or the information that the carriage has no successor and / or at least one precursor or the information that the carriage has no predecessor has, is assigned, the information relating to the successor or forerunner being stored in the control unit of the trolley and being updated when the trolley passes a node of the lane network.

Particular embodiments of the method according to the invention are the subject of dependent claims 17 to 30, the advantages of which have already been explained above in connection with special embodiments of the transport system according to the invention.

Further features and advantages of the invention are the subject of the following description and the drawing of exemplary embodiments.

The drawings show:

Fig. 1 shows a schematic cross section through a running rail

Monorail monorail with a schematic representation of the Carrier and guide rollers and an energy transmission unit and a data transmission unit of a trolley of the monorail overhead conveyor;

FIG. 2 shows a schematic side view of the running rail from FIG. 1, in the presence of a trolley of the monorail overhead conveyor;

3 to 5 a schematic representation of the communication between a carriage and its successor in the event of a braking operation of the predecessor;

6 and 7 is a schematic representation of the communication of a

Trolley with other trolleys when passing a junction;

8 and 9 show a schematic representation of the communication of a trolley with other trolleys when passing a branch;

10 and 11 is a schematic representation of the communication of a

Trolley with a node management unit when passing a junction;

12 and 13 show a schematic representation of the communication of carriages with a node management unit and with one another when passing a braking point and a collision point, which are associated with a merging; 14 and 15 show a schematic representation of the communication of carriages with a node management unit and with one another when passing a collision point and a braking point, which are brought together;

FIG. 16 shows a schematic illustration of the communication of carriages with a node management unit and with one another in a situation modified from the situation in FIG. 15;

17 and 18 is a schematic representation of the communication of a

Trolley with a node management unit when passing a braking point and a collision point of a junction;

19 shows a schematic illustration of the communication of trolleys with one another and with a node management unit when passing a collision point of a branch; and

20 to 26 a schematic representation of the communication of carriages with a node management unit and with one another, with several carriages passing braking points and collision points of a branch in succession.

Identical or functionally equivalent elements are denoted by the same reference symbols in all figures. A transport system designated as a whole by 100 and in the exemplary embodiment designed as a monorail overhead conveyor comprises a running rail 102 shown in cross section in FIG. 1 and in a side view in FIG. 2, which has an upper belt 104 with an upper, essentially flat running surface 106 and two lateral running surfaces Guide surfaces 108 and 110 and a lower belt 112 with a lower flat tread 114 and two lateral guide surfaces 116 and 118.

Both belts are connected to one another on their sides opposite the running surfaces by a vertical web 120, the walls of which are flat and run parallel to the longitudinal direction 121 of the running rails.

Between the two belts 104 and 112, a power supply line carrier 122 formed from an electrically insulating material protrudes from a side wall of the web 120 and carries a power supply line 124 at its end facing away from the web 120.

A supporting roller 126 of a carriage 128 of the monorail overhead conveyor 100 rolls on the upper running surface 106 of the running rail 102.

Apart from the carrying roller 126, only lateral guide rollers 132, 134, 136 and 138 of this carriage 128 are shown in the figures, which roll on the lateral guide surfaces 108, 110, 116 and 118, as well as an energy transmission unit 140 and a data transmission unit 146. The energy transmission unit 140 comprises, for example, a current collector 142, which is designed as a U-shaped ferrite core and on which a conductor winding 144 is arranged, which is connected to a current collector electronic circuit (not shown) for converting an alternating current induced in the conductor winding into a direct voltage.

The power supply line 124 is immersed in the U-shaped current collector 142 of the energy transmission unit 140 without touching it.

The energy transmission of the power supply line 124 to the energy transmission unit 140 takes place by induction. For this purpose, a medium-frequency alternating current is fed into the power supply line 124 and the guide rail 102 serving as a return conductor, which generates a magnetic flux in the current collector 142 that varies according to time, so that an alternating current is induced in the conductor winding 144 and a direct voltage for driving in the carriage 128 - and control purposes can be changed.

The carriage 128 is supported on the running rail 102 by means of a plurality of support rollers 126 and is guided on the lateral guide surfaces of the running rail 102 by means of the guide rollers 132, 134, 136 and 138.

Furthermore, the carriage 128 can be driven with a drive unit (not shown), which can be designed, for example, as a friction wheel drive.

The data transmission unit 146 of the carriage 128 comprises a near field coupler 148 which is held on the carriage 128 above the energy transmission unit 140 and is designed for bidirectional communication with a data transmission line 150 which extends along the running rail 102 and via brackets 152 (see FIG. 2) at the Near-field coupler 148 facing the side wall of the web 120 of the running rail 102 is held.

The data transmission line 150 is designed as a coaxial jumper 155 with a central copper conductor 156 and a sheath 158 surrounding the same, the sheath 158 on its side facing the near-field coupler 148 of the vehicle 128 having an axial slot 159 extending through the longitudinal direction of the coaxial conductor 155, through which High-frequency waves can emerge from the coaxial conductor 155 or enter the coaxial conductor 155.

The coaxial conductor 155 slotted in the longitudinal direction thus forms a leaky waveguide 154.

The leaky waveguide 154 is fed by a (not shown) stationary central control device of the transport system 100, by stationary decentralized node management computers and / or by other carriages with high-frequency signals, which propagate along the leaky waveguide 154 and are received by the near field coupler 148 of the carriage 128 , An evaluation circuit (not shown) in the vehicle 128 demodulates these high-frequency signals and converts them into data that can be used by the control unit of the vehicle 128.

Conversely, data generated in the control unit of the vehicle 128 are modulated onto a high-frequency carrier signal by a modulation circuit and fed via the near-field coupler 148 into the leaky waveguide 154, where these signals can be found as far as another vehicle or up to stationary (central or decentralized) control stations of the transport system Spread 100. The information about at least one successor of the relevant vehicle is stored in the control unit of each vehicle 128 (comprising a freely programmable processor and a memory). A “successor” is to be understood as another carriage whose current position - as seen in the direction of travel of the carriage in question - is behind the carriage in question. The successor can be on a different section of the route than the carriage in question. If the carriage in question 128 at a certain point in time no successor is assigned, the control unit stores the information that the carriage has no successor.

Furthermore, the information about at least one forerunner of the relevant vehicle is stored in the control unit of each vehicle 128. A “forerunner” is understood to mean another trolley whose current position - in the direction of travel of the relevant trolley - lies in front of the relevant trolley. The forerunner can be located on a different section of the route from the relevant trolley no predecessor is assigned to a certain point in time, the control unit stores the information that the trolley has no predecessor.

The fact that each of the carriages 128 knows its successor and its predecessor at any given time (or knows that it has no successor or predecessor) enables the movement of the carriages to be controlled only by communication between the carriages, without having to switch on a central control unit. In particular, the regulation of the mutual distance between carriages traveling in succession on a route section can be carried out without the interposition of a central control unit. This is explained in more detail below with reference to FIGS. 3 to 5.

In FIG. 3, three carriages are shown by way of example, which are designated V0, VI and V2 and move on a route section 160 in the same direction of travel 162.

Here, the carriage V2 is the forerunner of the carriage VI, which in turn is the forerunner of the carriage V0. The V2 trolley has no current predecessor.

The carriage V0 is the successor to the carriage VI, which in turn is the successor to the carriage V2. The V0 trolley has no current successor.

Each successor continuously calculates the distance to its predecessor. This can be done, for example, directly by a distance measuring device which is arranged on the carriage (for example VI) and measures the distance to the preceding carriage (for example V2).

Alternatively or additionally, it can also be provided that the carriage VI continuously determines its own position in the lane network, continuously receives the current position of the carriage V2 from the carriage V2 and the distance between the two carriages V2 and VI by forming the difference from the Positions of these two carriages determined. The position of a trolley in the lane network of the transport system 100 can be determined, for example, by arranging position indicators along the lanes of the transport system 100, which are detected by means of a detection device on the relevant trolley. The complete lane network with all position indicators is stored in the control unit of each carriage 128, so that the relevant carriage can set its current position equal to the position of the position indicator as it drives past a position indicator. The control unit of the trolley can interpolate positions between two position indicators along the lane network by means of a distance measuring system arranged on the trolley, which for example determines the distance traveled since the last position indicator based on the number of revolutions of a carrier roller of the trolley.

At the point in time shown in FIG. 4, the trolley VI determines that its distance from the predecessor V2 has become too small. In response to this, the carriage VI reduces its speed and transmits to its successor V0 the information that the carriage VI is reducing its speed.

The transmission of this information is symbolized in FIG. 4 by arrow 164.

On the basis of this message from the forerunner VI, the successor V0 is informed of the braking of the trolley VI before it determines this from the measurement of the distance between the trolleys VI and V0. As a result, the carriage V0 can adapt its own speed to the reduced speed of the preceding carriage VI very early on. In this way, all the carriages can be braked smoothly until they come to a sufficient distance from one another at the point in time shown in FIG. 5, at which the carriage V2 has reached the position P2 and the carriage VI has reached the position P1.

Since the lane network of the transport system 100 also includes mergers and branches at which the successor and predecessor relationships between the carriages change, the information stored in the carriages about the respective successor and the respective predecessor must be updated when passing such a node of the lane network.

This update of the successor and predecessor information can be accomplished, for example, by direct communication between three participating carriages.

In this case, a first trolley that approaches a merging of two route sections sends a message to its predecessor (second trolley) that it is claiming the right to pass the merging. The second carriage, which is located on the route section leading away from the merging, has two successors: one successor in each case on each of the route sections leading to the merging. If this predecessor receives a message from one of its successors that this successor claims the right to pass the merge, it sends the other successor (third carriage) the message that the merger is blocked by the first successor and simultaneously deletes it the second successor from the list of his successors. The third crawler, which has received the notification from the second crawler about the blockage of the merging by the first crawler, stores the first crawler as its new predecessor and sends an acknowledgment message to the first crawler that triggered the update process, from which shows that the third carriage is now a successor to the first carriage.

After receiving this acknowledgment message, the first carriage saves the third carriage as an additional successor and passes through the merge.

After passing the merge, the first trolley sends a message to the third trolley that the merge is released again.

This update process described above when passing a merge is explained below by way of example with reference to FIGS. 6 and 7.

As can be seen from FIG. 6, two route sections 166 and 168 leading to a junction 164 merge at the junction 164 to form a route section 170 leading away from the junction 164.

The direction of travel in each of the route sections is indicated by an arrow labeled 162. The carriages V0, VI and V2 move converges in route section 166 towards route 164. The carriages V3 and V5 move away from the junction 164 in the route section 170. The carriages V4 and V6 move in the route section 168 towards the junction 164.

The carriage VI is assigned to the carriage VI as the successor and the carriage V3 as the forerunner.

The trolleys V2 and V4 are assigned to the trolley V3 as successors and the trolley V5 as forerunners.

The carriage V4 is assigned to the carriage V6 as the successor and the carriage V3 as the forerunner.

At the point in time shown in FIG. 6, the carriage V2 has reached a predetermined distance (braking point) (depending on the speed of the carriage) from the junction 164 and then triggers an update process by sending a message to its predecessor V3 (arrow 172 ) sends that it enters the area of the junction 164 and thus blocks the junction 164.

The trolley V3 then sends a message (arrow 174) to its second successor, the trolley V4, that the junction 164 is blocked and the trolley V2 is the new predecessor of the trolley V4. Furthermore, the carriage V3 deletes the carriage V4 from the list of its successors.

The carriage V4 replaces the carriage V3 in the list of its predecessors with the new predecessor V2 and sends to the carriage V2 an acknowledgment message (arrow 176 in FIG. 6) from which the carriage V2 takes that the update process has been completed and the carriage V4 his is new successor. Consequently, the trolley V2 enters the trolley V4 as a further successor in the list of its successors.

Then the trolley V2 passes the junction 164 and releases the junction 164 again, so that the state shown in FIG. 7 is reached.

Now either the carriage VI or the carriage V4 can trigger a new update process, depending on which of these carriages first falls below the predetermined distance from the merging 164, which triggers the update process described above.

The update process which is triggered when a carriage approaches a branching of the lane network of the transport system 100 is described below.

A first carriage which is located on the route section leading to the branch has two forerunners, namely one forerunner on each route section leading away from the branch.

If the first trolley, which approaches the junction, falls below a predetermined distance (depending on the speed of the trolley) from the junction, it sends to that of its predecessor, which is in the section of the route in which the first trolley will not enter , a message with which the first carriage logs off as the successor to this second carriage and at the same time informs the second carriage which is the successor to the first carriage. The second crawler then deletes the first crawler from the list of its successors and takes on the successor of the first crawler notified to it as the new successor.

Furthermore, the second carriage sends a message to a third carriage, namely the previous successor to the first carriage and the new successor to the second carriage, that the second carriage is now another predecessor of the third carriage.

Thereupon, the third carriage, which moves behind the first carriage on the route section leading to the branching, includes the second carriage as an additional precursor in the list of its predecessors.

Furthermore, the third crawler sends an acknowledgment message to the first crawler, from which the first crawler takes that the update process has been completed.

The first carriage then passes the branch and a next update process is started as soon as the third carriage following it falls below the predetermined distance from the branch.

This update process is explained below with reference to FIGS. 8 and 9.

In the situation shown in FIG. 8, the carriages V2, VI and VO move on the section 180 leading to the junction 178 along the direction of travel 162 towards the junction 178, while the carriages V3 and V4 move on the first one from the junction 178 leading away Move route section 182 away from junction 178 and carriages V5 and V6 move away from junction 178 on a second route section 184 leading away from junction 178.

Carriage VI is assigned to carriage VI as successor and carriage V2 as forerunner.

The carriage VI is the successor VI and the carriages V3 and V5 are assigned as the forerunners.

The carriage V3 is assigned the carriage V2 as the successor and the carriage V4 as the forerunner.

The carriage V5 is assigned the carriage V2 as the successor and the carriage V6 as the forerunner.

At the point in time shown in FIG. 8, the trolley V2 falls below a minimum distance (depending on the speed of the trolley) from the branch 178, which triggers an update process.

This update process includes that the trolley V2 first sends a message (arrow 186) to the trolley V5 in which the trolley V2 logs off as the successor to the trolley V5 and at the same time registers the successor to the trolley V2 as the new successor to the trolley V5.

The V5 trolley then replaced the previous successor V2 in the list of its successors with the new successor VI. Subsequently, the carriage V5 sends a message (arrow 188) to the carriage VI, in which the carriage V5 registers as a new, forerunner of the carriage VI.

The carriage VI then includes the carriage V5 as an additional precursor in the list of its predecessors.

Furthermore, the carriage VI sends an acknowledgment message (arrow 190) to the carriage V2, from which the carriage V2 detects that the update process has been successfully completed.

The trolley V2 then passes the branch 178 (see FIG. 9) and a new update process, which is triggered by the trolley VI, begins as soon as the trolley VI falls below the predetermined minimum distance from the branch 178.

In the merging and branching processes described above, the successor and predecessor relationships between the carriages were only updated when the carriages passed each node by communicating with one another. As an alternative or in addition to this, provision can also be made for the successor and predecessor relationships to be updated when a node is passed with the aid of a node management unit assigned to the respective node.

Such a node management unit, which comprises a programmable computer and the associated node management software, can be arranged outside the trolley, in particular in a stationary node management computer. Alternatively or in addition to this, however, it is also possible for the node management unit to form part of the control unit of one of the trolleys.

An update process when passing a merge involving the node management unit of the merge can proceed as follows:

When a carriage to be moved onto the junction passes a so-called braking point, which has a predetermined distance from the junction that is dependent on the speed of the trolley, it sends a message to the node management unit with which the carriage enters the area of the junction of the node management unit displays.

The node management unit maintains a list of the carriages which have previously entered the area of the merge.

If this list is empty, the node management unit only sends an acknowledgment message to the incoming vehicle, and the predecessor and successor relationships of the vehicle remain unchanged.

If, however, a trolley is entered in this list of the node management unit, the node management unit sends a message to this trolley entered in the list that this second trolley should accept the first trolley as the so-called “next successor”. In this embodiment of the invention, two successors, a "current successor" and a "next successor", are assigned to each carriage.

Accordingly, two forerunners, namely a "current forerunner" and a "next forerunner", are also assigned to each carriage.

The second carriage thus enters the first carriage as its "next successor" and sends an acknowledgment message to the first carriage, from which the first carriage indicates that the second carriage is now its "next forerunner". Accordingly, the first carriage enters the second carriage as its "next forerunner".

This completes the first update process triggered by the first trolley passing the braking point.

A second update process is triggered by the first carriage when it reaches a so-called "collision point" before the merge. The distance of the collision point from the merge is determined (regardless of speed) in such a way that a carriage located in front of the collision point does not coincide with another can collide on another route section on the same junction of moving carriages.

If the vehicle reaching the collision point does not have a current successor, the vehicle sends a message to the node management unit, from which the node administration unit detects that the vehicle in question is entering the section of the route leading away from the combination. The node management unit then sends an acknowledgment message to the relevant vehicle, from which the vehicle derives that the node management unit has registered its passing of the merge and which causes the vehicle to make its next successor, if any, its current successor.

If the trolley has a current successor when the collision point is reached, this first trolley sends a message to this current successor, that is to say a second trolley, which causes the second trolley to delete the first trolley as its current predecessor and its “next one Instead, to make "forerunner" his "current forerunner".

If no next forerunner is assigned to the second carriage at this time, only the current forerunner is deleted.

Furthermore, the second carriage sends a message to the node management unit, with which the node management unit is informed that the first carriage is passing the junction.

The node management unit then sends an acknowledgment message to the first carriage, which results in the first carriage deleting its current successor and, if present, making its next successor its new current successor.

This completes the second update process, which is triggered when the collision point is reached. The procedure described above when passing a merge is explained below using examples with reference to FIGS. 10 to 16.

10, the carriage VI moves on the route section 166 towards the junction 164.

No current successor is assigned to trolley VI. The predecessor list of the node management unit 192 associated with the merge 164 is empty.

When the braking point (BP) is reached, the trolley VI sends a message (arrow 194) to the node management unit 192 with which the trolley VI registers with the node management unit 192.

The node management unit 192 sends an acknowledgment message (arrow 196) back to the trolley VI.

When the collision point (CP) is reached, the trolley VI sends a message (arrow 198) to the node management unit 192, with which the node management unit 192 is informed of the passage of the junction 164 by the trolley VI (FIG. 11).

The node management unit 192 sends an acknowledgment message (arrow 200) to the trolley VI. Subsequently, the trolley VI changes from the route section 166 via the junction 164 to the route section 170 leading away from the junction 164. The successor or predecessor relationships of the trolley VI have not been changed.

In the situation shown in FIG. 12, the carriages VI and V2 move on the route section 168 towards the junction 164. The carriage V3 moves on the route section 166 towards the junction 164. The carriage V4 moves away from the junction 164 on the route section 170.

The carriage VI is assigned to the carriage VI as the current successor. The V2 trolley does not have a next successor.

Neither a current forerunner nor a next forerunner is assigned to the trolley V3.

The trolley V2 is assigned to the trolley VI as the current forerunner. Carriage VI does not have a next forerunner.

In the predecessor list of the node management unit 192, the vehicle V2 is entered, which was the last to register with the node management unit 192 when passing the braking point in the route section 168.

When the braking point (BP) in the route section 166 is reached, the carriage V3 sends a message (arrow 202) with which the carriage V3 registers with the node management unit 192 (FIG. 12). The node management unit 192 then sends a message (arrow 204) to the vehicle V2 with which the vehicle V3 is displayed to the vehicle V2 as the next successor.

The trolley V2 enters the trolley V3 as its next successor and sends an acknowledgment message (arrow 206) to the trolley V3, which leads to the trolley V3 entering the trolley V2 as its next predecessor.

The update process triggered by the passing of the braking point by the trolley V3 is thus completed.

At the time shown in Fig. 13, the carriage V2 reaches the collision point (CP) and therefore sends a message (arrow 208) to its current successor, the carriage VI, which causes the carriage VI to recognize the carriage V2 as its current predecessor to delete and replace with the next precursor. However, since the next predecessor is not assigned to the carriage VI, the carriage VI does not receive a new current predecessor.

Furthermore, the trolley VI sends a message (arrow 210) to the node management unit 192, with which the node management unit 192 is informed that the trolley V2 is now changing to the route section 170.

The node management unit 192 sends an acknowledgment message (arrow 212) to the vehicle V2, which then deletes the vehicle VI as its current successor and instead enters its next successor, the vehicle V3, as its current successor and deletes the vehicle V3 as its next successor , This completes the update process triggered by the vehicle V2 reaching the collision point.

In the situation shown in FIG. 14, the trolley VI moves on the route section 168 towards the junction 164. The carriages V3 and V4 move towards the junction 164 on the route section 166. The trolley V2 moves away from the junction 164 on the route section 170.

The carriage V4 is assigned to the carriage V4 as the current successor. A next successor is not assigned to the V3 trolley. The trolley V2 is assigned to the trolley V3 as the current forerunner. A next forerunner is not assigned to the V3 trolley.

The carriage V3 is assigned to the carriage V3 as the current forerunner. A next forerunner is not assigned to the V4 trolley.

In the situation shown in FIG. 14, the carriage V3 reaches the collision point in the route section 166 and then sends a message (arrow 214) to the carriage V4, its current successor, which causes the carriage V4 to forward the carriage V3 as its current predecessor to brush. Since the V4 trolley has no next predecessor, it does not receive a new current predecessor.

The trolley V4 sends a message (arrow 216) to the node management unit 192, with which the node management unit 192 is informed that the trolley V3 now passes the junction 164. The node management unit 192 sends an acknowledgment message (arrow 218) to the carriage V3, which causes the carriage V3 to delete the carriage V4 as its current successor. Since the V3 trolley has no next successor, it does not receive a new current successor.

A short time later, as shown in FIG. 15, the carriage V4 reaches the braking point (BP) and then sends a message (arrow 220) to the node management unit 192 with which the carriage V4 registers for the passage of the junction 164.

The trolley V3 is entered in the predecessor list of the node management unit 192.

The node management unit 192 therefore sends a message (arrow 222) to the trolley V3, with which the trolley V3 is displayed to the trolley V3 as the new next successor.

The trolley V3 enters the trolley V4 as its new next successor and sends an acknowledgment message (arrow 224) to the trolley V4, which then enters the trolley V3 as its next predecessor.

This completes the update process triggered by the V4 trolley reaching the braking point.

In the variant of the situation from FIG. 15 shown in FIG. 16, the carriage V4 reaches the braking point before the carriage V3 has reached the collision point. Therefore, in the situation shown in FIG. 16, the carriage V3 is entered as the current predecessor of the carriage V4 and the carriage V4 as the current successor to the carriage V3.

When the braking point is reached, the trolley V4 sends a message (arrow 226) to the node management unit 192, with which the trolley V4 registers for passing the junction 164.

The trolley V3 is entered in the predecessor list of the node management unit 192, which is why the node management unit 192 sends a message (arrow 228) to the trolley V3 with which the trolley V4 is displayed to the trolley V3 as the new next successor.

The carriage V3 enters the carriage V4 as its next successor and sends an acknowledgment message (arrow 230) to the carriage V4, which causes the carriage V4 to enter the carriage V3 as its new next predecessor.

The update processes that take place with the involvement of a node management unit when passing a branch of the lane network of the transport system 100 correspond to the update processes that take place when passing a merging, with the difference that the collision points (CP) in the case of branching are not in the direction of travel in front but behind the node in the direction of travel , that is, behind the branch, that the node manager for each of the branches route sections leading a separate forerunner list and that the carriages of the node management unit 192, when they register for the passage of the branch 178, also indicate in which of the route sections leading from the branch 178 they want to enter.

If a trolley reaches the braking point before the branch, it sends a message to the node management unit assigned to the branch, with which the trolley registers for passing the branch and continuing on one of the further sections of the route.

If there is no predecessor in the forerunner list of the node management unit for the route section in question, the node management unit sends an acknowledgment message back to the relevant carriage.

If there is a trolley in the predecessor list of the node management unit for the desired route section, the node management unit sends a message to this second trolley, which causes this second trolley to enter the first trolley as its next successor and to send an acknowledgment message to the first trolley , which causes the first carriage to register the second carriage as its next predecessor.

If the second carriage has no current successor, the first carriage is entered as the current successor of the second carriage and is deleted as the next successor of the second carriage.

If the first carriage has no current predecessor, the second carriage is entered as the current predecessor of the first carriage and is deleted as the next predecessor of the first carriage. This completes the update process triggered by the first trolley reaching the braking point.

If the trolley reaches the collision point (CP) on its new route section after passing the junction, this first trolley sends a message to its current successor which causes this second trolley to delete the first trolley as its current predecessor and, if available to make its next predecessor its current predecessor.

Furthermore, the second carriage sends a message to the node management unit, with which the node management unit is informed that the first carriage has passed the branch.

The node management unit then sends an acknowledgment message to the first carriage, which causes the first carriage to delete the second carriage as its current successor and, if present, to make its next successor its current successor.

This completes the update process triggered by the first trolley reaching the collision point.

If no current successor is assigned to the trolley when the collision point is reached, the trolley in question sends a message to the node management unit with which the node administration unit is informed that the trolley in question has passed the branch. The node management unit sends an acknowledgment message to the relevant carriage, which causes these carriages to make its next successor, if any, its current successor.

This completes the update process triggered by the trolley reaching the collision point.

The update processes that occur when a branch 178 is passed are explained below with reference to FIGS. 17 to 26.

In the situation shown in FIG. 17, the carriage V6 on the route section 180 moves towards the junction 178, while the carriage V7 on the route section 182 moves away from the junction 178.

At the point in time shown in FIG. 17, the carriage V6 reaches the braking point (BP) in the section 180 and then sends a message (arrow 232) to the node management unit 192 responsible for the branch 178, with which the node management unit 192 is informed that the carriage V6 want to pass the junction 178 and switch to the route section 184.

Since the carriage V7 is on the other route section 182 and thus the predecessor list of the node management unit 192 for the route section 184 is empty, the node management unit 192 sends an acknowledgment message (arrow 234) directly to the carriage V6. At the point in time shown in FIG. 18, the carriage V6 passed the junction 178, changed to the route section 184 and exceeded the collision point (CP) there.

At this time, the carriage V6, since it has no current successor, sends a message (arrow 236) to the node management unit 192, with which the node management unit 192 is informed that the carriage V6 has left the region of the branch 178.

The node management unit 192 sends an acknowledgment message (arrow 238) to the carriage V6, which causes the carriage V6 to make its next successor, if any, the current successor.

The update process triggered by the passing of the collision point by the carriage V6 is thus completed.

In the situation shown in FIG. 19, the carriage V4 on the route section 180 moves towards the junction 178, while the carriage V5 on the route section 184 moves away from the junction 178.

The carriage V5 is assigned to the carriage V4 as the current forerunner. The V4 trolley is assigned to the V4 trolley as the current successor.

At the time shown in FIG. 19, the carriage V5 has exceeded the collision point (CP) in the route section 184 and therefore sends a message (arrow 240) to its current successor, the carriage V4, which causes the carriage V4 to cause the carriage Delete V5 as its current predecessor and its next predecessor as its to enter the current forerunner. However, since the next predecessor is not assigned to the V4 trolley, it does not receive a new current predecessor.

The carriage V4 sends a message (arrow 242) to the node management unit 192, with which the node management unit 192 is informed that the carriage V5 has left the region of the branch 178.

The node management unit 192 sends an acknowledgment message (arrow 244) to the carriage V5, which causes the carriage V5 to delete the carriage V4 as its current successor and, if present, to enter its next successor as its current successor. However, since the next successor is not assigned to the V5 vehicle, the V5 vehicle does not receive a new current successor.

The update process that has been resolved by the passing of the collision point by the carriage V5 is thus completed.

In the situation shown in FIG. 20, the carriage V2 on the section 180 moves towards the junction 178, while the carriage V4 on the section 182 moves away from the junction 178 and the carriage V3 on the section 184 moves from the junction 178 moved away.

The trolley V3 is assigned to the trolley V3 as the current forerunner, but no trolley as the next forerunner. Furthermore, the carriage V2 is assigned a carriage VI (not yet shown in FIG. 20) as the current successor, but no carriage as the next successor. The carriage V3 is the carriage V2 as the current successor, but no carriage is assigned as the next successor.

Neither a current successor nor a next successor is assigned to the V4 trolley.

At the time shown in FIG. 20, the trolley V2 reaches the braking point in the route section 180 and then sends a message (arrow 246) to the node management unit 192, with which the trolley V2 decides to pass the junction 178 and continue on the route section 182 registers.

Since the predecessor list of the node management unit 192 for the route section 182 contains the carriage V4, the node management unit 192 sends a message (arrow 248) to the carriage V4, which causes the carriage V4 to enter the carriage V2 as its next successor.

Since the carriage V4 has no current successor, the carriage V2 is entered as the current successor to the carriage V4 and is deleted as the next successor to the carriage V4.

The vehicle V4 sends an acknowledgment message (arrow 250) to the vehicle V2, which causes the vehicle V2 to enter the vehicle V4 as its next predecessor.

This completes the update process triggered by the vehicle V2 reaching the braking point. At the time shown in FIG. 21, the carriage VI following the carriage V2 in the route section 180 has reached the braking point in the route section 180.

The trolley V2 is assigned to the trolley VI as the current forerunner.

When the braking point is reached, the trolley VI sends a message (arrow 252) to the node management unit 192, by means of which the trolley VI registers for passing the junction 178 and continuing on the route section 184.

Since the predecessor list of the node management unit 192 for the route section 184 contains the vehicle V3, the node management unit 192 sends a message (arrow 254) to the vehicle V3, which causes the vehicle V3 to enter the vehicle VI as its next successor.

Furthermore, the carriage V3 sends an acknowledgment message (arrow 256) to the carriage VI, which causes the carriage VI to enter the carriage V3 as its next predecessor.

This completes the update process triggered by the vehicle VI reaching the braking point.

At the time shown in FIG. 22, the carriage V3 has exceeded the collision point (CP) on the section 184, which is why the carriage V3 sends a message (arrow 258) to its current successor, the carriage V2, which causes the carriage V2 to do so to delete the V3 trolley as its current predecessor and its next one Forerunner, the V4 carriage, to be entered as its current predecessor, the V4 carriage being deleted as the next forerunner of the V2 carriage.

Furthermore, the trolley V2 sends a message (arrow 260) to the node management unit 192, which indicates to the node management unit 192 that the trolley V3 has left the branch area.

The node management unit 192 sends an acknowledgment message (arrow 262) to the carriage V3, which causes the carriage V3 to delete the carriage V2 as its current successor and to enter its next successor, the carriage VI, as its current successor, the carriage VI is also deleted as the next successor.

The update process triggered by the passing of the collision point by the trolley V3 is thus completed.

At the point in time shown in FIG. 23, a further carriage V0, which moves behind the carriage VI on the route section 180, reaches the braking point on the route section 180.

The carriage VI is assigned to the carriage VI as the current forerunner.

When the braking point is reached, the carriage V0 sends a message (arrow 264) to the node management unit 192, by means of which the carriage V0 registers for the passage of the junction 178 and the continuation of the route section 182. Since the predecessor list of the node management unit 192 for the route section 182 contains the vehicle V2, the node management unit 192 sends a message (arrow 266) to the vehicle V2, which causes the vehicle V2 to enter the vehicle VO as its next successor.

Furthermore, the trolley V2 sends an acknowledgment message (arrow 268) to the trolley VO, which causes the trolley VO to enter the trolley V2 as its next predecessor.

This completes the update process triggered by the trolley VO reaching the braking point.

At the time shown in FIG. 24, the carriage V2 has exceeded the collision point (CP) on the route section 182.

The vehicle V2 therefore sends a message (arrow 270) to its current successor, the vehicle VI, which causes the vehicle VI to delete the vehicle V2 as its current predecessor and its next predecessor, the vehicle V3, as its current predecessor to be entered, with the carriage V3 being deleted as the next forerunner of the carriage VI.

Furthermore, the trolley VI sends a message (arrow 272) to the node management unit 192, with which the node management unit 192 is informed that the trolley V2 has left the branch area. The node management unit 192 sends an acknowledgment message (arrow 274) to the vehicle V2, which causes the vehicle V2 to delete the vehicle VI as its current successor and instead to enter the next successor, the vehicle VO, as its current successor, at the same time the VO carriage as the next successor to the V2 carriage will be deleted.

This completes the update process triggered by the vehicle V2 exceeding the collision point.

At the time shown in FIG. 25, the carriage VI has exceeded the collision point (CP) on the route section 184.

The vehicle VI therefore sends a message (arrow 276) to its current successor, the vehicle VO, which causes the vehicle VO to delete the vehicle VI as its current predecessor and instead its next predecessor, the vehicle V2, as his Enter the current forerunner, at the same time deleting the V2 carriage as the next forerunner of the VO carriage.

Furthermore, the trolley VO sends a message (arrow 278) to the node management unit 192, with which the node management unit 192 is informed that the trolley VI has left the branch area.

The node management unit 192 sends an acknowledgment message (arrow 280) to the vehicle VI, which causes the vehicle VI to delete the vehicle V0 as its current successor and its enter next successor as new current successor. However, since vehicle VI is not assigned a next successor, vehicle VI does not receive a new current successor.

This completes the update process triggered by the vehicle VI exceeding the collision point.

At the point in time shown in FIG. 26, the carriage VO has exceeded the collision point (CP) on the route section 182.

No current successor is assigned to the trolley VO, which is why the trolley VO sends a message (arrow 282) directly to the node management unit 192 which informs the node management unit 192 that the trolley VO has left the branch area.

The node management unit 192 sends an acknowledgment message (arrow 284) to the trolley VO, which causes the trolley VO to delete its current successor and to enter its next successor as the new current successor; with the next successor being deleted at the same time.

However, since neither a current successor nor a next successor is assigned to the trolley VO, the successor relationships of the trolley VO remain unchanged.

This completes the update process triggered by the vehicle VO exceeding the collision point. The junctions 164 and branches 178 of the lane network of the transport system 100 are realized by so-called “active switches”, an “active switch” being understood to mean a switch with movable rail sections, in contrast to a “passive switch” in which all rail sections are stationary and the rail section to be traveled by a trolley is selected by switching over a guide device provided on the trolley An active switch for a monorail overhead conveyor is known, for example, from DE 33 02 266 C2.

Claims

claims

Track-guided transport system, in particular monorail monorail, comprising a lane network with at least one node (164, 178), on which at least two sections of the route (166, 168, 170; 180, 182, 184) of the lane network adjoin one another, and a plurality of carriages (128) running lengthways of the lane network are movable and each comprise a control unit, characterized in that each carriage is assigned at least one successor or the information that the carriage has no successor and / or at least one precursor or the information that the carriage has no predecessor, whereby the information relating to the successor or the forerunner is stored in the control unit of the trolley and is updated when the trolley passes a node of the lane network.

Transport system according to claim 1, characterized in that at least one node of the lane network is designed as a branch (178) at which a lane branches into a plurality of further lanes.

Transport system according to one of claims 1 or 2, characterized in that at least one node of the lane network is designed as a junction (164) at which a plurality of lanes unite to form a continuing lane.

4. Transport system according to one of claims 1 to 3, characterized in that the information relating to a successor or a forerunner of a trolley is updated by communication with at least one other trolley of the transport system (100).

5. Transport system according to one of claims 1 to 4, characterized in that the information relating to a successor or a forerunner of a vehicle is updated by communication with a node management unit (192) arranged outside the vehicle.

6. Transport system according to claim 5, characterized in that at least one node management unit (192) is arranged stationary.

7. Transport system according to one of claims 5 or 6, characterized in that at least one node management unit (192) is arranged in a central control device of the transport system (100).

8. Transport system according to one of claims 5 to 7, characterized in that at least one node management unit (192) manages a plurality of nodes (164; 178) of the lane network.

9. Transport system according to one of claims 5 to 7, characterized in that each node (164; 178) of the lane network is assigned its own node management unit (192).

10. Transport system according to one of claims 1 to 9, characterized in that a trolley (128) after passing a braking point (BP), which is assigned to a node (164; 178), sends a message which updates the one successor and / or triggers information relating to a forerunner of the relevant vehicle.

11. Transport system according to one of claims 1 to 10, characterized in that a carriage (128) after passing a braking point (BP), which is assigned to a node (164; 178), sends a message which updates the one successor and / or triggers a forerunner of at least one other item of information.

12. Transport system according to one of claims 1 to 11, characterized in that a trolley (128) after passing a braking point (BP), which is assigned to a node (164; 178), sends a message which updates the one successor and / or a predecessor of at least one vehicle

, formation triggers, and then receives an acknowledgment message, which was triggered directly or indirectly by sending the message.

13. Transport system according to one of claims 1 to 12, characterized in that a carriage (128) after passing a collision point, which is assigned to a node (164; 178), sends a message which updates the successor and / or triggers a forerunner of the relevant vehicle information.

14. Transport system according to one of claims 1 to 13, characterized in that a carriage (128) after passing a collision point, which is assigned to a node (164; 178), sends a message which updates the successor and / or triggers a forerunner of at least one other piece of information.

15. Transport system according to one of claims 1 to 14, characterized in that a trolley (128) after passing a collision point, which is assigned to a node (164; 178), sends a message which updates the successor and / or triggers a forerunner of information relating to at least one vehicle, and then receives an acknowledgment message which was triggered directly or indirectly by sending the message.

16. A method for controlling carriages of a track-guided transport system (100), in particular a monorail monorail, which has a lane network with at least one node (164; 178) on which at least two sections (166, 168, 170; 180, 182, 184) of the Adjacent lane network, and a plurality of carriages (128) which can be moved along the lane network and each comprise a control unit, characterized in that each carriage has at least one successor or the information that the carriage has no successor and / or at least one forerunner or the information that the trolley has no predecessor is assigned, the information relating to the successor or the predecessor being stored in the control unit of the trolley and is updated when the trolley passes a node (164; 178) of the lane network.

17. The method according to claim 16, characterized in that the information relating to a successor and / or a forerunner is updated when the trolley passes a node of the lane network formed as a branch (178), at which a lane branches into a plurality of further lanes ,

18. The method according to any one of claims 16 or 17, characterized in that the information relating to a successor and / or a forerunner is updated when the trolley (128) passes a node of the lane network which is designed as a junction (164), at which point combine several lanes into one lane.

19. The method according to any one of claims 16 to 18, characterized in that the information relating to a successor and / or a forerunner of a trolley is updated by communication of the trolley (128) with at least one other trolley (128).

20. The method according to any one of claims 16 to 19, characterized in that the information relating to a successor and / or a forerunner of a vehicle is updated by communication of the vehicle with a node management unit (192) arranged outside the vehicle (128).

21. The method according to claim 20, characterized in that at least one node management unit (192) is arranged stationary.

22. The method according to any one of claims 20 or 21, characterized in that at least one node management unit (192) is arranged in a central control device of the transport system (100).

23. The method according to any one of claims 20 to 22, characterized in that at least one node management unit (192) manages a plurality of nodes (164; 178) of the lane network.

24. The method according to any one of claims 20 to 23, characterized in that each node (164; 178) of the lane network is assigned its own node management unit (192).

25. The method according to any one of claims 16 to 24, characterized in that a trolley (128) after passing a braking point (BP), which is assigned to a node (164; 178), sends a message which updates the one successor and / or triggers a forerunner of the relevant vehicle (128).

26. The method according to any one of claims 16 to 25, characterized in that a trolley (128) after passing a braking point (BP), which is assigned to a node (164; 178), sends a message which updates the one successor and / or triggers a forerunner of at least one other item of information (128).

27. The method according to any one of claims 16 to 26, characterized in that a trolley (128) after passing a braking point (BP), which is assigned to a node (164; 178), sends a message which updates the one successor and / or triggers information relating to a forerunner of at least one vehicle (128), and then receives an acknowledgment message which was triggered directly or indirectly by sending the message.

28. The method according to any one of claims 16 to 27, characterized in that a trolley (128) after passing a collision point (CP), which is assigned to a node (164; 178), sends a message which updates the one successor and / or triggers a forerunner of the relevant vehicle (128).

29. The method according to any one of claims 16 to 28, characterized in that a vehicle (128) after passing a collision point (CP), which is assigned to a node (164; 178), sends a message which updates the one successor and / or triggers information relating to a forerunner of another trolley (128).

30. The method according to any one of claims 15 to 29, characterized in that a carriage (128) after passing a collision point (CP), which is assigned to a node (164; 178), sends a message which updates the one successor and / or triggers information relating to a forerunner of at least one vehicle (128), and then receives an acknowledgment message which was triggered directly or indirectly by sending the message.