EP1556266B1 - Track-guided transport system and method for controlling cars of a track-guided transport system - Google Patents

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

The present invention relates to a track-guided transport system, in particular a monorail system comprising a lane network with at least one node adjacent to at least two sections of the lane network, and a plurality of carriages, which are movable along the lane network and each comprise a control unit.

Furthermore, the present invention relates to a method for controlling vehicles of such a track-guided transport system.

Such a track-guided transport system is for example from the DE 195 12 107 A1 known.

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

The DE 198 28 878 A1 discloses a lane-guided transport system comprising a lane network with nodes adjoining at least two lane sections of the lane network and a plurality of carriages that are movable along the lane network and each comprising a control unit, wherein a plurality of carriages are virtually coupled and during the Coupling be then treated by the trackside facilities as a single vehicle association, the top of which is determined by the top vehicle formerly driving ahead and its conclusion by the final vehicle of the formerly succeeding vehicles, the trackside facilities communicate only with a single carriage of the truck association.

The present invention has for its object to provide a track-guided transport system of the type mentioned, which allows a simple and reliable control of the movements of these vehicles even with a large number of vehicles.

This object is achieved by a track-guided transport system according to claim 1.

A "successor" is to be understood as another carriage, whose current position - seen in the direction of travel of the relevant vehicle - is behind the relevant vehicle. This successor may also be located on a different section than the relevant vehicle.

Accordingly, a "precursor" is understood to mean another carriage whose current position, viewed in the direction of travel of the relevant vehicle, lies in front of the relevant vehicle. Such a precursor may also be located on a different section of track than the relevant carriage.

Since, according to the solution according to the invention, each of the carriages at any one time knows its successor and precursor (or knows that it has no successor or predecessor to watch out for), the data traffic required to control 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 carriage exclusively by Communication of the car is controlled with each other, without the need for a central control unit is required.

Thus, in particular, the regulation of the mutual distance can be carried out on a stretch of consecutive moving carriage without the interposition of a central control unit, for example, by each carriage continues to pass its current position to its successor, the successor from the position of the precursor and the own position continuously the Determined distance of the two carriages and optionally the necessary measures (braking or accelerating) performs to regulate the mutual distance to a predetermined setpoint.

Since the lane network of the track-guided transport system also includes nodes at which the follower and forerunner relationships between the carriages change, the successor or precursor information of each cart is updated as the carriage passes a node of the lane network.

Such a node of the lane network may be formed, for example, as a branch at which a lane branches into several further lanes.

Furthermore, such a node of the lane network may be formed as a merger, in which combine several lanes to a continuing lane.

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

Alternatively or additionally, it may be provided that the information relating to the successor or the precursor of a trolley is updated by communication with a node management unit arranged outside the trolley.

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

It may also be provided that the node management unit comprises a plurality of node management software modules running on different computers. These computers can also be spatially separated. In particular, at least one of these computers can be arranged stationary. Alternatively or additionally, 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 is provided that at least one node management unit is arranged stationary.

Alternatively or additionally, 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 each node of the lane network is assigned its own node management unit.

The updating of the information concerning the successor or the precursor can be achieved, for example, by sending a vehicle after passing a braking point which is assigned to a node, a message containing an update of the successor and / or a precursor of the relevant vehicle relevant information.

A "braking point" is to be understood as meaning a point of a route section which has a predetermined distance from the node, which may be a merge or a branch, which is determined depending on the speed of the relevant vehicle such that the Trolley can be brought to a standstill in time before the node to avoid a collision with another, the node passing carriage.

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

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

A particularly high level of operational reliability is achieved if it is provided that a carriage 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 precursor of at least one vehicle, and then receives an acknowledgment message which has been triggered directly or indirectly by the transmission of the message. In this way, the cart that initiated an update process receives an acknowledgment that its message initiating the update has reached the receiver and that the update has been successfully completed.

The acknowledgment message may be sent by the recipient of the update-initiating message or by another sender who has been included in the update process by the recipient of the update-initiating message.

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

A "collision point" is to be understood as meaning a point of a route section which is at such a distance from the associated node that a vehicle which is located on the side of the collision point facing away from the node has such a distance from the node that a vehicle Collision with another carriage, which passes the same node on other sections, is excluded.

If the node is a merge, then the collision point lies in front of the node in the direction of travel.

If the node is a branch, the collision point lies behind the node in the direction of travel.

The determination of a collision point is usually - in contrast to the determination of the braking point - regardless of the current speed of the trolley.

The update-triggering message may be sent to another vehicle or to a node management unit.

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

The reliability of the transport system according to the invention is further increased, if it is provided that a vehicle after passing a collision point, which is assigned to a node sends a message that triggers an update of a successor and / or a precursor of at least one vehicle information relating to and then receive an acknowledgment message which has been triggered directly or indirectly by the transmission of the message. In this way, the vehicle that initiates an update process receives an acknowledgment that its update-triggering message has reached the receiver and the entire update process has been successfully completed.

In the event that the acknowledgment message is omitted, suitable measures, for example, an emergency stop the trolley, may be provided.

The invention is based on the further object of providing a method for controlling traveling carriages of a track-guided transport system of the type mentioned above, which allows a simple and reliable control of the movement of the carriages even with a large number of carriages.

This object is achieved by a method according to claim 16.

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

Fig. 1

einen schematischen Querschnitt durch eine Laufschiene einer Einschienenhängebahn mit schematischer Darstellung der Trag- und Führungsrollen sowie einer Energieübertragungseinheit und einer Datenübertragungseinheit eines Fahrwagens der Einschienenhängebahn;

Fig. 2

eine schematische Seitenansicht der Laufschiene aus Fig. 1, bei Anwesenheit eines Fahrwagens der Einschienenhängebahn;

Fig. 3 bis 5

eine schematische Darstellung der Kommunikation zwischen einem Fahrwagen und seinem Nachfolger im Falle eines Abbremsvorganges des Vorläufers;

Fig. 6 und 7

eine schematische Darstellung der Kommunikation eines Fahrwagens mit anderen Fahrwagen beim Passieren einer Zusammenführung;

Fig. 8 und 9

eine schematische Darstellung der Kommunikation eines Fahrwagens mit anderen Fahrwagen beim Passieren einer Verzweigung;

Fig. 10 und 11

eine schematische Darstellung der Kommunikation eines Fahrwagens mit einer Knotenverwaltungseinheit beim Passieren einer Zusammenführung;

Fig. 12 und 13

eine schematische Darstellung der Kommunikation von Fahrwagen mit einer Knotenverwaltungseinheit und untereinander beim Passieren eines Bremspunkts und eines Kollisionspunkts, welche einer Zusammenführung zugeordnet sind;

Fig. 14 und 15

eine schematische Darstellung der Kommunikation von Fahrwagen mit einer Knotenverwaltungseinheit und untereinander beim Passieren eines Kollisionspunkts und eines Bremspunkts, welche einer Zusammenführung zugeführt sind;

Fig. 16

eine schematische Darstellung der Kommunikation von Fahrwagen mit einer Knotenverwaltungseinheit und untereinander in einer gegenüber der Situation der Fig. 15 abgewandelten Situation;

Fig. 17 und 18

eine schematische Darstellung der Kommunikation eines Fahrwagens mit einer Knotenverwaltungseinheit beim Passieren eines Bremspunktes und eines Kollisionspunktes einer Verzweigung;

Fig. 19

eine schematische Darstellung der Kommunikation von Fahrwagen untereinander und mit einer Knotenverwaltungseinheit beim Passieren eines Kollisionspunkts einer Verzweigung; und

Fig. 20 bis 26

eine schematische Darstellung der Kommunikation von Fahrwagen mit einer Knotenverwaltungseinheit und untereinander, wobei mehrere Fahrwagen hintereinander Bremspunkte und Kollisionspunkte einer Verzweigung passieren.

In the drawings show:

Fig. 1

a schematic cross section through a running rail of a monorail conveyor with a schematic representation of Support and guide rollers and a power transmission unit and a data transmission unit of a trolley of the monorail conveyor;

Fig. 2

a schematic side view of the track rail of Figure 1, in the presence of a trolley of the monorail.

Fig. 3 to 5

a schematic representation of the communication between a carriage and its successor in the event of a deceleration of the precursor;

6 and 7

a schematic representation of the communication of a trolley with other vehicles when passing a merge;

8 and 9

a schematic representation of the communication of a trolley with other vehicles when passing a branch;

10 and 11

a schematic representation of the communication of a trolley with a node management unit when passing a merge;

FIGS. 12 and 13

a schematic representation of the communication of vehicles with a node management unit and each other when passing a brake point and a collision point, which are associated with a merge;

FIGS. 14 and 15

a schematic representation of the communication of vehicles with a node management unit and each other when passing a collision point and a brake point, which are fed to a merge;

Fig. 16

a schematic representation of the communication of vehicles with a node management unit and each other in a relation to the situation of Fig. 15 modified situation;

FIGS. 17 and 18

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 branch;

Fig. 19

a schematic representation of the communication of vehicles with each other and with a node management unit when passing a collision point of a branch; and

FIGS. 20 to 26

a schematic representation of the communication of vehicles with a node management unit and each other, with several carriages pass each brake points and collision points of a branch.

Identical or functionally equivalent elements are denoted by the same reference numerals in all figures.

A designated as a whole with 100 and in the embodiment designed as monorail conveyor system comprises a in Fig. 1 in cross section and in Fig. 2 in the side view shown running rail 102, an upper belt 104 with an upper, substantially flat tread 106 and two lateral Guide surfaces 108 and 110 and a lower strap 112 having a lower planar tread 114 and two lateral guide surfaces 116 and 118 has.

Both belts are connected to each other at their opposite sides of the treads via a vertical web 120, whose walls are flat and parallel to the rail longitudinal direction 121.

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

On the upper running surface 106 of the running rail 102, a carrying roller 126 of a trolley 128 of the monorail conveyor 100 rolls off.

Of this carriage 128 are in the figures except the support roller 126 only lateral guide rollers 132, 134, 136 and 138, which roll on the lateral guide surfaces 108, 110, 116 and 118, and a power transmission unit 140 and a data transmission unit 146 shown.

The power 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 (not shown) pantograph electronic circuit for converting an induced current in the conductor winding AC into a DC voltage.

The power supply line 124 dips into the U-shaped current collector 142 of the power transmission unit 140 without touching the same.

The energy transfer of the power supply line 124 to the power transmission unit 140 is effected by induction. For this purpose, a medium-frequency alternating current is fed into the power supply line 124 and serving as a return rail 102, which generates a correspondingly time-varying magnetic flux in the current collector 142 so that in the conductor winding 144 induces an alternating current and in the carriage 128 in a DC voltage for drive - and control purposes can be converted.

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

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

The data transfer unit 146 of the truck 128 includes a near field coupler 148 which is supported on the carriage 128 above the power transmission unit 140 and is configured for bidirectional communication with a communication line 150 extending along the track rail 102 and via brackets 152 (see FIG. 2). at the Nahfeldkoppler 148 facing side wall of the web 120 of the track rail 102 is held.

The data transmission line 150 is formed as a coaxial conductor 155 having a central copper conductor 156 and a jacket 158 surrounding it, the jacket 158 having on its side facing the near field coupler 148 of the carriage 128 an axial slot 159 extending in the longitudinal direction of the coaxial conductor 155, through which High frequency waves from the coaxial conductor 155 off or in the coaxial conductor 155 can occur.

The longitudinally slotted coaxial conductor 155 thus forms a leaky waveguide 154.

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

Conversely, 128 data accumulated in the control unit of the trolley 128 is modulated by a modulation circuit to a high frequency carrier signal and fed via the Nahfeldkoppler 148 in the leaky waveguide 154, where these signals to another carriage or to stationary (central or decentralized) control stations of the transport system 100 spread.

In the (a freely programmable processor and a memory comprehensive) control unit of each carriage 128, the information about at least one successor of the relevant vehicle is stored. A "successor" is to be understood as another carriage, whose current position - seen in the direction of travel of the relevant vehicle - is behind the relevant vehicle. The successor may be on a different section than the relevant vehicle. If no successor is assigned to the relevant carriage 128 at a particular time, the information is stored in its control unit that the vehicle has no successor.

Furthermore, the information about at least one precursor of the relevant vehicle is stored in the control unit of each vehicle 128. A "precursor" is to be understood as another carriage, the current position of which - viewed in the direction of travel of the relevant vehicle - lies in front of the relevant vehicle. The precursor may be located on a different section than the relevant carriage. If the respective carriage at a certain time no precursor is assigned, then the information is stored in the control unit that the carriage has no precursor.

The fact that each of the carriages 128 at any one time knows its successor and precursor (or knows that it has no successor) allows the movement of the carriages to be controlled solely by communicating the carriages with each other, without requiring a central control unit must be turned on.

Thus, in particular, the regulation of the mutual distance of vehicles traveling on a section of track in succession can be carried out without the interposition of a central control unit. This will be 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, V1 and V2 and move on a section 160 in the same direction of travel 162.

Here, the carriage V2 is the precursor of the vehicle V1, which in turn is the precursor of the vehicle V0. The carriage V2 has no current precursor.

The vehicle V0 is the successor of the vehicle V1, which in turn is the successor to the vehicle V2. The vehicle V0 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 V1) and measures the distance to the preceding carriage (for example V2).

Alternatively or additionally, it can also be provided that the vehicle V1 continuously determines its own position in the lane network, continuously receives the current position of the carriage V2 of the carriage V2 and the distance between the two vehicles V2 and V1 by forming the difference from the Positions of these two carriages determined.

The determination of the position of a vehicle in the traffic lane network of the transport system 100 can be effected, for example, by arranging position indicators along the traffic lanes of the transport system 100, which are detected by means of a detection device on the relevant vehicle. In the control unit of each carriage 128, the complete lane network is stored with all position indicators, so that the respective carriage when driving past a position indicator can set its current position equal to the position of the position indicator. Positions between two successive position indicators along the lane network may interpolate the control unit of the vehicle by means of a travel measuring system arranged on the carriage, which determines, for example, the distance traveled since the last position indicator based on the number of revolutions of a carrying roller of the vehicle.

At the time shown in FIG. 4, the vehicle V1 determines that its distance to the precursor V2 has become too small. In response, the vehicle V1 reduces its speed and transmits to its successor V0 the information that the vehicle V1 reduces its speed.

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

Based on this notification by the precursor V1, the successor V0 is informed of the deceleration of the vehicle V1 before it determines it from the measurement of the distance between the carriages V1 and V0. As a result, the vehicle V0 can adapt its own speed to the reduced speed of the preceding vehicle V1 at a very early stage.

In this way, all carriages can be decelerated smoothly until they come to the time shown in Fig. 5, at which the carriage V2, the position P2 and the carriage V1 have reached the position P1, at a sufficient distance from each other to rest.

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

This update of the successor and precursor information can be accomplished, for example, by direct communication of each three vehicles involved in each other.

Here, a first car approaching a merge of two sections sends a message to its precursor (second car) that it claims the right to pass the merge. The second carriage, which is on the route leading away from the merge, has two successors: one successor on each of the route sections leading to the merge. When this predecessor receives from one of his successors the message that this successor claims the right to pass the merge, he sends to the other successor (third carriage) the message that the merger is blocked by the first successor, and deletes at the same time the second successor from the list of his successors.

The third carriage, which has received notification of the blockage of the merger by the first vehicle from the second vehicle, stores the first vehicle as its new precursor and sends an acknowledgment message to the first vehicle which initiated the updating process shows that the third vehicle is now a successor to the first vehicle.

Upon receipt of this acknowledgment message, the first vehicle stores the third vehicle as an additional successor and passes the merge.

After passing the merge, the first carriage sends the message to the third carriage that the merge is enabled again.

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

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

The direction of travel in each of the sections is indicated by an arrow labeled 162. The carriages V0, V1 and V2 move in the link 166 to the merge 164 to. The carriages V3 and V5 move away from the merge 164 in the track section 170. The carriages V4 and V6 move to the junction 164 in the link 168.

The carriage V2 is assigned to the vehicle V1 as a successor and the carriage V3 as a precursor.

The carriage V3 are assigned to the carriages V2 and V4 as a successor and the carriage V5 as a precursor.

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

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

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

The carriage V4 replaces the carriage V3 in the list of its precursors with the new precursor V2 and transmits to the carriage V2 an acknowledgment message (arrow 176 in FIG. 6), from which the carriage V2 extracts that the updating process is complete and the carriage V4 be new successor is. Consequently, the vehicle V2 enters the vehicle V4 as another successor in the list of his successors.

Subsequently, the carriage V2 passes the merge 164 and releases the merge 164 again, so that the state shown in Fig. 7 is reached.

Now, either the vehicle V1 or the vehicle V4 can trigger a new update process, depending on which of these vehicles first falls below the predetermined distance from the merge 164, which triggers the update process described above.

The following describes the updating process which is triggered when a vehicle approaches a branch of the lane network of the transportation system 100.

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

If the first carriage approaching the branching falls below a predetermined distance (depending on the speed of the truck) from the branch, it will send to that of its predecessors, which is located in the section in which the first carriage will not enter , a message with which the first vehicle unsubscribes as the successor of this second vehicle and the same time communicates to the second vehicle, which is the successor of the first vehicle.

Thereupon, the second carriage deletes the first carriage from the list of his successors and takes for him communicated successor of the first vehicle as a new successor.

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

Then, the third carriage, which moves on the leading to the branch section behind the first car, the second carriage as an additional precursor in the list of its precursors.

Further, the third carriage sends an acknowledgment message to the first carriage, which takes the first carriage that the update process is completed.

Thereafter, the first carriage 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 updating operation will be explained below with reference to FIGS. 8 and 9.

In the situation illustrated in FIG. 8, the carriages V2, V1 and V0 move along the direction of travel 162 towards the branch 178 on the section 180 leading to the branch 178, while the carriages V3 and V4 move on a first branch 178 leading away Route section 182 away from junction 178 and carriages V5 and V6 move away from junction 178 on a second section 184 leading away from junction 178.

The vehicle V1 is assigned to the vehicle V0 as a successor and the carriage V2 as a precursor.

The carriage V2 is the vehicle V1 as a successor and the carriages V3 and V5 are assigned as a precursor.

The carriage V3 is assigned to the carriage V2 as a successor and the carriage V4 as a precursor.

The carriage V5 is assigned to the carriage V2 as a successor and the carriage V6 as a precursor.

At the time shown in Fig. 8, the carriage V2 falls below a (dependent on the speed of the vehicle) minimum distance from the branch 178, which triggers an update process.

This updating process involves first the carriage V2 sends a message (arrow 186) to the vehicle V5, in which the vehicle V2 logs off as the successor of the vehicle V5 and at the same time logs the successor of the vehicle V2 as the new successor of the vehicle V5.

The vehicle V5 replaced then in the list of his successors the previous successor V2 by the new successor V1.

Subsequently, the vehicle V5 sends a message (arrow 188) to the vehicle V1, in which the vehicle V5 logs as a new, additional precursor of the vehicle V1.

The vehicle V1 then picks up the vehicle V5 as an additional precursor in the list of its predecessors.

Furthermore, the vehicle V1 sends an acknowledgment message (arrow 190) to the vehicle V2, from which the vehicle V2 extracts that the updating process has been completed successfully.

Then, the carriage V2 passes the branch 178 (see FIG. 9), and a new updating operation, which is initiated by the carriage V1, begins as soon as the vehicle V1 falls below the predetermined minimum distance from the branch 178.

In the merging and branching operations described above, the successor and forerunner relationships between the carriages in passing the respective node have been updated solely by communicating the carriages with each other. Alternatively or additionally, it may also be provided that the updating of the successor and precursor relationships when passing a node takes place 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 carriages, in particular in a stationary node management computer. Alternatively or additionally, however, it is also possible for the node management unit to form part of the control unit of one of the carriages.

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

A vehicle to be moved to the merge transmits a message to the node management unit when passing a so-called braking point, which has a predetermined, dependent on the speed of the trolley distance from the merge, with which the trolley his entry into the area of the merger of the node management unit displays.

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

If this list is empty, the node management unit sends only an acknowledgment message to the oncoming carriage, and the carriage's precursor and successor relationships remain unchanged.

If, however, a carriage is entered in this list of the node management unit, then the node management unit sends the message to this carriage entered in the list that this second carriage should receive the first carriage as a so-called "next successor".

Namely, in this embodiment of the invention, each carriage is associated with two successors, a "current successor" and a "next successor".

Correspondingly, each vehicle also has two precursors, namely a "current precursor" and a "next precursor".

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

Thus, the first update process triggered by the passing of the braking point by the first carriage is completed.

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 (speed independent) determined so that a vehicle located in front of the collision point carriage can not collide with another, to move on another section on the same merge car.

If the vehicle reaching the collision point does not have a current successor, then the vehicle sends a message to the node management unit, from which the node management unit extracts that the relevant vehicle enters the route section leading away from the combination via the merge.

Then, the node management unit sends an acknowledgment message to the relevant carriage from which the vehicle is taking out that the node management unit has registered its passage of the merge and which causes the vehicle to make its next successor, if any, its current successor.

When the vehicle has a current successor upon reaching the point of collision, this first vehicle sends a message to that current successor, that is, a second vehicle which causes the second vehicle to sweep the first vehicle as its current precursor and its "next Precursor "instead of making it his" current predecessor ".

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

Further, the second carriage sends a message to the node management unit informing the node management unit that the first carriage passes the merge.

The node management unit then sends an acknowledgment message to the first carriage, causing the first carriage to cancel its current successor and, if present, to make its next successor its new current successor.

Thus, the second update process, which is triggered by reaching the collision point, completed.

The above-described procedure of passing a merge will be explained below by way of examples with reference to FIGS. 10 to 16.

In FIG. 10, the vehicle V1 moves on the route section 166 toward the merge 164.

The vehicle V1 is not assigned a current successor. The precursor list of the node management unit 192 associated with the merge 164 is empty.

Upon reaching the braking point (BP), the vehicle V1 sends a message (arrow 194) to the node management unit 192, with which the vehicle V1 logs on to the node management unit 192.

The node management unit 192 sends back an acknowledgment message (arrow 196) to the vehicle V1.

Upon reaching the collision point (CP), the vehicle V1 sends a message (arrow 198) to the node management unit 192, with which the node management unit 192 is displayed passing the merge 164 by the vehicle V1 (Figure 11).

The node management unit 192 sends an acknowledgment message (arrow 200) to the vehicle V1.

Subsequently, the carriage V1 changes from the track section 166 via the merge 164 into the track section 170 leading away from the merge 164. There has been no change in the successor or forerunner relationships of the truck V1.

In the situation illustrated in FIG. 12, the carriages V1 and V2 on the route section 168 move towards the merging 164. The carriage V3 moves on the route section 166 to the merge 164. The carriage V4 moves on the route section 170 away from the merge 164.

The carriage V2 is assigned to the vehicle V1 as the current successor. A next successor does not have the carriage V2.

The vehicle V3 is assigned neither a current predecessor nor a next precursor.

The vehicle V1 is assigned to the vehicle V2 as the current precursor. The vehicle V1 does not have a next precursor.

In the precursor list of the node management unit 192, the carriage V2 is registered, which has last registered with the node management unit 192 when passing the braking point in the route section 168.

Upon reaching the braking point (BP) in the section 166 of the carriage V3 sends a message (arrow 202), with which the vehicle V3 logs on to the node management unit 192 (Fig. 12).

Then, the node management unit 192 sends to the carriage V2 a message (arrow 204), with which the carriage V3 the carriage V2 is displayed as the next successor.

The carriage V2 enters the vehicle V3 as its next successor and sends to the vehicle V3 an acknowledgment message (arrow 206), which causes the vehicle V3 enters the vehicle V2 as its next precursor.

As a result, the updating process triggered by the passing of the braking point by the carriage V3 is completed.

At the time shown in FIG. 13, the vehicle V2 reaches the collision point (CP) and therefore sends to its current successor, the vehicle V1, a message (arrow 208) which causes the vehicle V1 to drive the vehicle V2 as its current precursor to be deleted and replaced by the next precursor. However, since the vehicle V1 is not assigned a next precursor, the vehicle V1 does not receive a new current precursor.

Furthermore, the vehicle V1 sends to the node management unit 192 a message (arrow 210), with which the node management unit 192 is informed that the vehicle V2 now changes to the route section 170.

The node management unit 192 sends an acknowledgment message (arrow 212) to the vehicle V2, which then sweeps the vehicle V1 as its current successor and instead enters its next successor, the vehicle V3, as its current successor and sweeps the vehicle V3 as its next successor , Thus, the initiated by reaching the collision point by the carriage V2 update process is completed.

In the situation illustrated in FIG. 14, the vehicle V1 moves on the route section 168 toward the merge 164. The carriages V3 and V4 move on the link 166 to the merge 164. The carriage V2 moves on the route section 170 away from the merge 164.

The carriage V3 of the carriage V4 is assigned as the current successor. A next successor is not assigned to the vehicle V3. The carriage V2 is assigned to the carriage V3 as a current precursor. A next precursor is not assigned to the vehicle V3.

The carriage V4 of the carriage V3 is assigned as a current precursor. A next precursor is not assigned to the carriage V4.

In the situation shown in Fig. 14, the carriage V3 reaches the collision point in the track section 166 and then sends a message (arrow 214) to the vehicle V4, its current successor, which causes the vehicle V4 to drive the vehicle V3 as its current precursor to brush. Since the carriage V4 has no next precursor, he receives no new current precursor.

The carriage V4 sends to the node management unit 192 a message (arrow 216), with which the node management unit 192 is displayed that the carriage V3 now passes the merge 164.

The node management unit 192 sends an acknowledgment message (arrow 218) to the vehicle V3, which causes the vehicle V3 to delete the vehicle V4 as its current successor. Since the vehicle V3 has no next successor, he receives no 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 logs for passing the merge 164.

The carriage V3 is entered in the precursor list of the node management unit 192.

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

The carriage V3 enters the vehicle V4 as its new next successor and sends an acknowledgment message (arrow 224) over it to the vehicle V4, which then enters the vehicle V3 as its next precursor.

Thus, the update process initiated by the vehicle V4 reaching the brake point is completed.

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 illustrated in FIG. 16, the vehicle V3 is entered as the current forerunner of the vehicle V4 and the vehicle V4 as the current successor of the vehicle V3.

Upon reaching the brake point, the carriage V4 sends a message (arrow 226) to the node management unit 192, with which the vehicle V4 logs on for passing the merge 164.

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

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

Thus, the update process initiated by the vehicle V4 reaching the brake point is completed.

The updating operations taking place with the involvement of a node management unit in passing a branch of the lane network of the transport system 100 correspond to the updating processes occurring when a merge passes, with the difference that the collision points (CP) in the case of the branch not in front, but in the direction behind the node that is, behind the branch, are that the node management unit for each of the branches leading lanes leads a separate precursor list, and that the carriages of the node management unit 192, when registering to pass the branch 178, at the same time specify in which of the sections leading away from the junction 178 they wish to enter.

Thus, when a carriage reaches the braking point in front of the branch, it sends to the branch management unit assigned to the branch a message with which the carriage registers for passing the branch and continuing on one of the continuing sections.

If no precursor is contained in the precursor list of the node management unit for the relevant link, the node management unit sends back an acknowledgment message to the relevant carriage.

If a carriage is included in the predecessor list of the node management unit for the desired link, the node management unit sends to this second carriage a message which causes that second carriage to register the first carriage as its next successor and send an acknowledgment message to the first carriage which causes the first carriage to register the second carriage as its next precursor.

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

If the first carriage has no current precursor, the second carriage is registered as the current precursor of the first vehicle and deleted as the next precursor of the first vehicle.

This completes the updating process initiated by the brake master reaching the brake point.

When the vehicle, after passing the junction, reaches the collision point (CP) on its new section, this first vehicle sends to its current successor a message which causes that second vehicle to delete the first vehicle as its current predecessor and, if present to make his next forerunner his current predecessor.

Further, 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 vehicle to sweep the second vehicle as its current successor and, if present, its next successor to its current successor.

Thus, the update process initiated by the arrival of the collision point by the first carriage is completed.

If the trolley is not assigned a current successor when the collision point is reached, the relevant trolley sends a message to the node management unit informing the node management unit that the relevant trolley has passed the branch.

The node management unit sends an acknowledgment message to the relevant carriage, which causes these vehicles to make its next successor, if any, its current successor.

This completes the updating process initiated by the vehicle reaching the point of collision.

The updating operations occurring when a branch 178 passes are explained below with reference to FIGS. 17 to 26.

In the situation illustrated in FIG. 17, the carriage V6 moves on the route section 180 to the branch 178, while the carriage V7 moves away on the route section 182 from the branch 178.

At the time shown in FIG. 17, the vehicle V6 reaches the braking point (BP) in the route section 180 and then sends to the node management unit 192 responsible for the branch 178 a message (arrow 232) informing the node management unit 192 that the vehicle V6 Pass branch 178 and change to section 184.

Since the vehicle 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 vehicle V6.

At the time shown in FIG. 18, the carriage V6 has passed the branch 178, has changed to the route section 184 and has 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 displayed that the carriage V6 has left the area of the branch 178.

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

Thus, the update process initiated by the passing of the collision point by the carriage V6 is completed.

In the situation illustrated in FIG. 19, the carriage V4 moves on the route section 180 to the branch 178, while the carriage V5 moves away on the route section 184 from the branch 178.

The carriage V4 of the carriage V5 is assigned as a current precursor. The carriage V5 of the carriage V4 is assigned as the current successor.

At the time shown in Fig. 19, the carriage V5 has exceeded the collision point (CP) in the link 184 and therefore sends to its current successor, the carriage V4, a message (arrow 240) which causes the vehicle V4 to drive the carriage To delete V5 as its current predecessor and its next precursor as his to enter current precursor. Since the carriage V4 but no next precursor is assigned, he receives no new current precursor.

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

The node management unit 192 sends an acknowledgment message (arrow 244) to the vehicle V5, which causes the vehicle V5 to delete the vehicle V4 as its current successor and, if present, to register its next successor as its current successor. However, since the carriage V5 is not assigned a next successor, the carriage V5 receives no new current successor.

Thus, the updating process completed by the passage of the collision point by the carriage V5 is completed.

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

The carriage V2 is the carriage V3 assigned as the current precursor, but no carriage as the next precursor. Further, the carriage V2 is a (not yet shown in Fig. 20) carriage V1 as the current successor, but no carriage assigned as the next successor.

The vehicle V3 is the carriage V2 as the current successor, but no vehicle is assigned as the next successor.

The carriage V4 is assigned neither a current successor nor a next successor.

At the time shown in FIG. 20, the vehicle V2 reaches the braking point in the route section 180 and then sends to the node management unit 192 a message (arrow 246), with which the vehicle V2 for passing the branch 178 and the onward journey on the route section 182 logs.

Since in the precursor list of the node management unit 192 for the link 182, the vehicle V4 is registered, the node management unit 192 sends to the vehicle V4 a message (arrow 248) which causes the vehicle V4 to register the vehicle V2 as its next successor.

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

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

This completes the updating process triggered by the vehicle V2 reaching the brake point.

At the time shown in FIG. 21, the vehicle V1 following the carriage V2 in the route section 180 has reached the braking point in the route section 180.

The vehicle V1 is assigned to the vehicle V2 as the current precursor.

Upon reaching the braking point of the vehicle V1 sends to the node management unit 192 a message (arrow 252), with which the vehicle V1 for the passage of the branch 178 and the onward travel on the section 184 logs.

Since in the precursor list of the node management unit 192 for the link 184, the vehicle V3 is registered, the node management unit 192 sends to the vehicle V3 a message (arrow 254), which causes the vehicle V3 to register the vehicle V1 as its next successor.

Further, the carriage V3 sends to the vehicle V1 an acknowledgment message (arrow 256) which causes the vehicle V1 to register the vehicle V3 as its next precursor.

This completes the updating process triggered by the vehicle V1 reaching the brake point.

At the time shown in FIG. 22, the vehicle V3 has exceeded the collision point (CP) on the route section 184, for which reason the vehicle V3 sends to its current successor, the vehicle V2, a message (arrow 258) which causes the vehicle V2 to do so to delete the vehicle V3 as its current predecessor and its next Forerunner to enter the vehicle V4, as its current predecessor, where the carriage V4 is also deleted as the next precursor of the carriage V2.

Further, the carriage V2 sends to the node management unit 192 a message (arrow 260) indicating to the node management unit 192 that the carriage V3 has left the branching area.

The node management unit 192 sends to the vehicle V3 an acknowledgment message (arrow 262) which causes the vehicle V3 to delete the vehicle V2 as its current successor and to register its next successor, the vehicle V1, as its current successor, the vehicle V1 at the same time as the next successor is deleted.

Thus, the update process initiated by the passage of the collision point by the carriage V3 is completed.

At the time shown in FIG. 23, another carriage V0, which moves on the route section 180 behind the vehicle V1, reaches the braking point on the route section 180.

The vehicle V0 is assigned to the vehicle V1 as a current precursor.

Upon reaching the braking point of the vehicle V0 sends to the node management unit 192 a message (arrow 264), with which the vehicle V0 logs for the passage of the branch 178 and the onward journey on the track section 182.

Since the vehicle V2 is entered in the legacy list of the node management unit 192 for the route section 182, the node management unit 192 transmits to the vehicle V2 a message (arrow 266) which causes the vehicle V2 to register the vehicle V0 as its next successor.

Further, the carriage V2 sends to the carriage V0 an acknowledgment message (arrow 268) which causes the vehicle V0 to register the vehicle V2 as its next precursor.

Thus, the updating process initiated by the vehicle V0 reaching the brake point is completed.

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 to its current successor, the vehicle V1, a message (arrow 270) which causes the vehicle V1 to delete the vehicle V2 as its current predecessor and its next precursor, the vehicle V3, as its current predecessor at the same time the carriage V3 is deleted as the next precursor of the trolley V1.

Further, the vehicle V1 sends to the node management unit 192 a message (arrow 272), with which the node management unit 192 is informed that the carriage V2 has left the branch area.

The node management unit 192 sends to the vehicle V2 an acknowledgment message (arrow 274) which causes the vehicle V2 to delete the vehicle V1 as its current successor and instead to enter the next successor, the vehicle V0, as its current successor, at the same time the vehicle V0 is deleted as the next successor of the vehicle V2.

Thus, the update process triggered by the crossing of the collision point by the vehicle V2 is completed.

At the time shown in FIG. 25, the vehicle V1 has exceeded the collision point (CP) on the route section 184.

The vehicle V1 therefore sends to its current successor, the vehicle V0, a message (arrow 276) which causes the vehicle V0 to delete the vehicle V1 as its current predecessor and instead its next precursor, the vehicle V2, as his enter the current precursor, wherein at the same time the carriage V2 is deleted as the next precursor of the carriage V0.

Furthermore, the vehicle V0 sends to the node management unit 192 a message (arrow 278), with which the node management unit 192 is informed that the vehicle V1 has left the branch area.

The node management unit 192 sends to the vehicle V1 an acknowledgment message (arrow 280), which causes the vehicle V1 to delete the vehicle V0 as its current successor and his next successor as new current successor. However, since the vehicle V1 is not assigned a next successor, the vehicle V1 does not receive a new current successor.

Thus, the process initiated by the crossing of the collision point by the carriage V1 update process is completed.

At the time shown in FIG. 26, the carriage V0 has exceeded the collision point (CP) on the track section 182.

The vehicle V0 is not assigned a current successor, for which reason the vehicle V0 sends directly to the node management unit 192 a message (arrow 282) informing the node management unit 192 that the vehicle V0 has left the branch area.

The node management unit 192 sends to the carriage V0 an acknowledgment message (arrow 284) which causes the vehicle V0 to cancel its current successor and to register its next successor as a new current successor; while at the same time the next successor is deleted.

However, since neither a current successor nor a next successor is assigned to the vehicle V0, the successor relationships of the vehicle V0 remain unchanged.

Thus, the update process triggered by the crossing of the collision point by the carriage V0 is completed.

The junctions 164 and lanes 178 of the lane network of the transport system 100 are implemented by so-called "active switches", where an "active switch" is understood to mean a switch with movable rail sections, in contrast to a "passive switch" in which all the 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 is, for example, from DE 33 02 266 C2 known.

Claims (30)

1. A track-guided transport system, in particular a monorail suspension railway, comprising a track network incorporating at least one node (164, 178) at which at least two track sections (166, 168, 170; 180, 182, 184) of the track network adjoin one another and also comprising a plurality of vehicles (128) travelling along the track network and each of which comprises a control unit,
   characterized in that
   there is associated with each vehicle (128) at least one successor or the information that the vehicle concerned does not have a successor,
   and/or at least one forerunner or the information that the vehicle concerned does not have a forerunner, wherein the information relating to the successor or the forerunner is stored in the control unit of the vehicle concerned and the information relating to the successor or the forerunner is updated by the control unit of each vehicle (128) each time when the vehicle (128) passes a node of the track network.
2. A transport system in accordance with Claim 1, characterized in that at least one node of the track network is in the form of a branching point (178) at which one vehicle branches out into a plurality of onwardly extending vehicles.
3. A transport system in accordance with either of Claims 1 or 2, characterized in that at least one node of the track network is in the form of a junction point (164) at which a plurality of vehicles combine into one onwardly extending vehicle.
4. A transport system in accordance with any of the Claims 1 to 3, characterized in that the information relating to a successor or a forerunner of a vehicle is updated by a process of communication with at least one other vehicle of the transport system (100).
5. A transport system in accordance with any of the Claims 1 to 4, characterized in that the information relating to a successor or a forerunner of a vehicle can be updated by a process of communication with at least one node administration unit (192) arranged outside the vehicle.
6. A transport system in accordance with Claim 5, characterized in that at least one node administration unit (192) is fixed.
7. A transport system in accordance with either of Claims 5 or 6, characterized in that at least one node administration unit (192) is arranged in a central control unit of the transport system (100).
8. A transport system in accordance with any of the Claims 5 to 7, characterized in that a plurality of nodes (164; 178) of the track network can be administered by at least one node administration unit (192).
9. A transport system in accordance with any of the Claims 5 to 7, characterized in that a separate node administration unit (192) is associated with each node (164; 178) of the track network.
10. A transport system in accordance with any of the Claims 1 to 9, characterized in that, after passing a brake point (BP) which is determined in dependence on the speed of the vehicle concerned, and which is associated with a node (164; 178), a message can be sent by a vehicle (V3) which is effective to update the information relating to a successor and/or a forerunner of the vehicle concerned (V3) sending the message.
11. A transport system in accordance with any of the Claims 1 to 10, characterized in that, after passing a brake point (BP) which is determined in dependence on the speed of the vehicle concerned, and which is associated with a node (164; 178), a message can be sent by a vehicle (V3) which is effective to update the information relating to a successor and/or a forerunner of at least one vehicle (V2) other than the vehicle sending the message.
12. A transport system in accordance with any of the Claims 1 to 11, characterized in that, after passing a brake point (BP) which is determined in dependence on the speed of the vehicle concerned, and which is associated with a node (164; 178), a message can be sent by a vehicle (V3) which is effective to update the information relating to a successor and/or a forerunner of at least one vehicle, and subsequently an acknowledging message can be received which was triggered directly or indirectly by the sending of the message.
13. A transport system in accordance with any of the Claims 1 to 12, characterized in that, after passing a collision point which is associated with a node (164; 178), a message can be sent by a vehicle (V2) which is effective to update the information relating to a successor and/or a forerunner of the vehicle (V2) sending the message.
14. A transport system in accordance with any of the Claims 1 to 13, characterized in that, after passing a collision point which is associated with a node (164; 178), a message can be sent by a vehicle (V2) which is effective to update the information relating to a successor and/or a forerunner of at least one vehicle (V1) other than the vehicle sending the message.
15. A transport system in accordance with any of the Claims 1 to 14, characterized in that a message can be sent by a vehicle (V2), after passing a collision point which is associated with a node (164; 178), the message being effective to update the information relating to a successor and/or a forerunner of at least one vehicle, and subsequently an acknowledging message can be received which was triggered directly or indirectly by the sending of the message.
16. A method of controlling the vehicles of a track-guided transport system (100), and in particular of a monorail suspension railway, which comprises a track network incorporating at least one node (164; 178) at which at least two track sections (166, 168, 170; 180, 182, 184) of the track network adjoin one another and also comprises a plurality of vehicles (128)which are displaced along the track network and each of which comprises a control unit, characterized in that there is associated with each vehicle (128) at least one successor or the information that the vehicle concerned does not have a successor, and/or at least one forerunner or the information that the vehicle concerned does not have a forerunner, wherein the information relating to the successor or the forerunner is stored in the control unit of the vehicle concerned and the information relating to the successor or the forerunner is updated by the control unit of each vehicle (128) each time when the vehicle (128) passes a node (164; 178) of the track network.
17. A method in accordance with Claim 16, characterized in that the information relating to a successor and/or a forerunner is updated when the vehicle passes a node of the track network which is in the form of a branching point (178) at which one vehicle branches out into a plurality of onwardly extending vehicles.
18. A method in accordance with either of Claims 16 or 17, characterized in that the information relating to a successor and/or a forerunner is updated when the vehicle (128) passes a node of the track network which is in the form of a junction point (164) at which a plurality of vehicles combine into one onwardly extending vehicle.
19. A method in accordance with any of the Claims 16 to 18, characterized in that the information relating to a successor and/or a forerunner of a vehicle is updated by a process of communication between the vehicle (128) and at least one other vehicle (128).
20. A method in accordance with any of the Claims 16 to 19, characterized in that the information relating to a successor and/or a forerunner of a vehicle is updated by a a process of communication between the vehicle and a node administration unit (192) arranged outside the vehicle (128).
21. A method in accordance with Claim 20, characterized in that at least one fixedly arranged node administration unit (192) is used.
22. A method in accordance with either of Claims 20 or 21, characterized in that there is used at least one node administration unit (192) in a central control unit of the transport system (100).
23. A method in accordance with any of the Claims 20 to 22, characterized in that at least one node administration unit (192) administers a plurality of nodes (164; 178) of the track network.
24. A method in accordance with any of the Claims 20 to 23, characterized in that a separate node administration unit (192) is associated with each node (164; 178) of the track network.
25. A method in accordance with any of the Claims 16 to 24, characterized in that, after passing a brake point (BP) which is determined in dependence on the speed of the vehicle concerned, and which is associated with a node (164; 178), a vehicle (V3) sends a message which is effective to update the information relating to a successor and/or a forerunner of the vehicle (V3) sending the message.
26. A method in accordance with any of the Claims 16 to 25, characterized in that, after passing a brake point (BP) which is determined in dependence on the speed of the vehicle concerned, and which is associated with a node (164; 178), a vehicle (V3) sends a message which is effective to update the information relating to a successor and/or a forerunner of at least one vehicle (V2) other than the vehicle sending the message.
27. A method in accordance with any of the Claims 16 to 26, characterized in that, after passing a brake point (BP) which is determined in dependence on the speed of the vehicle concerned, and which is associated with a node (164; 178), a vehicle (V3) sends a message which is effective to update the information relating to a successor and/or a forerunner of at least one vehicle (128), and subsequently receives an acknowledging message which was triggered directly or indirectly by the sending of the message.
28. A method in accordance with any of the Claims 16 to 27, characterized in that, after passing a collision point (CP) which is associated with a node (164; 178), a vehicle (V2) sends a message which is effective to update the information relating to a successor and/or a forerunner of the vehicle (V2) sending the message.
29. A method in accordance with any of the Claims 16 to 28, characterized in that, after passing a collision point (CP) which is associated with a node (164; 178), a vehicle (V2) sends a message which is effective to update the information relating to a successor and/or a forerunner of a vehicle (V1) other than the vehicle sending the message.
30. A method in accordance with any of the Claims 16 to 29, characterized in that, after passing a collision point (CP) which is associated with a node (164; 178), a vehicle (V2) sends a message which is effective to update the information relating to a successor and/or a forerunner of at least one vehicle (128), and subsequently receives an acknowledging message which was triggered directly or indirectly by the sending of the message.

Images