Magnetic stroke measuring unit, transport device and method

Abstract

The invention relates to a travel measuring unit for determining the absolute travel position of a vehicle which can be moved in a travel direction on a predetermined travel path, wherein the travel measuring unit has a mobile travel sensor and a plurality of position indicators, wherein the travel sensor comprises an evaluation unit and / or can be connected thereto in a data-conducting manner. Herein, the plurality of position indicators are spaced apart from one another and arranged at fixed travel positions along the travel path, the travel sensor is arranged on the vehicle and can move along with the vehicle along the travel path, further, the travel sensor can be arranged on the vehicle in such a way that the travel sensor can pass by the position indicators within their detection range. Furthermore, the invention comprises a transportation system and a method for operating a transportation system having such a travel measuring unit.

Description

Technical Field

[0001] This invention relates to a travel measurement system, a transportation system, and a method. Background Technology

[0002] In existing technologies, the measurement of a vehicle's journey along a predetermined track is generally known. In the simplest case, the measuring wheel travels alongside the vehicle, or the rolling of the transport wheel is detected by sensors. In more precise solutions, closed markers are set along the travel path, which are identified by a reader.

[0003] For example, DE3825097A1 illustrates an arrangement where a code carrier is positioned along a track for position measurement, carrying a closed line of code markers along its length. A code reading device positioned on the relevant vehicle detects the code marker sequence and / or code marker pattern to determine the vehicle's position. For this purpose, the code reading device has several detection heads or detection ranges equal in length to the pattern. This solution is very costly and prone to failure or unusability in areas with high levels of dust or dirt buildup and / or at intersections, as the failure of just one or a few code markers can lead to reading errors.

[0004] A similar positioning system is shown in DE202007012798U1, in which a series of coded markers is detected by a camera that moves alongside the track. While this solution is less expensive, it is easily affected by dirt and dust. Equipping very long routes with coded markers is also expensive and economically disadvantageous. Summary of the Invention

[0005] The object of this invention is to provide an improved stroke measurement unit that is insensitive to contamination and is also economically advantageous.

[0006] According to the present invention, this objective is achieved by a travel measurement system, a transportation system, and a method.

[0007] The travel measurement unit according to the invention is used to determine the absolute travel position of a vehicle that can move along a predetermined travel path in the direction of travel, wherein the travel measurement unit includes a travel sensor and a plurality of position indicators. Here, the travel sensor itself includes an evaluation unit or a portion thereof and / or can be connected to it in a data-transfer manner. The term "vehicle" is not intended to be limiting and, unless otherwise stated, refers to any vehicle that moves at least partially on a mechanically guided or sensor-guided fixed track or track curve.

[0008] The essence of this invention is represented by a plurality of travel sensors spaced apart from each other and arranged at fixed travel positions along the travel path. These travel sensors can be mounted on the vehicle and move with the vehicle along the travel path. Here, "fixed travel position" means that the travel sensors do not move with the vehicle but are positioned along the travel path. The travel sensors can be mounted on the vehicle such that they can pass beside or above the position indicator within their detection range. The travel sensors are configured herein as inductive, magnetic, and / or magnetostrictive travel sensors.

[0009] Here, the travel sensor has at least one sensor head and at least one elongated detection body in the form of a strip or cuboid. The sensor head is defined such that signal conversion from the detection body, which is part of the travel sensor, takes place therein or through that part, where the measurement signal is detected, particularly through physical detection, and from there transmitted to the sensor head. In the mounting position, the detection body has an extension parallel to the direction of travel and therefore relative to the travel sensor, which is equal to or greater than the principal distance between two adjacent travel sensors.

[0010] Here, the travel sensors are spaced apart from each other at a main distance between 0.5 meters and 20 meters along the travel path, ideally between 0.5 meters and 6 meters.

[0011] In an improved embodiment, the travel sensor is constructed as a pair of travel sensors. In this case, the pair distance between the two related travel sensors of the travel sensor pair is significantly smaller than the aforementioned principal distance. In an advantageous embodiment, to distinguish between the "pair distance" and the "principal distance," the pair distance is 10% or less of the principal distance, or in an improved variant, less than 5% of the principal distance. However, in absolute terms, the pair distance is at least between 5 and 10 centimeters, and in the ideal form, the pair distance is 6 to 8 centimeters. When defining the travel route, there may be two considerations here: the entire travel route is essentially composed of...

[0012] - The sum of the principal distances plus the sum of the relative distances constitutes or

[0013] - The sum of the main distances, where for the main distance of a pair of position indicators, the measurement point is located in the middle of the line that defines the distance of the pair.

[0014] In a further improved embodiment, the two distances of at least two pairs of travel sensors are different, thus enabling the determination of the vehicle's absolute position using this single pair of distances as additional information, and in particular, allowing for redundant determination or verification. In a further improved embodiment, each individual pair of distances is set only once along the travel route, thus enabling the direct determination of the position of the associated position indicator.

[0015] Similarly, if the primary distances between at least two travel sensors are different, and ideally each primary distance is set only once along the travel path, then position information can be obtained from the detection of a single primary distance.

[0016] A further improvement is that at least a single travel sensor is identified by an additional, redundant detection system, thereby enabling point-by-point non-line detection. For this purpose, a data readout head is placed on or near the movable travel sensor on the vehicle. The relative position of this data readout head to the travel sensor is stored as a dataset in a suitable location.

[0017] A data tag readable by a data reader is disposed on at least one location indicator, wherein advantageously, one data tag is disposed on each of multiple location indicators. The data tag includes direct or indirect information or datasets regarding the absolute position of itself and / or related location indicators. Here, "readable" means that the information or data can be received by the data reader and then digitally processed. The data tag and data reader are, in this context, part of a contactless data transmission system, particularly a contactless data and energy transmission system, such as RFID, NFC, Bluetooth, etc. It has proven to be a particularly robust and economical implementation when the data reader is an RFID reader and at least one location indicator includes an RFID tag.

[0018] If the data read head is constructed as a data read / write head and at least one data tag of the travel sensor can be written with data, particularly position data, by the data read / write head, then improvements can be made to the redundant detection system and the position measurement unit.

[0019] The data and power supply components required for this purpose, especially the non-contact power transfer in the near-field region, are known to those skilled in the art and will not be further explained below.

[0020] Typically, all travel sensors have permanent magnets that generate the maximum possible magnetic field strength, with all travel sensors having the same structure and also having the same or substantially the same magnetic field strength. In another improved embodiment, at least two travel sensors are configured to have different field strengths from each other, or even, according to another embodiment, the different field strengths of multiple travel sensors partially generate measurement patterns, particularly field strength patterns, along the travel path that amplify travel sensor identification. Therefore, the system is already able to definitively identify each position indicator from the field strength, particularly from the maximum field strength, as the vehicle passes or goes past each position indicator.

[0021] Another embodiment provides that the travel sensor and / or travel sensor pair can be accurately determined by the travel sensor position, wherein the travel sensor is constructed as a magnetostrictive travel sensor, wherein an elongated ferromagnetic core element and wires are arranged in at least one of the sensing bodies, and wherein the sensor head is constructed to include a signal transducer, enabling the magnetostrictive effect to be evaluated as an electrical signal. In this case, a circulating magnetic field is generated by means of a current pulse passing through an electrical conductor, which is constructed, for example, of copper, silver, or nickel, or mixtures thereof. The permanent magnet of the travel sensor generates magnetic field lines orthogonal to the pulsed magnetic field, which are bound together in the core element. The magnetic field thus superimposed produces elastic deformation in the core element, which propagates laterally in the form of waves.

[0022] Deformation or waves transmitted to the free end of the core element are typically eliminated there by a damping element. Deformation or waves transmitted to the sensor head are detected by a signal converter and converted into electrical signals for further processing.

[0023] In an alternative embodiment, the travel sensor is configured as an inductive travel sensor, which includes at least two independent oscillation circuits that can be controlled with different electrical values ​​and / or frequencies, thereby enabling accurate position determination of the travel sensor.

[0024] Another implementation configuration involves a Hall effect travel sensor, which can determine the position of each position indicator by means of magnetic position indicators, particularly those with different field strengths. In this case, the travel sensor can also consist of a large number of individual Hall sensors carried together on a slender support structure.

[0025] In situations involving very long travel routes, the required number of travel sensors can be economically disadvantageous, especially if, additionally, the travel sensors must be structurally protected against mechanical damage and / or cannot be positioned at the minimum required distances throughout all route areas. This may be the case, for example, in intersections or loading areas where heavy contamination and overlap frequently occur. Therefore, another advantageous implementation of the travel sensor is one in which the travel sensor is at least divided into two parts and can be arranged sequentially at a distance along the direction of travel on the vehicle such that the first part of the travel sensor is functionally connected to a first travel sensor during normal operation, and the second travel sensor or a portion of the travel sensor is simultaneously functionally connected to a second travel sensor, wherein the first and second travel sensors are typically not directly adjacent. The distance between the first and second measuring sensor parts depends on the size of the vehicle or the availability of mounting on a support structure, such as a support arm.

[0026] The terms "active connection" and "detection range" are used in the context of the position indicator being identifiable or detectable within the detection range of the travel sensor. Within the detection range, an active connection exists, meaning the physical effects of the position indicator and the travel sensor holder are functional and can be evaluated. Due to their close relationship, "active connection" and "detection range" are sometimes used interchangeably here.

[0027] All the explanations given here regarding primary and secondary distances apply in a similar manner to split-type travel sensors.

[0028] Therefore, one embodiment or variation is configured such that the distances between the travel sensors are different, wherein the difference is singular, such that in the case where the first and second travel sensors, separated by a placement distance, simultaneously detect different travel sensors, it is possible to detect and / or deduce the corresponding definite absolute position on the travel path, at least temporarily.

[0029] The invention also includes a transport system comprising vehicles that can move on a predetermined travel path, particularly vehicles that can move on a travel path constructed as rails.

[0030] The key point is that the transport system includes a travel measurement unit according to the aforementioned embodiments or combinations thereof. Ideally, the vehicle is a crane or crane truck guided in an upright or suspended manner. An improvement is that the transport system also includes a travel path.

[0031] Furthermore, the present invention includes a method for operating a transportation system, which includes a transportation system as described in one or a combination of the above embodiments. At least one data storage unit and a control and evaluation unit are provided herein, wherein the data storage unit stores distances to travel sensors, pairs of travel sensors, and / or the length (extension) of at least one travel sensor and / or a portion of a travel sensor. The control and evaluation unit determines the absolute position of the vehicle and / or the travel sensors relative to the travel path. The control and evaluation unit should not be construed as limiting and may consist of one or more sub-units, which are arranged, for example, centrally and / or partially within or above the vehicle or travel sensors and are engaged in data exchange, particularly exchanging data with each other via a data bus.

[0032] In an improved variation of the method, redundancy detection is implemented in order to determine and / or verify the absolute position of at least a portion of the vehicle's and / or travel sensors, using the relative position of the travel sensors with respect to the moving travel sensors and / or portions thereof, and at least one of the following pieces of information:

[0033] - The number of travel sensors detected or passed from the starting position.

[0034] - Position of a single pair of travel sensors that can be assigned distances.

[0035] - The position and / or location of two adjacent travel sensors with a single assignable master distance

[0036] - The positions of the two travel sensors, the distance between the two travel sensors being allocatable and singular, if the two travel sensors are simultaneously detected by two travel sensors or travel sensor sections spaced apart on the vehicle.

[0037] This method allows for independent and parallel detection, and enables the detection and, if necessary, correction / adjustment of the absolute accuracy of position information.

[0038] In another improved variation of the method, each position indicator in a pair of position indicators is identified individually, thereby achieving double redundancy.

[0039] In an improved embodiment, the control and evaluation unit identifies and automatically corrects erroneous travel sensor information using a reliability method, particularly once adjacent and / or subsequent travel sensor pairs are identified by the travel sensor. This may occur if the position indicator is covered by metal or is functionally impaired. Furthermore, the control and evaluation unit notifies a monitoring or maintenance unit set up for this purpose.

[0040] In another improved variation of the method, at least one travel sensor detects the absolute position on the travel path via a data read head mounted on the vehicle using a data tag arranged on or in the position indicator, and forwards this information to the controller and evaluation unit. The absolute position can be described here as absolute path information and / or any type of identifier, particularly in the form of numbers, letters, or binary codes. Advantageously, the data read head is constructed as a data read-write head, whereby the data tag of the position indicator writes movement-related data at least once through the data read-write head. The need to define the position indicator and thus write the data tag is particularly important after installation. Therefore, an advantageous variation of the method is that the absolute position and / or sequence of the position indicator and / or the pair of position indicators are automatically determined by calibration and setting the driving path after the vehicle has traveled on the travel path. Here, the first detected absolute position and / or its sequence is stored in the data memory of the control and evaluation unit and used for further travel of the vehicle. The aforementioned calibration and setup drive can be repeated as needed to verify the displacement measurement system. For this purpose, optimal conditions should be in place before each calibration and setup drive, such as no moisture, no dirt or dust, slow driving, and all components in the correct position.

[0041] Therefore, a significant advantage is that when locating travel sensors on-site, local specialties such as lanes and dumping areas can be taken into account, since only the maximum and minimum main distances and pair distances need to be strictly adhered to.

[0042] It is necessary to detect vehicle lane compliance or lateral deviation from its path as quickly as possible. Therefore, in an improved embodiment of the method, as the vehicle passes or crosses a position indicator, the extent of the deviation of the travel sensor relative to the corresponding position indicator in the lateral direction relative to the travel path is determined or quantified. This is then achieved by comparing the actual effective principle strength with the target or desired effective principle strength using a control and evaluation unit. Based on the degree of deviation, warning and / or control signals are triggered. The predetermined or target travel path is thus monitored without the need for additional sensors or components, and the travel path need not be straight, i.e., without curves.

[0043] Finally, another method variation sets the determination and / or verification of the vehicle's absolute position additionally through detection and / or evaluation of at least one of the following detection steps and / or detection means:

[0044] a) Detect the vehicle's speed and, given the known speed, compare it to the target duration or desired time point for reaching the defined position indicator.

[0045] b) Detecting and evaluating the target duration of the detection range sensor pair at a known travel speed, or

[0046] c) Detect and evaluate relevant engine operating data of the vehicle, especially the driving distance, driving frequency and incremental data of the engine driving the vehicle.

[0047] This allows for the determination of the vehicle's absolute position in a very simple and redundant manner, while ensuring the authenticity and accuracy of the necessary control and adjustment data to the greatest extent possible. Attached Figure Description

[0048] Further details and advantages of the invention will now be explained in more detail with reference to the exemplary embodiments shown in the accompanying drawings.

[0049] The attached image is as follows:

[0050] Figure 1 A schematic side view of the path measurement unit is shown.

[0051] Figure 2 A schematic side view of the alternative path measurement unit is shown.

[0052] Figure 3 The diagram shows a detailed view of the redundancy detection.

[0053] Figure 4 An alternative implementation of a displacement measurement unit with a split-type stroke sensor is shown. Detailed Implementation

[0054] exist Figure 1 The stroke measurement unit 1 can be seen, which is fixed as a stroke sensor 5 at the height of the travel wheel 4 of the vehicle 2 or on the body 3. The stroke sensor has a sensor head 7 and an elongated detection body 8. The body 3 should be understood very broadly in the present context and means any part of the vehicle on which the stroke sensor 5 can be fixed. The vehicle 2 is arranged on a travel path 6, on which it can move in the travel direction A by a motor (not shown). All commonly used and necessary parts, in particular drive motors, control elements and / or working modules, such as loading areas, processing and handling tools, are not shown. The vehicle 2 has at least a portion of a control and evaluation unit 100, by means of which all relevant parts, including the portion of the stroke sensor 5 and its control head 7, are connected in a data transmission manner, as indicated by the dotted lines.

[0055] Vehicle 2 is guided along a travel path 6 as shown in the sketch, which, in this case, is intended to represent a track. Position indicators 9.1 to 9.n are positioned along the travel path 6 at defined, possibly uniform, principal distances D, wherein they are at least partially embedded in the ground 10. Each position indicator 9.1 to 9.n has a strong permanent magnet (not shown), the magnetic field of which is detected by a travel sensor 5 configured as a magnetostrictive sensor. In the example shown, the travel sensor 5 detects two position indicators 9.6 and 9.7.

[0056] exist Figure 2 In the illustrated embodiment, position indicators 9.1 to 9.6 are arranged along the travel path 6 at the same principal distance D, wherein position indicators 9.1, 9.4, and 9.5 are configured as position indicator pairs 9.1a / b, 9.4a / b, and 9.5a / b, because this involves particularly sensitive sections of the travel path requiring redundant detection, such as loading and unloading areas. The travel sensor 5 is located at position P on the travel path, completely covering position indicator pairs 9.4a / b and 9.5a / b, thus detecting a total of four individual position indicators. Position indicators 9.4a and 9.4b are spaced apart by a defined pair distance d4, and position indicators 9.5a and 9.5b are spaced apart by a defined pair distance d5, where d4 and d5 are equal or substantially the same size. Therefore, by means of the evaluation unit, specific areas are identified by the presence of pair distances d1, d4, and d5 defined as 7.5 cm, which is redundant for the absolute positions of the four position indicators.

[0057] In accordance with Figure 2 The implementation form is similar to that of Figure 3 In this implementation, distances d4 and d5 have different sizes. The travel sensor 5 is located at position P on the travel path. The main distance D4, as shown in the detailed diagram below, is defined by two intermediate positions between position indicators 9.4a / b and 9.5a / b. The extension length L of the detection body 8 extends beyond the first position indicator 9.5a in both position indicator pairs 9.4a / b and 9.5a / b. Due to the stored quantities: extension length L, the absolute positions of position indicators 9.4a and 9.4b, and the absolute positions of distances d4 and 9.5a, multiple redundant measurements can be performed to verify the absolute position of the vehicle 2 or the travel sensor 5. The control and evaluation unit is not shown here. The sizes of distances d4 and d5 differ by 2 mm.

[0058] at last, Figure 4 An alternative embodiment of the travel measurement unit 1 is shown, wherein the travel sensor 5 consists of a first travel sensor portion 5.1 and a second travel sensor portion 5.2. The two travel sensor portions 5.1 and 5.2 are spaced apart by a distance W and are mounted front and rear to the body 3 of the vehicle 2. In principle, the travel sensor portions 5.1 and 5.2 are full-fledged travel sensors that operate like measurement sensors via the evaluation unit 100 or an integrated processor unit. The greatest advantage is the ability to traverse very large routes without requiring the measurement sensor itself to be very large. Furthermore, the distance W between the two sensors and the two extension lengths L1 and L2 are additional variables that can be used for multiple redundant detections of the absolute position of the vehicle 2. The extension lengths L1 and L2 can be the same or different.

[0059] For a split-type travel sensor, the primary distance D6 is not defined by two adjacent position indicators that can be covered by a single sensor element, but by the distance from position indicator 9.6 to the next position indicator 9.8, which are simultaneously covered and detected by two travel sensor parts 5.1, 5.2, or their respective sensor elements. Similarly, the primary distance D7 is defined by the distance between position indicators 9.7 and 9.9. Similar to the preceding explanation, the primary distance or pair distance can also have partially different sizes, and of course, at least one travel sensor can be sized according to its extension such that it can simultaneously detect multiple position indicators (not shown).

[0060] It will be apparent to those skilled in the art that the embodiments have been described with specific combinations of features, but this should not be construed as restrictive. Rather, those skilled in the art are free to combine these features according to their respective applications.

[0061] List of Identifiers in Attached Drawings

[0062] 1 Stroke Measurement Unit

[0063] 2 vehicles

[0064] 3 body

[0065] 4 travel wheels

[0066] 5 stroke sensors

[0067] 5.1 and 5.2 Stroke Sensor Section

[0068] 6. Driving route

[0069] 7 sensor heads

[0070] 8 Detection bodies

[0071] 9 position indicators (9.1...9.n)

[0072] 9.4a / b, 9.5a / b position indicator pairs

[0073] 10 ground

[0074] 100 evaluation units

[0075] A. Driving direction

[0076] D principal distance (D1...D) n )

[0077] d represents the distance (d1...d) n )

[0078] L Extension Length

[0079] P driving route location

[0080] W Distance

Claims

1. A travel measurement unit (1) for determining the absolute travel position of a vehicle (2) capable of moving along a predetermined travel path (6) in a travel direction (A), wherein the travel measurement unit (1) has a travel sensor (5) and a plurality of position indicators (9.1...9.n), wherein the travel sensor (5) includes an evaluation unit (100) and / or is capable of being connected to the evaluation unit (100) in a data transmission manner, characterized in that, Multiple position indicators (9.1...9.n) are arranged at main distances (D) along the travel path (6), wherein the main distances (D1...Dn) between at least two position indicators (9.1...9.n) are different, each main distance (D1...Dn) is set only once along the travel path (6), and at least one position indicator (9.1...9.n) is configured as a position indicator pair (9.4a, 9.4b; 9.5a, 9.5b), wherein the pair distance (d) between the two position indicators in the position indicator pair (9.4a, 9.4b; 9.5a, 9.5b) is less than the main distance (D). The travel sensor (5) can be mounted on the vehicle (2) and can move along the travel path (6) with the vehicle, wherein the travel sensor (5) can be mounted on the vehicle such that it can pass by the position indicator (9.1...9.n) within the detection range of the position indicator, wherein the travel sensor (5) is an inductive, magnetic and / or magnetostrictive travel sensor.

2. The stroke measurement unit (1) according to claim 1, characterized in that, The travel sensor (5) includes at least one sensor head (7) and at least one detector (8), wherein the detector (8) has an extension length (L) in the installation position parallel to the travel direction (A) and relative to the position indicator (9.1...9.n), the extension length (L) being equal to or greater than the principal distance (D) between two adjacent position indicators (9.1...9.n).

3. The stroke measurement unit (1) according to claim 1 or 2, characterized in that, The position indicators (9.1...9.n) are arranged along the travel path (6) at main distances (D) from 0.5 meters to 20 meters.

4. The stroke measurement unit (1) according to claim 1 or 2, characterized in that, The pair distance (d) between the two position indicators of the position indicator pair (9.4a, 9.4b; 9.5a, 9.5b) is less than 10% of the principal distance (D).

5. The stroke measurement unit (1) according to claim 4, characterized in that, At least one pair of the two position indicator pairs has a different distance (d).

6. The stroke measurement unit (1) according to claim 5, characterized in that, Each pair of distances (d1...dn) is set only once along the travel path (6).

7. The stroke measurement unit (1) according to claim 1 or 2, characterized in that, A data reader is arranged on the vehicle (2) and a data tag capable of being read by the data reader is arranged on at least one position indicator (9.1...9.n), wherein at least one of the data tags provides information about its absolute position and / or the absolute position of the position indicator (9.1...9.n) to which it belongs, and the information can be read by the data reader, wherein the data tag and the data reader are at least part of a contactless data transmission system.

8. The stroke measurement unit (1) according to claim 7, characterized in that, The data reader is an RFID reader, and at least one location indicator (9.1...9.n) includes an RFID tag.

9. The stroke measurement unit (1) according to claim 7, characterized in that, The data read head is configured as a data read / write head and at least one data tag of the position indicator (9.1...9.n) can be written with data by the data read / write head.

10. The stroke measurement unit (1) according to claim 1 or 2, characterized in that, At least two position indicators (9.1...9.n) have different field strengths from each other, and the different field strengths of the position indicators (9.1...9.n) at least partially produce a measurement pattern that can be identified by the travel sensor (5) on the travel path (6).

11. The stroke measurement unit (1) according to claim 2, characterized in that, The position indicators (9.1...9.n) and / or the position indicator pairs (9.4a, 9.4b; 9.5a, 9.5b) can be accurately determined by the position of the travel sensor (5), wherein the travel sensor (5) a) A stroke sensor constructed as a magnetostrictive element, wherein an elongated ferromagnetic core element and wires are arranged in at least one of the sensing bodies (8), wherein the sensor head (7) includes a signal transducer and is configured to enable the magnetostrictive effect to be evaluated as an electrical signal. b) Constructed as an inductive travel sensor, including at least two independent oscillation circuits that can be controlled with different electrical values ​​and / or frequencies, enabling accurate position determination of the position indicator (9.1...9.n). c) Constructed as a magnetic travel sensor, which can determine the position indicator (9.1...9.n) through the Hall effect.

12. The stroke measurement unit (1) according to claim 1 or 2, characterized in that, The travel sensor (5) is divided into at least two parts and can be arranged sequentially on the vehicle (2) at a distance (W) along the travel direction (A), such that The first stroke sensor section (5.1) is functionally connected to the first position indicator (9.1...9.n-1) during normal operation, wherein... The second stroke sensor section (5.2) is also connected to the second position indicator (9.2...9.n+1).

13. The stroke measurement unit (1) according to claim 12, characterized in that, The distances between the position indicators (9.1...9.n) are different, and the difference is singular, such that when the first travel sensor portion (5.1) and the second travel sensor portion (5.2) separated by a distance (W) simultaneously detect different position indicators (9.1...9.n), the corresponding definite absolute position on the travel path (6) can be detected at least temporarily and / or the absolute position can be deduced from the detection result.

14. A transportation system comprising a vehicle (2) capable of being guided to move along a predetermined travel path (6), characterized in that, The transportation system includes a travel measurement unit (1) according to any one of claims 1 to 13.

15. The transportation system according to claim 14, characterized in that, The transportation system includes the travel route (6).

16. A method for operating a transportation system, characterized in that, The transportation system is constructed according to claim 14 or 15, wherein at least one data storage device and a control and evaluation unit are provided, wherein the data storage device stores the position indicators (9.1...9.n), the distances of the position indicator pairs and / or the extension length of at least one of the travel sensors (5), wherein the control and evaluation unit determines the absolute position of the vehicle (2) and / or the travel sensor (5) relative to the travel path (6).

17. The method according to claim 16, characterized in that, To determine and / or verify the absolute position of the vehicle (2) and / or the travel sensor (5), the relative position of the position indicator (9.1...9.n) with respect to at least one moving travel sensor (5) and at least one of the following pieces of information is used: The number of position indicators (9.1...9.n) detected or passed from the starting position. The position of a single, assignable pair of position indicators with distances (d1...dn). The position and / or location of two adjacent position indicators (9.1...9.n) of an assignable single master distance (D1...Dn). The positions of the two position indicators (9.1...9.n) and the distance between the two position indicators (9.1...9.n) are assignable and single if the two position indicators are simultaneously detected by two travel sensors or two travel sensor portions spaced apart on the vehicle (2) by a distance (W).

18. The method according to claim 16 or 17, characterized in that, Each position indicator (9.1...9.n) in the position indicator pairs (9.4a, 9.4b; 9.5a, 9.5b) is identified individually, thus achieving double redundancy.

19. The method according to claim 16 or 17, characterized in that, Once adjacent and / or subsequent position indicators (9.1...9.n) and / or adjacent and / or subsequent position indicator pairs (9.4a, 9.4b; 9.5a, 9.5b) are identified by the travel sensor (5), the control and evaluation unit automatically corrects the incorrect travel sensor information.

20. The method according to claim 16 or 17, characterized in that, At least one location indicator (9.1...9.n) is detected as an absolute position on the driving path (6) by a data tag, the data tag being a data reading head disposed on the vehicle (2), wherein the absolute position can be implemented as absolute path information and / or any type of identifier.

21. The method according to claim 20, characterized in that, The data read head is a data read / write head, and at least one position indicator (9.1...9.n) data tag is written with method-related data at least once through the data read / write head.

22. The method according to claim 21, characterized in that, The absolute position and / or sequence of the position indicator (9.1...9.n) and / or the position indicator pair are automatically realized by calibration and setting the driving after the vehicle (2) has passed through the driving path (6), wherein the absolute position and / or sequence detected in this way is stored in the data memory of the control and evaluation unit and used for the further travel of the vehicle (2).

23. The method according to claim 16 or 17, characterized in that, When the vehicle passes through or crosses, the effective principle strength is a characteristic curve of the deviation of the travel sensor (5) relative to the corresponding position indicator (9.1...9.n) lateral to the travel path (6), wherein the control and evaluation unit generates warning and / or control signals by comparing the actual effective principle strength with the target effective principle strength.

24. The method according to claim 16 or 17, characterized in that, The determination and / or confirmation of the absolute position of the vehicle (2) is achieved by detection and / or evaluation of at least one of the following detection steps and / or detection means: a) Detect the speed of the vehicle (2) and compare it with the target duration or time point until the defined position indicator (9.1...9.n) is reached. b) Detecting and evaluating the target duration at the main detection distance when the driving speed is known. c) Detect and evaluate the target duration at which the detection position indicator pairs are at a distance (d, d1...dn) given the known driving speed. d) Detect and evaluate the relevant engine operating data of the vehicle (2).

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