RAIL SYSTEM WITH RAIL, CODING SYSTEM AND MOBILE PART MOVABLE ALONG THE RAIL AND METHOD FOR OPERATING A RAIL SYSTEM

Description

[0001] The invention relates to a rail system with a rail, a coding system and a mobile part movable along the rail, and a method for operating a rail system.

[0002] It is generally known that a mobile unit can be implemented as a rail vehicle and can reach various rail positions within a rail system. It is also known that rails are profiled parts, meaning they have a constant cross-section that does not change in the rail direction.

[0003] From the DE 21 24 089 A is a device used on railways to transmit information from the track to the vehicles.

[0004] From the DE 41 02 812 A The device for fine positioning of a rail-bound vehicle at a given stopping point is known.

[0005] From the DE 60 2005 002 386 T2 a system with a moving body is known.

[0006] From the DE 298 02 933 U1 The closest state of the art is a positioning system.

[0007] From the DE 94 21 417 U1 A method for determining information encoded in the railway track is known.

[0008] The invention is therefore based on the object of determining a rail position simply and reliably.

[0009] According to the invention, the object is achieved with the rail system according to claim 1 and with the method according to claim 11.

[0010] Important features of the invention in the rail system with rail, coding system and mobile part movable along the rail are that the coding system has segments arranged one behind the other in the rail direction, which are attached to the rail, in particular screwed on, wherein the handset has a sensor for determining the distance between the sensor and the segment of the coding system nearest to the sensor, each segment having a coding area and a detection area.

[0011] The advantage here is that the rail can be manufactured as a profile part, i.e. with a constant, unchanging cross-section in the rail direction, and yet the rail position can be determined by measuring the distance towards the rail because the segments have a variable height and / or wall thickness in the rail direction. The segments can therefore be attached to the rails in an area outside the running surface of the mobile unit's wheels and provide a scale for distance. Since the height of the segment increases proportionally to the rail position, in particular linearly, a position on the segment can be uniquely assigned to each measured distance in the segment's detection range. In the coding range, the coding and thus identification information uniquely assigned to the segment can be determined by determining the changes in distance when the sensor moves through the coding range.A rail position is stored for each piece of identification information in a list in the memory of an evaluation unit. This allows the absolute rail position of the handset to be determined from the segment identification and the subsequent distance measurement within the segment's detection range.

[0012] In an advantageous embodiment, the rail has a running surface on which a wheel of the mobile unit can roll, with the segment being spaced apart from the running surface. This is advantageous in that the movement of the mobile unit can be carried out without interference from the segment. The rolling behavior is thus uniform, even though the consecutively arranged segments provide an uneven overall surface.

[0013] According to the invention, the surface of the detection area of ​​the respective segment has a distance to a straight line that is aligned parallel to the rail direction and intersects the sensor, which distance increases or decreases monotonically in the rail direction, in particular increases or decreases proportionally to the rail length and / or to the distance related to the coding area of ​​the segment.

[0014] The advantage here is that a rail position can be uniquely assigned to the distance within the detection range.

[0015] In an advantageous embodiment, the rail is designed as a profile part, in particular an extruded profile part, in particular with the rail being constructed in multiple pieces. This is advantageous because it enables simple and cost-effective production. In a multi-piece design, the rail sections are arranged one behind the other in the rail direction.

[0016] In an advantageous embodiment, the distance is determined by the sensor repeatedly over time, and the sensor is connected to an evaluation unit via a data transmission channel to forward the distance values ​​detected by the sensor. The evaluation unit functions as a means for determining the rail position of the sensor and / or the mobile unit. Advantageously, the evaluation unit can be arranged on the mobile unit or stationary. In the latter case, however, a communication channel to the mobile unit must be provided.

[0017] In an advantageous embodiment, each segment is assigned a coding area, in particular for individual identification of the segment in the rail system. This is advantageous because each segment can be assigned identification information.

[0018] In an advantageous embodiment, the coding region has a height profile that comprises successive, particularly adjacent, regions in the rail direction, whose smallest distance from the straight line in the rail direction has successively different discrete values. This is advantageous in that identification information can be coded using the height profile of the segment.

[0019] In an advantageous embodiment, the areas in the rail direction are preferably of equal length, in particular each area has the length A / N, where A is the length of the coding range in the rail direction, and N is the number of ranges in the coding range. The advantage here is that the discrete values ​​can be detected evenly one after the other at a constant travel speed of the handset.

[0020] In an advantageous embodiment, the amount of the difference between the shortest distances measured to the straight line of two nearest adjacent regions is less than m * A / N, where A is the length of the coding range in the rail direction, N is the number of ranges in the coding range, and m is the gradient of the segment in the detection range, i.e., the absolute value of the quotient of the change in distance relative to the straight line and the length of the detection range measured in the rail direction. The advantage here is that the coding range can be distinguished from the detection range of the segment by evaluating the changes.

[0021] In an advantageous embodiment, the sensor detects the distance recurringly over time with such a repetition rate and the speed of the handset is limited in such a way that that the distance change amounts related to the straight line are much greater within the coding range than in the remaining detection range of the segment. The advantage here is that in an advantageous embodiment, in order to evaluate the sensor signal generated by the sensor, i.e. the distance values ​​detected by the sensor, the change in the distance values ​​is determined, in particular whereby the sensor determines the distance to the segment closest to the sensor in a time-related, in particular regularly recurring manner, and then, when the detected distance value changes, the associated change amount is determined. The advantage here is that by evaluating the changes, the detection range can be distinguished from the coding range.

[0022] In an advantageous embodiment, an odometric system is additionally provided for detecting the rail position of the mobile unit, in particular with a running wheel rolling on the or another running surface. This is advantageous because the reliability of determining the rail position can be increased.

[0023] Important features of the method for operating a rail system are that when moving the handset in a first method step, the segment is identified from the distance values ​​determined in the coding area, in particular from the changes in the distance values ​​determined in the coding area, and an associated rail position assigned to the segment is read from a memory, and in a second method step carried out after the first method step, the distance to the coding area of ​​the segment is determined from the distance determined by the sensor in the detection area and the rail position of the mobile part is determined from the distance and the rail position assigned to the segment.

[0024] The advantage is that the rail position can be determined easily and reliably, as the segment is mechanically robust and thus resistant to environmental influences.

[0025] According to the invention, at a constant travel speed of the mobile unit, the change in the distance values ​​determined sequentially by the sensor determines whether the sensor is currently detecting the coding area or the detection area of ​​the respective segment. The advantage here is that the rail position assigned to the segment can be determined in the coding area, and the position of the mobile unit relative to a point of the segment can be determined in the detection area.

[0026] In an advantageous embodiment, the rail position of the handset is additionally determined odometrically. This has the advantage of improving the reliability of the position determination.

[0027] Further advantages are set forth in the subclaims. The invention is not limited to the combination of features set forth in the claims.

[0028] The invention will now be explained in more detail with the aid of schematic illustrations: In the Figure 1the position-determination-related part of a rail system according to the invention is shown.

[0029] The rail system comprises a rail and a mobile unit designed as a rail vehicle that can be moved along the rail.

[0030] The handset has wheels that roll on a running surface of the rail.

[0031] The rail is manufactured as a profile part, particularly an extruded profile part. Thus, the rail has a cross-section that is independent of the rail position, in particular, it is always the same in the rail direction.

[0032] A sensor 1 is attached to the handset, which acts as a distance measuring device by determining the distance between sensor 1 and a coding system attached to the rail.

[0033] For this purpose, the coding system is attached to the rail outside the running surface, in particular by means of screws.

[0034] The coding system preferably consists of metallic segments which are arranged one behind the other in the rail direction, in particular touching one another or regularly spaced from one another.

[0035] Each segment has the length X and comprises a coding region, in particular wherein the coding region has the length A, where A is smaller than X.

[0036] Outside the coding area 2, a detection area 3 is provided, in which the wall thickness of the segment increases in the rail direction proportional to the rail length, in particular the distance to the coding area 2 of the respective segment. This increase, which is proportional to the rail length, i.e., a decrease in the distance to a straight line running through the sensor 1 and aligned parallel to the rail, has the value m.

[0037] The wall thickness is the thickness of the segment which is measured perpendicular to the rail direction, in particular in the direction towards the sensor 1, in particular in the direction of the straight line which runs perpendicular to the rail direction through the sensor 1.

[0038] Coding area 2 has a height profile, i.e., a wall thickness profile viewed in the rail direction, which has successively different discrete values ​​in the rail direction. Coding area 2 has a length A in the rail direction and contains N plateaus, thus encoding N discrete distance values. The plateaus are preferably of equal length in the rail direction; in particular, each plateau has a length A / N.

[0039] Preferably, the coding is designed such that the difference between any two adjacent plateaus is smaller than m * A / N. Thus, when the handset passes by together with sensor 1, the coding area 2 is clearly visible. This is because the change per rail length is much greater within the coding area 2 than in the remaining detection area 3 of the segment.

[0040] The evaluation of the sensor signal generated by the sensor, i.e., the distance values ​​recorded by Sensor 1, is performed by determining the change in the distance values. Sensor 1 records the distance to the segment closest to Sensor 1 at regular intervals. If the recorded distance value changes, the corresponding change amount is determined.

[0041] If, therefore, a roughly constant driving speed of the handset is assumed, it can be determined from the amount of change whether the coding area 12 or the detection area 3 is currently being detected by the sensor 1.

[0042] Each segment is assigned a coding area 2. When traveling through the rail system, each segment first passes over coding area 2, making the segment individually identifiable. The distance between sensor 1 and the segment is then determined in the detection area, and the rail position within the segment is determined from the distance value thus determined.

[0043] Since a respective rail position was initially assigned to each coding area 2 in a reference run during commissioning, the exact position of the handset in the rail direction can be determined in this way.

[0044] In further embodiments according to the invention, an odometric sensor is additionally provided on the mobile part, which preferably has a running wheel rolling on the rail, the angular position of which can be used as an odometrically determined rail position.

[0045] This allows for increased reliability in determining the rail position. List of reference symbols

[0046] 1 Sensor 2 Coding area 3 Detection area

Claims

1. Rail system comprising a rail, an encoding system and a mobile component that can move along the rail, wherein the encoding system has segments which are arranged one behind the other in the rail direction and which are fastened, in particular screwed, to the rail, characterised in that the mobile component has a sensor (1) for determining the distance between the sensor (1) and the closest neighbouring encoding-system segment to the sensor (1), wherein each segment has an encoding region (2) having an encoding, and a sensing region (3) that can be detected by the sensor (1), - wherein either the surface of the sensing region (3) of the segment is at a distance from a straight line that is oriented in parallel with the rail direction and intersects the sensor (1), which distance decreases monotonically in the rail direction, in particular proportionally to the rail length and / or to the spacing from the encoding region (2) of the segment, - or the surface of the sensing region (3) of the segment is at a distance from a straight line that is oriented in parallel with the rail direction and intersects the sensor (1), which distance increases monotonically in the rail direction, in particular proportionally to the rail length and / or to the spacing from the encoding region (2) of the segment.

2. Rail system according to claim 1, characterised in that the rail has a running surface on which a wheel of the mobile component can roll, wherein the segments are spaced apart from the running surface.

3. Rail system according to any of the preceding claims, characterised in that the rail is configured as a profile component, in particular a continuously cast profile component, in particular wherein the rail is configured in multiple parts.

4. Rail system according to any of the preceding claims, characterised in that the distance is determined recurrently over time, and the sensor (1) is connected to an evaluation unit in order to relay, via a data transmission channel, the distance values sensed by the sensor (1) in the process, wherein the evaluation unit acts as a means for determining the rail position of the sensor (1) and / or of the mobile component.

5. Rail system according to any of the preceding claims, characterised in that each encoding region (2) is configured for uniquely identifying the segment in the rail installation, and / or in that the encoding region (2) has a vertical profile having regions one after the other in the rail direction, in particular adjoining regions, and the distance from each of said regions to the straight line has different discrete values one after the other in the rail direction.

6. Rail system according to claim 5, in so far as the encoding region (2) has the regions defined in said claim, characterised in that the regions are configured preferably to be of the same length in the rail direction, i.e. each region has the length A / N, where A is the length of the encoding region (2) in the rail direction, where N is the number of regions of the encoding region (2).

7. Rail system according to claim 6, characterised in that the absolute value of the difference between the distances, measured in relation to the straight line, between each two closest neighbouring regions is less than m * A / N, where A is the length of the encoding region (2) in the rail direction, where N is the number of regions of the encoding region (2), where m is the gradient of the segment in the sensing region (3), i.e. the absolute value of the ratio of the distance change in relation to the straight line and the length of the sensing region (3) measured in the rail direction.

8. Rail system according to any of the preceding claims, characterised in that the sensor (1) senses the distance recurrently over time at such a repetition rate, and the speed of the mobile component is limited such, that the absolute values of the distance change in relation to the straight line within the encoding region (2) is much greater than in the rest of the sensing region (3) of the segment.

9. Rail system according to any of the preceding claims, characterised in that to evaluate the sensor signal generated by the sensor (1), i.e. the distance values sensed by the sensor (1), the change in the distance values is determined, in particular wherein the sensor (1) determines the distance over time, in particular in a regularly recurring manner, and when the sensed distance value changes, the associated absolute value of the change is determined.

10. Rail system according to any of the preceding claims, characterised in that an odometric system is additionally provided for sensing the rail position of the mobile component, in particular wherein a track wheel rolls on the running surface or a further running surface.

11. Method for operating a rail system according to any of the preceding claims, characterised in that when the mobile component is moving, in a first method step, the segment is identified from the distance values determined in the encoding region (2), in particular from the distance value changes determined in the encoding region (2), and an associated rail position assigned to the segment is read out from a memory, and in a second method step executed after the first method step, the distance from the encoding region (2) of the segment is determined from the distance determined by the sensor (1) in the sensing region (3), and the rail position of the mobile component is determined from the distance and from the rail position assigned to the segment, characterised in that when the mobile component is travelling at a constant speed, it is determined, from the change in the distance values determined successively over time by means of the sensor (1), whether the sensor (1) is currently detecting the encoding region (2) or the sensing region (3) of the relevant segment.

12. Method according to claim 11, characterised in that the rail position of the mobile component is additionally determined odometrically.