CN113613983B - Rail system with a rail, a coding system and a moving part movable along the rail, and method for operating a rail system - Google Patents
Rail system with a rail, a coding system and a moving part movable along the rail, and method for operating a rail system Download PDFInfo
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- CN113613983B CN113613983B CN202080021853.7A CN202080021853A CN113613983B CN 113613983 B CN113613983 B CN 113613983B CN 202080021853 A CN202080021853 A CN 202080021853A CN 113613983 B CN113613983 B CN 113613983B
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- 238000000034 method Methods 0.000 title claims abstract description 30
- 108091026890 Coding region Proteins 0.000 claims abstract description 28
- 238000001514 detection method Methods 0.000 claims abstract description 27
- 238000005096 rolling process Methods 0.000 claims description 12
- 108700026244 Open Reading Frames Proteins 0.000 claims description 10
- 238000011156 evaluation Methods 0.000 claims description 8
- 230000006870 function Effects 0.000 claims description 4
- 230000007423 decrease Effects 0.000 claims description 3
- 230000003247 decreasing effect Effects 0.000 claims description 3
- 230000033001 locomotion Effects 0.000 claims description 3
- 230000005540 biological transmission Effects 0.000 claims description 2
- 238000005259 measurement Methods 0.000 description 2
- 238000004891 communication Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/026—Relative localisation, e.g. using odometer
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
Abstract
A track system with a track, a coding system and a moving part movable along the track, and a method for operating a track system, wherein the coding system has sections arranged in succession in the track direction, which sections are fixed to the track, in particular screwed to the track, wherein the moving part has a sensor for determining a distance between the sensor and a section of the coding system closest to the sensor, wherein each section has a coding region and a detection region.
Description
Technical Field
The invention relates to a rail system having a rail, a coding system and a movable part that can be moved along the rail, and to a method for operating a rail system.
Background
It is known that moving parts can be designed as rail vehicles and can reach different rail positions in a rail system. It is also known that rails are profiled elements, i.e. have a constant cross section which does not change along the rail direction.
A device for transmitting information from road sections to vehicles in a traffic track is known from DE 21 24 089A, which is the closest prior art.
A device for precisely positioning a rail vehicle at a predetermined stop is known from DE 41 02 812A.
A system with a movable object is known from DE 60 2005 002 386 T2.
Disclosure of Invention
The object of the invention is therefore to determine the track position simply and reliably.
According to the invention, this object is achieved by a rail system according to the features given in claim 1 and a method according to the features given in claim 13.
In a rail system with a rail, a coding system and a movable part movable along the rail, the important feature of the invention is that the coding system has sections arranged one after the other in the rail direction, which sections are fixed to the rail, in particular screwed to the rail,
wherein the moving part has a sensor for determining a distance between said sensor and a section of the coding system closest to the sensor,
wherein each segment has a coding region and a detection region.
The advantage here is that the rail can be produced as a profile part, i.e. with a constant cross section along the rail direction, and that the rail position can nevertheless be determined by distance measurement in the direction of the rail, since the sections have a variable height and/or wall thickness along the rail direction. Thus, these sections may be fixed to the track in the area outside the rolling/running surface of the wheels of the moving part and provide a measure of the distance. Since the height of the segments increases proportionally, in particular, i.e. linearly, to the track position, the positions on the segments can be allocated one to one for each measured distance in the detection zone of the segments. In the coding region, by determining the change in distance as the sensor passes through the coding region, the coding and thus the identification information assigned to the segments in a one-to-one correspondence can be determined. Track positions are stored for each piece of identification information in a list in the memory of the evaluation unit. Thus, the absolute track position of the moving part can be determined from the identification of the section and the subsequent distance measurement in the detection zone of the section.
In an advantageous embodiment, the rail has a rolling surface on which the wheels of the moving part can roll,
wherein the segments are spaced apart from the rolling surface. The advantage here is that the movement of the moving part can be carried out without section interference. The rolling state is thus uniform, although the sequentially arranged segments provide a non-uniform overall surface.
In an advantageous embodiment, the surface of the detection region of the respective section has a monotonically decreasing, in particular shortest, distance along the track direction from a line oriented parallel to the track direction and intersecting the sensor, which decreases in particular in proportion to the track length and/or in proportion to the spacing of the coding region relative to the section. Alternatively, an increase may also be achieved.
In this case, the track positions can be assigned to the distances in a one-to-one correspondence in the detection zone.
In an advantageous embodiment, the rail is designed as a profile part, in particular as a continuously cast profile part,
in particular, the rail is designed in multiple parts. The advantage here is that a simple and low-cost production can be achieved. In a multi-piece embodiment, the rail parts are arranged in succession along the rail direction.
In an advantageous embodiment, the distance is repeatedly determined by the sensor over time, and the sensor is connected to the evaluation unit via a data transmission channel in order to forward the distance value detected by the sensor,
wherein the evaluation unit serves as a mechanism for determining the track position of the sensor and/or the moving part. The advantage here is that the evaluation unit can be arranged on the moving part or stationary. In the latter case, however, a communication channel to the mobile unit must be provided.
In an advantageous embodiment, each section is assigned a coding region, in particular for individually identifying the sections in the track system. In this case, it is advantageous if each section can be assigned identification information.
In an advantageous embodiment, the coding region has a height profile with regions which are successive, in particular adjoining, in the track direction, the respective minimum distances of which from the straight line have discrete values which differ successively in the track direction. The advantage here is that the identification information can be encoded by means of the height profile of the section.
In an advantageous embodiment, the regions are designed in the track direction, preferably equally long, so that in particular each region has a length a/N,
wherein A is the length of the coding region along the track direction,
where N is the number of regions of the coding region. In this case, it is advantageous if the discrete values can be detected in succession uniformly with a constant travel speed of the moving part.
In an advantageous embodiment, the difference between the measured shortest distances to the straight line for each two closest regions is less than m a/N,
wherein A is the length of the coding region along the track direction,
where N is the number of regions of the coding region,
where m is the slope of the segment in the detection zone, i.e. the value of the quotient of the interval change associated with a straight line and the length of the detection zone measured in the track direction. The advantage here is that the coding region and the detection region of a segment can be distinguished by evaluating the change.
In one advantageous embodiment, the sensor repeatedly detects the distance over time with the following repetition rate and limits the speed of the moving part in the following manner:
so that the amount of linear-related interval variation inside the encoded region is much larger than in the remaining detection regions of the sector. In this connection it is advantageous that,
in an advantageous embodiment, a change in the distance value is determined in order to evaluate the sensor signal generated by the sensor, i.e. the distance value detected by the sensor,
in particular, the sensor repeatedly determines the distance to the section closest to the sensor in each case over time, in particular regularly, and determines the relevant change in the detected distance value when the detected distance value changes. In this case, the detection region can be distinguished from the coding region by means of an evaluation of the change.
In an advantageous embodiment, an odometer system for detecting the rail position of the moving part is additionally provided,
in particular, the running wheel rolls on the rolling surface or on another rolling surface. The advantage here is that the reliability of the determination of the track position can be increased.
In a method for operating a rail system, an important feature is that,
when the moving part is in motion,
in a first method step, the segments are identified on the basis of the distance values determined in the coding region, in particular on the basis of the distance value changes determined in the coding region, and the associated track positions assigned to the segments are read from the memory,
in a second method step, which is carried out after the first method step, the distance to the coding region of the segment is determined as a function of the distance determined by the sensor in the detection region,
the track position of the moving part is determined from the distance and the track position assigned to the section.
In this case, the advantage is that a simple and reliable determination of the track position is possible. Because the segments are mechanically robust and thus stable against environmental influences.
In an advantageous embodiment, the sensor is detecting the coding region of the respective section or the detection region of the respective section, if the travel speed of the moving part is constant, as a function of the change in the distance values determined successively in time by means of the sensor. The advantage here is that the track position assigned to the section can be determined in the coding region and the position of the point of the moving part relative to the section can be determined in the detection region.
In an advantageous embodiment, the track position of the moving part is additionally determined by means of an odometer. The advantage here is that the reliability of the position determination can be improved.
Further advantages are given by the dependent claims. The invention is not limited to the combination of features of the claims. Other reasonable combinations of the claims and/or individual claim features and/or the description features and/or the drawing features are available to the person skilled in the art, in particular from the objects proposed and/or by comparison with the prior art.
Drawings
The invention will now be described in more detail with reference to the accompanying schematic drawings:
in fig. 1, a part of a track system according to the invention relevant for position determination is shown.
Detailed Description
The rail system has a rail and a movable part designed as a rail vehicle that can move along the rail.
The moving part has wheels that roll on the rolling surface of the track.
The rail is manufactured as a profile part, in particular as a continuously cast profile part. The rail thus has a cross section that is independent of the rail position, in particular, that is to say always the same cross section in the rail direction.
A sensor 1 is fixed to the moving part and is used as a distance meter in that the sensor determines the distance between the sensor 1 and the coding system fixed to the rail.
For this purpose, the coding system is fastened to the rail outside the rolling surface, in particular screwed to the rail by means of screws.
The coding system preferably consists of metal segments which are arranged one after the other in the track direction, in particular in contact with one another or regularly spaced apart from one another, respectively.
Each segment has a length X and has a coding region, in particular wherein the coding region has a length a, wherein a is smaller than X.
Outside the coding region 2, a detection region 3 is provided, in which the wall thickness of the segments in the track direction increases in proportion to the track length, in particular the distance to the coding region 2 of the respective segment. This increase, proportional to the track length, i.e. the decrease in the distance to a straight line extending through the sensor 1, oriented parallel to the track, has the value m.
The wall thickness is the thickness of the section measured perpendicularly to the track direction, in particular in the direction of the sensor 1, in particular in the direction of a straight line extending perpendicularly to the track direction through the sensor 1.
The coding region 2 has a height profile, i.e. a wall thickness extension seen in the track direction, which has discrete values that differ successively in the track direction. The coding region 2 has a length a in the track direction and comprises N lands, i.e. N discrete interval values are coded. The platforms are preferably of equal length in the track direction, in particular, that is to say each of the platforms has a length a/N.
The coding is preferably designed in such a way that the difference between each two nearest lands is less than m a/N. Thus, the coding region 2 can be clearly identified together with the sensor 1 when the moving part passes. This is because the variation in length of each track is much larger inside the encoded zone 2 than in the remaining detection zone 3 of the section.
The evaluation of the sensor signal generated by the sensor, i.e. the distance value detected by the sensor 1, is achieved by determining the change in the distance value. The sensor 1 detects the distances to the sections closest to the sensor 1, respectively, in a regularly repeated manner in time. If the detected distance value changes here, a relevant change amount is determined.
If it is assumed that the travelling speed of the moving part is substantially constant, it can be determined from the amount of change whether the sensor 1 is detecting the code region 12 or the detection region 3.
Each section is assigned a coding region 2. When passing through the track system, that is to say in each section, the coding region 2 is first passed over, and the section can thus be identified individually. The distance between the sensor 1 and the section is then determined in the detection zone, and the track position inside the section is determined from the distance value determined in this way.
Since during the start-up operation, each coding region 2 is assigned a respective track position in the reference drive, the exact position of the moving part in the track direction can be determined in this way.
In a further embodiment according to the invention, an odometer sensor is additionally provided on the mobile part, which preferably has a running wheel that rolls on the track, the angular position of which running wheel can be used as the track position determined with the odometer.
An increased reliability in determining the track position can thus be achieved.
List of reference numerals:
1. sensor for detecting a position of a body
2. Coding region
3. Detection zone
Claims (15)
1. A track system having a track, a coding system and a movable part movable along the track,
wherein the coding system has sections arranged in succession along the track direction, which sections are fixed to the track,
it is characterized in that the method comprises the steps of,
wherein the moving part has a sensor for determining a distance between said sensor and a section of the coding system closest to the sensor,
wherein each segment has a coding region containing a code and a detection region detectable by a sensor,
the surface of the detection zone of the segment has a monotonically decreasing shortest distance along the track direction from a straight line oriented parallel to the track direction and intersecting the sensor,
or alternatively
The surface of the detection zone of the segment has a monotonically increasing shortest distance along the track direction from a straight line oriented parallel to the track direction and intersecting the sensor.
2. The track system as set forth in claim 1,
it is characterized in that the method comprises the steps of,
the track has a rolling surface on which the wheels of the moving part can roll,
wherein the segments are spaced apart from the rolling surface.
3. The track system according to claim 1 or 2,
it is characterized in that the method comprises the steps of,
the monotonically decreasing shortest distance decreases in proportion to the track length and/or in proportion to the spacing to the encoded region of the section.
4. The track system according to claim 1 or 2,
it is characterized in that the method comprises the steps of,
the monotonically increasing shortest distance increases in proportion to the track length and/or in proportion to the spacing to the encoded region of the section.
5. The track system according to claim 1 or 2,
it is characterized in that the method comprises the steps of,
the track is designed as a profile part, which is a continuously cast profile part,
the track is designed in multiple pieces.
6. The track system according to claim 1 or 2,
it is characterized in that the method comprises the steps of,
the distance is repeatedly determined by the sensor over time, and the sensor is connected to the evaluation unit via a data transmission channel in order to forward the distance value detected by the sensor,
wherein the evaluation unit serves as a mechanism for determining the track position of the sensor and/or the moving part.
7. The track system according to claim 1 or 2,
it is characterized in that the method comprises the steps of,
each section is assigned a coding region, which is used to individually identify the section in the track device,
and/or
The encoded region has a height profile with successive, mutually adjoining regions in the track direction, the respective minimum spacing of the regions from the straight line having discrete values which differ successively in the track direction.
8. The track system as set forth in claim 7,
it is characterized in that the method comprises the steps of,
the zones are designed equally long in the track direction, so that each zone has a length a/N,
wherein A is the length of the coding region along the track direction,
where N is the number of regions of the coding region.
9. The track system as set forth in claim 8,
it is characterized in that the method comprises the steps of,
the difference between the measured shortest intervals to the straight line for each two closest areas is less than m a/N,
wherein A is the length of the coding region along the track direction,
where N is the number of regions of the coding region,
where m is the slope of the segment in the detection zone, i.e. the value of the quotient of the interval change associated with a straight line and the length of the detection zone measured in the track direction.
10. The track system according to claim 1 or 2,
it is characterized in that the method comprises the steps of,
the sensor repeatedly detects the distance over time at the following repetition rate and limits the speed of the moving part in the following manner:
so that the amount of linear-related interval variation inside the encoded region is much larger than in the remaining detection regions of the sector.
11. The track system according to claim 1 or 2,
it is characterized in that the method comprises the steps of,
determining a change in the distance value to evaluate the sensor signal generated by the sensor i.e. the distance value detected by the sensor,
the sensor repeatedly determines the distances to the sections closest to the sensor, respectively, regularly in time, and determines the relevant change amounts when the detected distance values change.
12. The track system according to claim 1 or 2,
it is characterized in that the method comprises the steps of,
an odometer system for detecting the rail position of the moving part is additionally provided,
the running wheel rolls on the rolling surface or on another rolling surface.
13. A method for operating a rail system according to any of the claims 1-12,
it is characterized in that the method comprises the steps of,
when the moving part is in motion,
in a first method step, a section is identified on the basis of the distance value determined in the coding region, and the associated track position assigned to said section is read from the memory,
in a second method step, which is carried out after the first method step, the distance to the coding region of the segment is determined as a function of the distance determined by the sensor in the detection region,
the track position of the moving part is determined as a function of the distance and the track position assigned to the section.
14. The method according to claim 13,
it is characterized in that the method comprises the steps of,
in the case of a constant travel speed of the moving part, it is determined from the change in the distance values determined successively in time by means of the sensor whether the sensor is detecting the coding region of the respective section or the detection region of the respective section.
15. The method according to claim 13 or 14,
it is characterized in that the method comprises the steps of,
the track position of the moving part is additionally determined by means of an odometer.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102019001934 | 2019-03-20 | ||
| DE102019001934.2 | 2019-03-20 | ||
| PCT/EP2020/025082 WO2020187447A1 (en) | 2019-03-20 | 2020-02-20 | Rail system with rail, coding system, mobile part that can be moved along the rail and method for operating a rail system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113613983A CN113613983A (en) | 2021-11-05 |
| CN113613983B true CN113613983B (en) | 2023-08-04 |
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ID=69699823
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202080021853.7A Active CN113613983B (en) | 2019-03-20 | 2020-02-20 | Rail system with a rail, a coding system and a moving part movable along the rail, and method for operating a rail system |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP3941797A1 (en) |
| CN (1) | CN113613983B (en) |
| DE (1) | DE102020001115A1 (en) |
| WO (1) | WO2020187447A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115195824A (en) * | 2022-06-01 | 2022-10-18 | 中铁第四勘察设计院集团有限公司 | Calibration method, positioning method, device, electronic equipment and storage medium |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE9421417U1 (en) * | 1994-05-03 | 1995-11-23 | Mannesmann AG, 40213 Düsseldorf | Device for incremental distance measurement, especially for rail vehicles |
| EP0937965A1 (en) * | 1998-02-19 | 1999-08-25 | Alfred Ing. Della Torre | Positioning system |
| CN100999221A (en) * | 2007-01-16 | 2007-07-18 | 重庆大学 | Multipoint location system for rail vehicle go and back running |
| CN102582658A (en) * | 2012-01-19 | 2012-07-18 | 中国神华能源股份有限公司 | Rail zone occupation detection system |
| CN104442927A (en) * | 2013-10-24 | 2015-03-25 | 上海宝信软件股份有限公司 | RFID-based rail transit train positioning method |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2124089C3 (en) | 1971-05-14 | 1983-11-03 | Siemens AG, 1000 Berlin und 8000 München | Equipment on railways for the transfer of information from the line to the vehicles |
| DE4102812A1 (en) | 1991-01-31 | 1992-08-13 | Ivv Ingenieurgesellschaft Fuer | Fine positioning equipment stopping railway vehicle at predetermined point - includes vehicle-borne receiver and transmitter linked by inductive loop of decreasing width on approach track |
| TWI290272B (en) | 2004-03-12 | 2007-11-21 | Murata Machinery Ltd | Moving body system |
| DE102010047580B4 (en) * | 2010-10-07 | 2012-07-12 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Method for determining information |
-
2020
- 2020-02-20 EP EP20706942.8A patent/EP3941797A1/en active Pending
- 2020-02-20 CN CN202080021853.7A patent/CN113613983B/en active Active
- 2020-02-20 WO PCT/EP2020/025082 patent/WO2020187447A1/en unknown
- 2020-02-20 DE DE102020001115.2A patent/DE102020001115A1/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE9421417U1 (en) * | 1994-05-03 | 1995-11-23 | Mannesmann AG, 40213 Düsseldorf | Device for incremental distance measurement, especially for rail vehicles |
| EP0937965A1 (en) * | 1998-02-19 | 1999-08-25 | Alfred Ing. Della Torre | Positioning system |
| CN100999221A (en) * | 2007-01-16 | 2007-07-18 | 重庆大学 | Multipoint location system for rail vehicle go and back running |
| CN102582658A (en) * | 2012-01-19 | 2012-07-18 | 中国神华能源股份有限公司 | Rail zone occupation detection system |
| CN104442927A (en) * | 2013-10-24 | 2015-03-25 | 上海宝信软件股份有限公司 | RFID-based rail transit train positioning method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113613983A (en) | 2021-11-05 |
| EP3941797A1 (en) | 2022-01-26 |
| WO2020187447A1 (en) | 2020-09-24 |
| DE102020001115A1 (en) | 2020-09-24 |
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