DE102019118767A1 - Method for position detection of a rail vehicle on a rail traffic route and rail traffic route, set up to carry out such a method - Google Patents

Abstract

The invention relates to a method for detecting the position of a rail vehicle on a rail traffic route and to a rail traffic route set up to carry out such a method. These are intended to enable easier position detection of rail vehicles with better accuracy and higher reliability. According to the invention, this is achieved in a method-oriented manner in that a sensor system of the rail vehicle when driving over the rail traffic route (1, 2) detects a sequence (42) of magnetic fields generated by means of magnets arranged on the rail traffic route and, from magnetic field fluctuations (52) determined therefrom, generates a bit pattern whose data content is a Represents the location coordinate of the rail traffic route.

Description

The invention relates to a method for detecting the position of a rail vehicle on a rail traffic route and to a rail traffic route set up to carry out such a method.

For the automation in rail traffic it is of central importance to recognize the position of a rail vehicle on the rail traffic routes at any time and with high reliability. This applies not only to systems for securing train journeys, which naturally have to meet very high demands in terms of error failure rates, reliability and accuracy. The information required for this on the positions of rail vehicles or track occupancy is usually recorded via technical systems that interact with a central entity that monitors the positions and movements of the rail vehicles and uses driving permits for the individual rail vehicles in relation to specific sections of Coordinated rail transport routes.
In addition, there are also numerous less security-relevant applications in which positioning data that are as precise as possible are required for the purposes of scheduling or automated traveler information. For example, the passenger information systems installed on rail vehicles for passenger transport require reliable position or location data, based on which, for example, connection information for travelers in the rail vehicle is to be automatically displayed and / or announced before the next stop is reached.

For this purpose, receivers built into the rail vehicles for satellite-based positioning systems, such as the widespread GPS ("Global Positioning System"), the national Russian GLONASS ("Globalnaja Nawigazionnaja Sputnikowaja Sistema") or the European GALILEO system are used. However, a constant accuracy of the position determination cannot be achieved with this, since the accuracy depends on the number of satellite signals that can be evaluated for the location by the respective rail vehicle. Such a method cannot be used, particularly in tunnels or stretches with otherwise heavily shadowed contact with satellites (e.g. due to adjacent buildings or in deep cuts). Either no satellite signal can be received here or the receivable signal is heavily falsified by reflections, interference, etc. and the position data determined therefrom is very inaccurate. In particular, the spatial resolution of satellite navigation systems is not sufficiently accurate to be able to determine the positions on two adjacent tracks separately from one another.
In such cases, a sensor-based distance measurement is used as a fall-back level, in which the number of wheel revolutions measured on the rail vehicle and taking into account a known wheel circumference is used to determine the distance covered. However, rail vehicle wheels are subject to wear, which leads to changes in the actual wheel circumference compared to a theoretical target value and thus in turn to inaccuracies in the position detection of the rail vehicle. A sensor calibrated to a target state therefore always delivers more or less inaccurate position data in practice. In addition, there are further metrological inaccuracies caused by the wheel slip when driving through curves.
This can have the consequence that in a traveler information system information with content-related reference to a next stop is made available too early (that is, well before this stop is actually reached) or too late.

It is also known from the prior art (for example from EP-A-1 674 371 ) to transmit data from the balise to the rail vehicle by means of a balise installed in or on the rail traffic route. These data can contain, for example, a location coordinate of the rail traffic route. However, the data transfer from a balise to a rail vehicle requires electrical energy, which must either be provided to the balise by means of an electrical connection, which is very expensive because of the associated cabling effort, or which is inductively fed to the balise by a magnetic field emitted by the vehicle got to. However, this can have detrimental effects on other electrotechnical equipment in the area of the rail traffic route.

Furthermore it is off DE 10 2018 115 373 A1 a method is known in which the rail vehicle while driving over a track section measures a physical variable assigned to the track section, such as the earth's magnetic field along this track section, and generates a signature from this. By comparing measured signatures with previously known signatures stored in a comparison data memory, conclusions can then be drawn about the track section traveled on and thus about the position of the rail vehicle. This is a rather theoretical concept, the real practicality of which depends on the actual existence of sufficiently large differences between the physical signatures recorded by measurement. This is only the case if the respective route section used as a reference base is sufficiently large, so that the largest possible amount of characters influence the signature in a characteristic way Disturbances or deviations are effective within each route section. Only then are sufficiently characteristic and thus distinguishable signatures possible. As a result, only rather rough position information can be determined in this way.

The invention is therefore based on the object of providing a method for the position detection of a rail vehicle on a rail traffic route and a rail traffic route, set up to carry out such a method, which enable easier position recognition of rail vehicles with better accuracy and higher reliability.

This is achieved according to the invention in a method-oriented manner in that a sensor system of the rail vehicle detects a sequence of magnetic fields generated by means of magnets arranged on the rail traffic route when driving over the rail traffic route and generates a bit pattern from magnetic field changes, the data content of which represents a location coordinate of the rail traffic route. These magnetic field changes are due to the fact that the individual magnets within the sequence of magnets have different magnetic states (such as field strengths or polarities). In this way, the position of the rail vehicle can be determined by means of a position mark that is easy to install in or on the rail traffic route and can be read out with simple vehicle-based sensory means, the position mark being completely maintenance-free and readable without energy transmission. The data content can be represented, for example, in the form of a numerical number, which corresponds to a specific location coordinate in a route network formed by a plurality of rail traffic routes. In this way, for example, braking points or locations for carrying out certain vehicle-side actions, such as activating passenger information systems, can be marked on the track side.
On the vehicle side, magnetic sensors are provided which have a coil that can be excited electrically when the magnets are driven over. In this way, a voltage is induced in the coil in a manner known per se, which is proportional to the magnetic field strength and enables a clear correlation to physical properties or states of the magnets, so that after transformation into a machine-readable bit pattern, it can be used to determine the position.
In addition, the relative speed of the sensor in relation to the magnets and thus the speed of the rail vehicle in relation to its surroundings can be determined from the bit pattern.
According to the inventive basic idea, the order of cars within a train set can also be determined by the sensor readout, provided that each individual vehicle of a train set formed from several vehicles is equipped with a sensor system suitable for carrying out the method according to the invention. For this purpose, the crossings or position information registered by the sensors of the various cars using the method according to the invention (which all relate to the same physical location of the rail traffic route) are transferred to a computer system connected to all sensors and using a time stamp determined during the position determination Direction of travel of the train set in a corresponding chronological ascending or descending order.

According to a particular embodiment of the invention, the magnets are arranged along a longitudinal extension parallel to the longitudinal axis of the rail traffic route. In a particularly preferred manner, the magnets are arranged between the two rails of a rail track. The sensors can then be arranged in an underfloor area of the rail vehicle that is largely protected from external mechanical influences (e.g. flying gravel) and thus damage. In the case of a central arrangement between the two rails, the method is also direction-independent, i.e. it can be carried out in both possible directions of travel on the rail traffic route using the same vehicle-side sensor system.

In a particularly preferred manner, the bit pattern is generated by means of a threshold value analysis from the magnetic field measurement values recorded by the sensors. This enables a particularly efficient generation of a binary bit pattern in that measured values that are below a definable limit value or threshold value are assigned a first data value “0” and measured values that are above this limit or threshold value are assigned a second data value “1” that deviates from this. is assigned.

The inventive idea also provides that a first and second sequence of magnetic fields is detected, which are generated by a first and a second arrangement of magnets attached to the rail traffic route, the first and second arrangements being spaced apart from one another in the longitudinal direction of the rail traffic route and where the the first arrangement for representing a calibration pattern and the second arrangement for representing the location coordinate of the rail traffic route are set up. In this context, a first arrangement is to be understood as the arrangement which the rail vehicle traverses first when traveling on the rail traffic route; the second arrangement is run over later by the same rail vehicle.
This enables simple and efficient coding by means of a calibration pattern represented by the first arrangement and the data content representing the location coordinates of the rail traffic route, which is exclusively assigned to the second arrangement. In this context, a calibration pattern is to be understood as a sequence of defined length or with a defined number of bits alternating between two states along a traversing direction or of pairings of alternating magnetized and non-magnetized positions. The rhythm of bits or pairings of magnetized and non-magnetized positions that occurs when the calibration pattern is read out is interrupted by a non-magnetized gap of a defined length that adjoins the last magnetized position of the calibration pattern. In this way, a clear machine-readable delimitation between the first and second arrangement of magnets or between the calibration field and the data field can be realized.
The speed of the rail vehicle can be determined very precisely from differences in the frequency of the calibration pattern read out, since the spatial distances between the individual bits or between magnetized and non-magnetized positions are always the same. The information about the direction of travel can be represented by the length of the first arrangement, ie by the number of bits or pairings of magnetized / non-magnetized positions that can be read out in the first arrangement.

In addition, in a manner analogous to this, a third sequence of magnetic fields, which is also designed at a distance from the second sequence and is set up to represent a further calibration pattern, can also be provided. The first and third sequences of magnetic fields preferably have a mutually different number of magnets. This enables directional information to be encoded indicating the order in which the data represented by the second sequence of magnetic fields are to be evaluated. Depending on whether a number of magnetic fields corresponding to the number of the first or third arrangement is detected when a rail vehicle drives over the first to third arrangements, the magnetic fields detected when driving over the second arrangement are in a first direction (e.g. "forward" or . rectified to the traversing direction) or the inverse second direction (eg "backwards" or opposite to the traversing direction). For this purpose, the distance between the first and second sequence of magnetic fields is identical to the distance between the second and third sequence of magnetic fields.
As an alternative to this, this third sequence is encoded in such a way that when the third sequence is traversed in a first direction, in which the crossing of the first sequence precedes the crossing of the third sequence, a content that is inverse to the data content of the first sequence is read out (e.g. can be interpreted as "end of data transmission"), and when crossing the third sequence in a direction opposite to this, in which the crossing of the third sequence precedes the crossing of the first sequence, a content identical to the data content of the first sequence, i.e. for example a calibration pattern is read out. The spatial distances between the individual bits or between magnetized and non-magnetized positions of the third section are identical to those of the first section. Likewise, the distance between the second and third arrangement is identical to the distance between the first and second arrangement. This enables direction-independent applicability of the method according to the invention in both possible driving-over directions of the rail vehicle.

The invention also relates to a rail traffic route set up to carry out a method for the position detection of a rail vehicle, on which a plurality of magnets are arranged, the magnetic fields of which can be sensed by a rail vehicle passing over the rail traffic route and from the magnetic field fluctuations determined a bit pattern can be generated whose data content is a Represents the location coordinate of the rail traffic route. The magnets in turn are fixed to the rail traffic route by means of a non-magnetic holder. In this way, the position of the rail vehicle can be determined by means of a position mark that is easy to install in or on the rail traffic route and can be read out with simple vehicle-based sensory means, the position mark being completely maintenance-free and readable without energy transmission. The data content can be represented, for example, in the form of a numerical number, which corresponds to a specific location coordinate in a route network formed by a plurality of rail traffic routes. In this way, for example, braking points or locations for carrying out certain vehicle-side actions, such as activating passenger information systems, can be marked on the track side. On the vehicle side, magnetic sensors are provided which have a coil that can be excited electrically when the magnets are driven over. In this way, a voltage is induced in the coil in a manner known per se, which is proportional to the magnetic field strength and enables a clear correlation to physical properties or states of the magnets, so that after transformation into a machine-readable bit pattern, it can be used to determine the position. In addition, the relative speed of the sensor in relation to the magnets, and thus the Speed of the rail vehicle can be determined in relation to its environment. According to the inventive basic idea, the order of cars within a train set can also be determined by the sensor readout, provided that each individual vehicle of a train set made up of several vehicles is equipped with a sensor system suitable for carrying out the method according to the invention. For this purpose, the crossings or position information registered by the sensors of the various cars using the method according to the invention (which all relate to the same physical location of the rail traffic route) are transferred to a computer system connected to all sensors and using a time stamp determined during the position determination Direction of travel of the train set in a corresponding chronological ascending or descending order.

The invention provides that the magnets are arranged along a longitudinal extension parallel to the longitudinal axis of the rail traffic route. In a particularly preferred manner, the magnets are arranged between the two rails of a rail track. The sensors can then be arranged in an underfloor area of the rail vehicle that is largely protected from external mechanical influences and damage (e.g. from flying gravel). In the case of a central arrangement between the two rails, the method is also direction-independent, i.e. it can be carried out in both possible driving-over directions of the rail vehicle using the same vehicle-side sensor system.

The magnets are grouped in a first and a second arrangement, the first and second arrangements being spaced apart from one another in the longitudinal direction of the rail traffic route. In this context, a first arrangement is to be understood as the arrangement which the rail vehicle traverses first when traveling on the rail traffic route; the second arrangement is run over later by the same rail vehicle. This enables a simple and efficient coding of directional information or a calibration pattern, in that the data content representing the local coordinates of the rail traffic route is assigned exclusively to the second arrangement, while the first arrangement is assigned a data content representing the driving-over direction of the rail vehicle via the magnets or a calibration pattern. In this context, a calibration pattern is understood to mean a defined sequence of bits of a defined length changing between two states or a sequence of magnetic and non-magnetic positions alternating with one another along a traversing direction. The speed of the rail vehicle can be determined very precisely from differences in the frequency of the calibration pattern read out, since the spatial distances between the individual bits or between magnetized and non-magnetized positions are always the same. The information about the direction of travel can be represented, for example, by the bit pattern of the first arrangement or by its length (i.e. the number of bits that can be read out).

It is further provided that the magnets are grouped in a third arrangement, the second and third arrangements being spaced apart from one another in the longitudinal direction of the rail traffic route, and the third arrangement being set up to represent a further calibration pattern. The distance between the second and third arrangement is identical to the distance between the first and second arrangement. Likewise, the spatial distances between the individual bits or between magnetized and non-magnetized positions of the third section are identical to those of the first section. The first and third sequences of magnetic fields preferably have a mutually different number of magnets. This enables directional information to be encoded indicating the order in which the data represented by the second sequence of magnetic fields are to be evaluated. Depending on whether a number of magnetic fields corresponding to the number of the first or third arrangement is detected when a rail vehicle drives over the first to third arrangements, the magnetic fields detected when driving over the second arrangement are in a first direction (e.g. "forward" or . rectified to the traversing direction) or the inverse second direction (eg "backwards" or opposite to the traversing direction). For this purpose, the distance between the first and second sequence of magnetic fields is identical to the distance between the second and third sequence of magnetic fields.
As an alternative to this, this third sequence is coded in such a way that when the third sequence is traversed in a first direction, in which the crossing of the first sequence precedes the crossing of the third sequence, a content that is inverse to the data content of the first sequence is read out (e.g. can be interpreted as "end of data transmission"), and when crossing the third sequence in a direction opposite to this, in which the crossing of the third sequence precedes the crossing of the first sequence, a content identical to the data content of the first sequence, i.e. for example a calibration pattern is read out. The spatial distances between the individual bits or between magnetized and non-magnetized positions of the third section are identical to those of the first section. Likewise, the distance between the second and third arrangement is identical to the distance between the first and second arrangement. This enables direction-independent applicability of the method according to the invention in both possible driving-over directions of the rail vehicle.

According to a first embodiment variant, the magnets are designed as switchable electromagnets. This enables the device to be encoded when it is installed in the rail traffic route. However, this requires a decentralized power supply at the installation site.

According to a second alternative embodiment, the magnets are designed in the form of a metal rod that is magnetized in sections. This is made from a material with high magnetic remanence values, preferably from a neodymium-iron-boron alloy (Ne ₂ Fe ₁₄ B). This enables the device to be encoded within the framework of an industrial process that can be implemented under defined environmental conditions, ie, spatially and temporally independent of its specific installation in the track. The magnetic coding can be implemented by targeted heating of the sections of the metal rod to be magnetized up to the Curie temperature, for example by means of a laser. A plastic coating is possible to protect against corrosion. As an alternative to the design as a rod, a metal wire-shaped version or a hose-shaped version with embedded magnets are also possible.

• 1: schematische Ansicht eines Schienenverkehrswegs mit einem im Gleis installierten Magnet-Träger
• 2: detaillierte Ansicht des Magnet-Trägers mit dem bei dessen Überfahren erfindungsgemäß erzeugten Messwertverlaufs

The present invention is explained in more detail below using an exemplary embodiment and the associated drawing. Show it

• 1 : a schematic view of a rail traffic route with a magnet carrier installed in the track
• 2 : Detailed view of the magnet carrier with the measured value profile generated according to the invention when it is passed over

In 1 is a conventional way of sleepers ( 2 ) and rails ( 1 ) formed rail traffic route, whose central longitudinal axis through the axis (A) is designated. In the track area there is a metal bar magnetized in sections ( 4th ) arranged. This is not directly on the central longitudinal axis (A) of the rail traffic route, but with a lateral offset to this, i.e. between one of the two rails ( 1 ) and the central longitudinal axis (A) on top of the sleepers ( 2 ) attached. This lateral offset to the central longitudinal axis (A) is justified solely by the fact that there are already other train protection or train control systems whose trackside components are arranged in the middle of the track, ie directly on the central longitudinal axis of the rail traffic route. In the context of this exemplary embodiment, a variant is therefore shown in which an eccentric arrangement of the metal rod ( 4th ) is chosen to avoid installation conflicts with other already existing technical systems. However, the invention would also be possible with a central arrangement of the metal rod ( 4th ) fully functional. If such other technical systems do not exist, a central installation on the central longitudinal axis would be (A) even preferred. The direction of travel of a rail vehicle using the rail traffic route, and thus the direction in which the metal rod is driven over ( 4th ) when using the method according to the invention is indicated by the arrow ( 3 ) designated.

• ■ eine Kalibrierzone (41), welche eine bezüglich Fahrtrichtung (3) erste Abfolge von Magneten aufweist,
• ■ eine Datenzone (42), welche eine bezüglich Fahrtrichtung (3) zweite Abfolge von Magneten aufweist,
• ■ sowie eine Endzone (43), welche eine bezüglich Fahrtrichtung (3) dritte Abfolge von Magneten aufweist.

Die Kalibrierzone (41) umfasst eine definierte (und für sämtliche anderen innerhalb desselben Netzwerkes von Schienenverkehrswegen existierenden Kalibrierzonen festgelegte) Abfolge von acht zueinander äquidistanten magnetischen Codierungen (in 2 jeweils als kleiner Kreis auf der Metallstange (4) dargestellt). Beim Überfahren der Kalibrierzone (41) entlang der Fahrtrichtung (3) wird durch die hierzu vorgesehene Sensorik des überfahrenden Schienenfahrzeugs das Meß-Signal (51) in Form acht gleichmäßig zueinander beabstandeter und gleich großer Spannungsmeßwerte dieser Codierungen der Kalibrierzone (41) ermittelt, wobei der Betrag eines Spannungsmeßwertes mit der jeweiligen Magnetfeldstärke der zugehörigen magnetischen Codierung direkt korrespondiert. Aus diesem Meß-Signal (51) wird mittels Schwellwert-Analyse eine Bit-Folge
1-0-1-0-1-0-1-0-1-0-1-0-1-0-1
generiert, d.h. jedem vollen Spannungsausschlag entspricht ein Bit mit dem Dateninhalt „1“. Bits mit dem Dateninhalt „0“ repräsentieren den Zwischenraum zwischen den einzelnen magnetischen Codierungen. Dieses rhythmisierte und eindeutige Muster dient der Kalibrierung der Sensorik, so daß diese zur Erfassung und Auswertung der auf die Kalibrierzone (41) folgenden und gegenüber dieser mittels einer Trennzone (44) von definierter Länge getrennten Datenzone (42).In 2 is the metal bar magnetized in sections ( 4th ) shown in detail, as well as that when a rail vehicle passes along the direction of travel ( 3 ) over this metal rod ( 4th ) Measurement signals obtained through sensor detection of their magnetic fields ( 51 , 52 , 53 ). The metal bar ( 4th ) includes

• ■ a calibration zone ( 41 ), which has a direction of travel ( 3 ) has a first sequence of magnets,
• ■ a data zone ( 42 ), which has a direction of travel ( 3 ) has a second sequence of magnets,
• ■ as well as an end zone ( 43 ), which has a direction of travel ( 3 ) has a third sequence of magnets.

The calibration zone ( 41 ) comprises a defined (and established for all other calibration zones existing within the same network of rail traffic routes) sequence of eight equidistant magnetic codings (in 2 each as a small circle on the metal rod ( 4th ) shown). When crossing the calibration zone ( 41 ) along the direction of travel ( 3 ) the measurement signal ( 51 ) in the form of eight equally spaced and equally large voltage measurement values of these codes of the calibration zone ( 41 ) is determined, whereby the amount of a voltage measured value corresponds directly to the respective magnetic field strength of the associated magnetic coding. From this measurement signal ( 51 ) becomes a bit sequence by means of threshold value analysis
1-0-1-0-1-0-1-0-1-0-1-0-1-0-1
generated, ie each full voltage excursion corresponds to a bit with the data content "1". Bits with the data content "0" represent the space between the individual magnetic codes. This rhythmic and unambiguous pattern is used to calibrate the sensors, so that they can be used to record and evaluate the Calibration zone ( 41 ) following and opposite this by means of a separation zone ( 44 ) data zone separated by a defined length ( 42 ).

The data zone ( 42 ) comprises a sequence of seven magnetic codes, the second, third and fourth magnetic codes within this sequence having shortened distances from one another (ie shorter distances from one another than the other magnetic codes of the data zone). The remaining spatial extent of the data zone ( 42 ) is free of magnetic coding. When crossing the data zone ( 42 ) along the direction of travel ( 3 ) the sensor system of the passing rail vehicle generates the measurement signal ( 52 ) in the form of seven measured voltage values, the magnitude of a measured voltage value in turn corresponds directly to the respective magnetic field strength of the associated magnetic coding. From this measurement signal ( 52 ) becomes a bit sequence by means of threshold value analysis
1-0-1-1-1-0-1-0-1-0-1
generated, the subsequent remaining bits of the data zone defined in this exemplary embodiment to a length of 64b being padded with “0” values. This bit sequence encodes the absolute or relative position of the metal rod ( 4th ) in relation to the rail traffic route and thus forms the data content relevant for determining the position of the rail vehicle.

To the data zone ( 42 ) closes the end zone ( 43 ), which also has a defined (and for all other end zones existing within the same network of rail traffic routes established) sequence of nine equidistant magnetic codings. When crossing the end zone ( 43 ) along the direction of travel ( 3 ) the measurement signal ( 53 ) in the form of nine equally spaced and equally large voltage measurements of these codings of the end zone ( 43 ) is determined, whereby the amount of a voltage measured value corresponds directly to the respective magnetic field strength of the associated magnetic coding. From this measurement signal ( 53 ) is again a bit sequence by means of threshold value analysis
1-0-1-0-1-0-1-0-1-0-1-0-1-0-1-0-1
generated. This rhythmic and unambiguous pattern is used for sensory detection of the end of this magnetic mark according to the invention, so that the measurement signal ( 52 ) the data zone ( 42 ) clearly as coding of the position specification of the metal rod ( 4th ) can be evaluated in relation to the rail traffic route.

Exceeds the when driving over the calibration zone ( 41 ) number of magnetic fields detected by a rail vehicle the length of the calibration zone mentioned above ( 41 ) of 8 bits, when the data zone is crossed ( 42 ) detected magnetic fields in a direction of travel ( 3 ) inverse second direction (ie opposite to the direction of travel) evaluated. The spatial distance between the data zone ( 42 ) and calibration zone ( 41 ) is identical for this purpose to the distance between data zone ( 42 ) and end zone ( 43 ).

List of reference symbols

1

rail

2

threshold

3

Direction of travel of a rail vehicle

4th

Metal rod magnetized in sections

41

Calibration zone

42

Data zone

43

End zone

44

Separation zone

51

Measurement signal calibration zone

52

Measurement signal data zone

53

Measurement signal end zone

(A)

Central longitudinal axis of the track

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• EP 1674371 A [0004]
• DE 102018115373 A1 [0005]

Claims (10)

A method for detecting the position of a rail vehicle on a rail traffic route, characterized in that a sensor system of the rail vehicle detects a sequence (42) of magnetic fields generated by means of magnets arranged on the rail traffic route and a bit pattern from magnetic field fluctuations (52) determined from them when driving over the rail traffic route (1, 2) generated, the data content of which represents a location coordinate of the rail traffic route. Position detection method according to Claim 1 , characterized in that the magnets are arranged along a longitudinal extension parallel to the longitudinal axis (A) of the rail traffic route (1, 2). Position detection method according to Claim 1 or 2 , characterized in that the bit pattern is generated by means of a threshold value analysis from the magnetic field measured values (52) detected by the sensors. Method for position detection according to one of the Claims 1 to 3 , characterized in that a first and second sequence of magnetic fields (51, 52) is detected, which are generated by a first and a second arrangement (41, 42) of magnets attached to the rail traffic route, the first and second arrangement (41, 42) are spaced from one another in the longitudinal direction of the rail traffic route, and wherein the first arrangement (41) is set up to represent a calibration pattern and the second arrangement (42) is set up to represent the location coordinate of the rail traffic route. Position detection method according to Claim 4 , characterized in that a third sequence of magnetic fields (53) is detected, which is generated by a third arrangement (43) of magnets attached to the rail traffic route, the second and third arrangements (42, 43) being spaced apart from one another in the longitudinal direction of the rail traffic route , and wherein the third arrangement (43) is set up to represent a further calibration pattern. Rail traffic route, set up to carry out a method for position detection of a rail vehicle on the rail traffic route to one of the Claims 1 to 5 , characterized in that a plurality of magnets (42) is arranged on the rail traffic route, the magnetic fields of which can be sensed by a rail vehicle driving over the rail traffic route and a bit pattern can be generated from the magnetic field fluctuations (52) whose data content represents a location coordinate of the rail traffic route. Rail route to Claim 6 , characterized in that the magnets are arranged along a longitudinal extension parallel to the longitudinal axis (A) of the rail traffic route (1, 2). Rail route to one of the Claims 6 or 7th , characterized in that the magnets are grouped in a first and a second arrangement (41, 42), wherein the first and second arrangement are spaced apart from one another in the longitudinal direction of the rail traffic route, and wherein the first arrangement (41) to represent a calibration pattern and the second arrangement (42) are set up to represent the location coordinate of the rail traffic route. Rail route to Claim 8 , characterized in that the magnets are grouped in a third arrangement (43), the second and third arrangements (42, 43) being spaced from one another in the longitudinal direction of the rail traffic route, and wherein the third arrangement (43) is set up to represent a further calibration pattern is. Rail route to one of the Claims 6 to 8th , characterized in that the magnets are designed in the form of a partially magnetized metal rod (4).

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