AU666225B2 - Process for correcting axle counting errors in railway layouts and device for implementing the process - Google Patents

Abstract

Correction of the counter result (18) of a counting point (Z3) by the corresponding counter results (20) of neighbouring counting points (Z2, Z4) is permissible only if a further check has been made to ensure that the sections between these counting points which have been signalled as still occupied as a result of the counting difference are actually free; this is preferably done by comparing the counting results of other counting points (Z1, Z5) on either side of the faulty point (Z3). To correct counting errors also in the section containing branched lines, counter results are allocated to all lines in these sections. The free signal conditions for these sections are used to find free signal equations and from the two free signal equations for each counting point is found a correction equation which establishes the condition in which a counter result may be regarded as clearly false and correctable. The counter results are processed in computers which retain the axle counts of the counting points which they passed for each train. The counting point information is allocated to the storage fields in the computers for the individual trains by the concatenation of the counting points by the free signal equations applicable to them.

Description

OPI DATE 26/04/94 AOJP DATE 14/07/94 APPLN. ID 49438/93 1111111illll1ll I liii 1111111111 PCT NUMBER PCT/DE93/00847 AU9349438 i la I .M'r.1ivi V-KIKAU UUbKL( Dl)1 INTERNATIONALE ZUSAMMENARBEIT AUF DEM GEBIET DES PATENTWESENS (PCT) (51) Internationale Patentklassifikation 5 Internationale Verdffentlichungsnummer: WO 94/07730 B61L 1/16 Al (43) Internationales Veriffentlichungsdatum: 14. April 1994 (14.04.94) (21) Internationales Aktenzeichen: PCT/DE93/00847 (81) Bestimmungsstaaten: AU, BY, FI, KZ, RU, UA, europiiisches Patent (AT, BE, CH, DE, DK, ES, FR, GB, GR, (22) Internationales Anmeldedatum: IE, IT, LU, MC, NL, PT, SE).

8. September 1993 (08.09.93) Veriiffentlicht Priorititsdaten: AMi iimernationalei Recerchenbericht.

P 42 33 546.9 1. Oktober 1992 (01.10.92) DE (71)Anmelder: SIEMENS AKTIENGESELLSCHAFT [DE/ DE]; Wittelsbacherplatz 2, D-80333 Mfinchen 2 (DE).

(72) Erfinder: HOFFMANN, Gottfried Pfeilschiflerstrasse 6, D-86415 Mering POLZ, Johann Pechleite 5, D- 85276 Pfaffenhofen WILMS, Gerhard Herderstrasse 15, D-38102 Braunschweig (DE).

666225 (54) Title: PROCESS FC R CORRECTING AXLE COUNTING ERRORS IN RAILWAY LAYOUTS AND DEVICE FOR IMPLEMENTING THE PROCESS (54) Bezeichnung: VERFAHREN ZUM KORRIGIEREN VON ACHSZAHLFEHLERN IN EISENBAHNANLAGEN SO- WIE EINRICHTUNG ZUR DURCHFOHRUNG DES VERFAHRENS 'I FV Z3 [Z> Z 4 C, -h I__ t1 20 F 20 B 18 B 0 F 0 F (57) Abstract Correction of the counter result (18) of a counting point (Z3) by the corresponding counter results (20) of neighbouring counting points (Z2, Z4) is permissible only if a further check has been made to ensure that the sections between these counting points which have been signalled as still occupied as a result of the counting difference are actually free; this is preferably done by comparing the counting results of other counting points (ZI, Z5) on either side of the faulty point To correct counting errors also in the section containing branched lines, counter results are allocated to all lines in these sections. The free signal conditions for these sections are used to find free signal equations and from the two free signal equations for each counting point is found a correction equation which establishes the condition in which a counter result may be regarded as clearly false and correctable. The counter results are processed in computers which retain the axle counts of the counting points which they passed for each train. The counting point information is allocated to the storage fields in the computers for the individual trains by the concatenation of the counting points by the free signal equations applicable to them.

92P8565 Arrangement for correcting axle counting errors in railway systems The invention relates to an arrangement according to the preamble of Claim 1.

Such an arrangement is known from [German Disclosure Document] DE-OS 15 30 389. There, the individual counting points act on associated memories in which the count results determined by the counting points are temporarily held. If the count results of successive counting points tally, the track-release signal for the track section located between them is derived therefrom in a known S manner; as long as this concordance is not present, the 15 section in question remains signalled as being occupied.

,Now, if a train has cleared a series of track sections without train division, but one of the counting points has counted too many or too few axles as a result of a fault, the two sections adjoining the faulty counting point at first continue to be signalled as being occupied, since their inward- and outward-counting points show different count results. From the fact that the two counting points neighbouring the faulty counting point show, as expected, identical count results, it is concluded in accordance with the teaching of the previ,asly mentioned DE-OS that the train has cleared the sections, still signalled as being occupied, without train division. The two counting points with the identical count results then trigger the correction of the count result for the counting point located between them, which automatically causes by comparison of the corrected count result with the count results stored for the adjoining counting points the track-release signal for the sections still'signalled as being occupied due to a fault.

92P8565 This known method for the correction of axle counting errors does not take into account the possibility of exactly as many axles remaining within a section, for instance during a train division, with the train stopping or during a shunting movement, as are being counted too few or too many by a neighbouring counting point as a result of a fault. In this case the correction mechanism may lead tbo an erroneous track-release signal being given for a section which is actually still occupied. The probability of the coincidence of counting errors and train divisions or stopping of trains that can lead to an undesired trackrelease signal for a section which is actually still occupied must not be considered negligibly small, in particular in the realm of very low axle counts.

0 15 The known method can only be applied for track sections without branches, because it is bui:lt on an unambiguous, S..o rigid linkage of count results from adjacent counting points. The expenditure for the storage and the comparison •ova of the count results is considerable because of the decentralised setup of the processing logic.

This expenditure is reduced with an embodiment of the arrangement for axle count correction in accordance with the teaching of [German Patent Document] DE-PS 19 38 311.

Here, a faulty counting point is reset by means of the track-release signals of specific sections. For the triggering of such track-release signals, the count result of each counting point is compared with the rcunt result of S the first counting point of a route. The count result of this counting point remains stored until the associated 9 train has left the route. The route can be travelled simultaneously by several trains, the axle counts of which are then retained in a corresponding plurality of associated memories for the entry area and are kept in readiness for the comparison with the axle counts of the counting points along the route.

U, 92P8565 While there is no risk of an inadmissible axle count correction with this known circuit arrangement since the track-release signal for the individual sections is not made dependent on the comparison of the axles entering or leaving these sections but rather on the comparison of the axles leaving these sections with the axles entering the first section of a route when there occurs a coincidenc& of counting errors with train divisions or stopping of trains, there will thus not be an incorrect track-release signal for a section actually still occupied, and thus a correction of an in fact correct count result will therefore not occur; however, a fault at the first counting point of the route affects all the sections of this route in such a way that these sections continue to be signalled 15 as being occupied after a train has passed even if these sections had in fact been completely cleared.

o This known arrangement, too, is only suitable for application on continuous routes without branches.

ate: Finally, a suggestion can be inferred from [German Disclosure Document] DE-OS 17 80 469 that for a count result correction of a counting point one ought to compare not only the count results of the two counting points directly adjoining a faulty counting point, but that it may be sensible to perform the axle count comparison over three sections in each case. This is to ensure that even counting errors at two immediately succeeding counting points can be corrected.

From DE 32 36 367 Al an arrangement for track-release signalling is known in which computers are allocated to the individual sections of a track system in a signal box, which count the axle pulses delivered by the associated axle sensors at the start and at the end of the respective sections. Using data circuits, each computer transmits the axle numbers it has counted to the computers of the adjacent sections within the respective route that has been set up. The axle counts received by the computer of the 92P8565 section lying behind, in the direction of travel, in each case are relayed along the route at least to the computer of the section following in the direction of the destination of the route. Required criteria for a track release are obtained by the computers by comparison of two or more successive counting points in sequence, whereat as the case may be any erroneous count results present can b& corrected.

This known arrangement requires a separate computer for each section of track; these computers must at least in the case of branching tracks necessarily be aware of the route set up in each case so as to individually relay the count results they have determined to the computers of the sections following in the route of the individual trains, in order to be able to relay the count results to the respectively correct computer.

eoo It isithe objective of the invention to avoid the expenditure on computers for the management of the axle counts determined during the track-release and trackoccupied signalling of track sections at the counting points of a rail system, as well as the expenditure on the route-oriented relaying and linkage of count results for the purpose of error correction.

4. The invention achieves these tasks by application of the 25 characterising features of Claim i. The management of the count results of a plurality of counting points of a Sspecific track area in a common computer permits access at any time to the count results of different counting points required for axle count correction; there is no fixed route-oriented linkage of individual computers, but instead the common computer itself determines which count results it needs to link.

The characteristics of Claim 3 permit the method according the invention to be used also, and particularly so, for routes with branching tracks, and to selectively access, 92P8565 for correcting a count result, the count results of those counting points which the train in question has passed.

According to the teaching of Claim 2, the counting point correction is to be brought about by taking into account the count results of quite specific adjacent counting points that are obtained from a correction equation which is valid for the counting point in question. These correction equations are valid in each case for a specific type of route element; the numerical values of the count results to be taken into account in each case result from the topography of the counting point to be corrected.

In order to be able to correct, if required, the count result of the respective first or last counting point within a route area, the characteristics of the method in Claim 3 provide for the count results of counting points in the adjoining route areas to be accessed for this purpose.

S

In accordance with the teaching of Claim 4, the computers &to are to store the axle counts at least until the axles leave the respective route area and thus keep them available for the maximum correction time.

S In a modification of the prior art, the features of Claim provide for each point leg of each route element to be assigned a separate counting point with its own counter state, with the counting points having their own counter state also being adapted to being used jointly for adjacent route elements in accordance with Claim 6. Only by keeping S available these counter states at all sections pointing to a neighbouring route element is it possible to perform a count correction even in the area of turnout legs and in the area of crossings.

In order to simultaneously deal with the axle counts of a plurality of vehicles or vehicle formations within a route area there is provision, in accordance with the teaching of Claim 7, for each vehicle/vehicle formation to be temporarily assigned a memory area as it penetrates a route 92P8565 area, into which [memory area] the axle counts of the counting points which have just been passed by the vehicle/vehicle formation are continuously loaded, in keeping with the advance of the vehicle/vehicle formation.

According to Claim 8, in order to give clearance fbr the correction of a count result one should preferably employ, the count results of counting points assigned to the entry respectively exit sections of the vehicle/vehicle formation into, respectively out of, the route area, since this permits correction of the count results of all intermediate counting points of the route area.

For the route-oriented linkage of the count results, the computer is to store, in accordance with Claim 9, the track-release equations of each counting point passed at "15 least until the vehicle/vehicle formation has cleared the following counting point, so that the route taken by the r vehicle/vehicle formation can be deducted from the equality of the track-release equations assigned to these respective a. e.

counting points and thus the respective results that belong together can be brought together.

In accordance with the teaching of Claim 10, the computer erases the memories temporarily set up for the individual vehicles/vehicle formations at the earliest when the vehicle/vehicle formation leaves the route area, whereby 25 these memories can then be assigned to subsequent vehicle/vehicle formations.

Given the necessary preconditions, the correction of a count result is to take place either automatically or manually by an operator, in accordance with the teaching of Claim 11, whereas in every case each correction is to be recorded in a log in accordance with Claim 12.

Claim 13 characterises the uge of counting points with different handling of the count results and Claim 14 indicates how a persistent fault condition of a counting point can be advantageously detected.

II II 92P8565 The invention is explained in greater detail below with reference to contexts which are illustrated graphically in the drawing.

In the drawing, Figure 1 shows the arrangement of counting points with different types of route elements together with associated track-release equations; Figure 2 shows the principle of the counting-error correction according to prior art; Figures 3 and 4 show two cases in which the known method can lead, under unfavourable conditions, to an inadmissible correction of count results; 9 Figure 5 shows a route area consisting of four sets of points, together with count results detected by the 15 individual counting points; Figure 6 shows the derivation of the correction equation see that is valid for a specific counting point, as well as the assumptions and preconditions for carrying out the error correction and .0 20 Figure 7 shows the information stored in the computer for a vehicle/vehicle formation about the count results detected by the individual counting points during the advance of the vehicle/vehicle formation, as well as the track-release equations used for the route-oriented linkage of the count results.

For better comprehension of the invention, the principle of S correcting a counting error known from the prior art will be explained first with reference to Figure 2. Figure 2 shows a route with a total of five counting points Zl to which are illustrated by in each case two adjacent dots.

These dots represent any wheel detection devices used to detect passing vehicle axles depending on the direction of travel. The route is assumed to have been travelled by a vehicle formation FV which is to have completely passed the -I I a 92P8565 counting point Z3 at a first observation time tl. This vehicle formation is to have 20 axles which are to have been detected correctly by the counting points Z1 and Z2; the axle counts are entered below the individual counting points. Via the mutually corresponding count results of the counting points Zi and Z2, the section between these counting points is signalled as being clear; sections signalled as being clear are designated with an F, sections signalled as being occupied with a B. Due to a fault, counting point Z3 is assumed to have counted two axles too few. As a result the section between counting points Z2 and Z3 continues to be signalled as being occupied even though the section has been cleared. If the vehicle formation FV o now passes counting point Z4 and counting point Z4 again counts 20 axles, it is assumed in application of the S" known method that the train has completely cleared the sections signalled as being occupied, and at a point in time t2 there then occurs a comparison of the count results of counting points Z2 and Z4 that are adjacent to the *ao faulty counting point. Because the count results of these counting points tally, the count result of counting point Z3 that is bracketed by them is now corrected. As a result, S conformity is also determined between the count results of counting points Z2 and Z3, as well as Z3 and Z4, which causes the sections signalled as being occupied due to a S fault to be signalled as clear.

It is permissible to employ the method of correction detailed above as long as it can be assumed that there have 600 not remained due to train division, train stopping or reoccupation of a an earlier cleared section because of vehicles rolling back exactly as many axles of a vehicle/vrhicle formation in a section as have been counted too few or too many by a counting point spatially adjoining the section that is still occupied. For in this case it could happen that the effects of both processes cancel out each other, so that, inadmissibly, an actually still occupied section may be signalled as cleared. The

I

92P8565 possibility of such a clearance signal is not negligibly small, particularly in the realm of very low axle counts.

Figures 3 and 4 illustrate two scenarios for such a fault happening. In the example of embodiment in Fig. 3 it is assumed that a vehicle formation has passed the section, with a twin-axle vehicle remaining in the section between counting points Z1 and Z2 due to train separation; counting point Z3 is to have detected an axle count higher by two axles due to a fault. From the graphical representation of Fig. 3 one can see that because of the identical axle counts of counting points Zl and Z3, the count result of counting point Z2 is corrected the consequence being that the sections situated between these counting points are signalled as cleared even though the section between S15 counting points Zl and Z2 is actually still occupied.

a.

a In the example of embodiment in Figure 4, a twin-axle vehicle is to have remained between counting points Z4 and Z5; counting point Z3 is to have counted two axles too few.

em..

S Here, the identical count results of counting points Z3 and Z5 initially cause the correct count result for counting point Z4 to be corrected to the lower axle count, with the result that because of the correspondence of the count results of thb counting points Z3 to Z5 the sections between these counting points are subsequently signalled as cleared even though the section between counting points Z4 S and Z5 is actually still occupied.

Such erroneous track-release signals can be obviated if in the comparison of axle counts for a faulty counting point one not only includes the axle counts of the directly adjoining counting points, but in addition at least the axle count of a further counting point lying ahead in the direction of travel.

To be able to compare the count results of these counting points with each other, it has been necessary until now not only to transmit these count results by means of data circuits between computers allocated to the individual 92P8565 track sections, but these computers also had to be individually linked in accordance with the route set up in each case. In the case of a route traversing the main leg of a set of points, for instance, the count result of a section lying behind thus had to be relayed to a different computer than in the case of a route using the turnout leg of this set of points. All this required high expenditure' on computer hardware, and high expenditure on the routeoriented linkage of these computers for track monitoring.

Another disadvantage is that due to the route-oriented linkage of the count results of at least four counting points, the periods of occupation of the individual track sections are prolonged even when no counting errors are Spresent.

15 The invention proposes to manage the count results of a plurality of spatially neighbouring counting points in a common computer, and to enable this computer to itself or6 S select, from among the axle counts stored in it, those that 00 need to be compared with each other if required. This determination occurs dtring the course of a train movement, rather than before, by means of linkage of computers according to the route set up in each case. Furthermore, *9 Sonly as many axle counts are compared with each other as S are required for the track-release signal for a section, that is, in each case two count results if all counting means taking part in the counting process function correctly, and only in case of a fault at least four.

04 In this way the usual track-release signal for the individual sections by the counting points bounding the O 30 sections is not delayed, so that it occurs immediately after the clearing of a section. Only in the case of counting errors is the track-release signal for the track sections affected by miscounting delayed until the route being checked by the counting points used for the additional checking of the free state of the track has been cleared. This delay can be readily accepted since counting 92P8565 errors are exceptions which do not occur too often; usually one estimates one counting error per counting point per year of service.

The examples of embodiments in Figs. 2 to 4 show simple, easily grasped conditions as they concern continu6us routes without branches, on condition of there having been no counting errors and no train divisions, the successive counting points must always have the same counter state after a complete train journey. One can easily determine from the actual counter states whether the sections are clear, whether they are occupied or whether an incorrect count has occurred. The situation is different for routes with track branchings. For this please refer to Fig. 5 of the drawing.

15 Fig. 5 shows a portion of the route consisting of four sets of points W1 to W4. It shall initially be assumed that only the axles entering this route area and leaving it are detected at the counting points Z6, Zll, Z8 and Z13. A S total of three train movements comprising 10, 20 and 8 axles respectively are to have taken place; the train movements are indicated in the drawing by chain-dotted lines. The axle counts detected by the individual counting points are given in brackets next to the counting points.

T After cokpletion of the train movement the counting points 25 observed all show different counter states. It can no Slonger be readily detected whether the route between the counting points is free, whether it is occupied or whether o a counting error has occurred somewhere.

**9r edb@ In order to enable a determination regarding the presence of counting errors as a precondition for a subsequent count result correction to be made also for the area of track branchings, the invention provides for each point leg of a route element pointing toward an adjacent route element to be assigned a counting point with its own count result, whereas a common counting point may be assigned in each case to the adjoining legs of neiqhbouring route h--iX~ IUYYC ICIIICI;I~ 92P8565 elements. Assignment of the counting points the individual neighbouring route elements for .ie different types of route elements is apparent from Fig. 1. Here, a track section A, a set of points W and a crossing K are illustrated, with associated counting points at each track branching. Next to the three types of route element indicated, the conditions for giving the track-release signal of the respective route element are specified in the form of a track-release equation. The number NA of the vehicle axles stopping in section A is equal to the difference between the axle counts N14 and N15 detected by the bounding counting points Z14 and Z15 as a function of the direction of travel. For section A, a track-release signal FA=L is triggered if the number of axles which have entered the section and have been detected by counting b 4P S point Z14 is equal to the number of axles which have left the section and have been detected by counting point SIn the case of the set of points W, the number NW of axles travelling through the set of points is defined by the Obh difference between the vehicle axles N16 which have entered, for example via counting point Z16, and the axles N17 and N18 which have left via the turnouts and counting points Z17 and Z18. The track-release signal FW=L for the set of points is then given if the number of vehicle axles 4.4 N16 which have entered via the common line is equal to the number of the axles N17 and N18 which have left via the point legs, or vice versa.

A crossing K with its four point legs is bounded by four counting points Z19 to Z22., The number of vehicle axles NK ":30 situated in the crossing area is equal to the difference between the vehicle axles N19 and N21 which have entered for example via counting points Z19 and Z21 and the vehicle axles N20 and N22 which have left via counting points and Z22. The crossing K is clear, with the result that a track-release signal FK=L may be triggered, if the sum of 92P8565 vehicle axles N19 N21 which have entered is equal to the sum of the vehicle axles N22 N20 which have left.

When related to the route setup of the example of embodiment according to Fig. 5, the application of the measures after Fig. 1 means that the sets of points proposed there are provided, at their entries and exits, with associated counting points at which the respective passing vehicle wheels can be detected in relation to their direction of travel. In the following will be demonstrated, by way of example, how the correction of a counting point result is to be performed in the case of a track element with a turnout. Counting point Z10 may serve as an example.

This counting point detects the vehicle axles passing over O the turnout legs of the sets of points W2 and W4. Thus, two 15 track-release equations are valid for it, namely that for 0O the:set of points W2 and that for the set of points W4. The U* 00 two track-release equations have been listed in Figure 6.

By equating the two track-release equations one arrives at a so-called correction equation for counting point Zl0.

This correction equation shows that the count result of counting point Z10 does not matter at all for the trackrelease signalling for the sets of points W2 and W4 if the count results of the remaining counting points of the two sets of points are known; i.e. even if the count result of a* l counting point Z10 is in error due to a fault, the track- 0 5 release signal for the sets of points can be derived from a so the numerical values of the count results of the other counting points of the sets of points. A numeric check of n the correction equation confirms this conclusion. Error correction may therefore be carried out in accordance with

S

the teaching of the present invention if the following conditions are fulfilled: i. The two sections adjoining the respective counting point to be corrected must be occupied after a train movement.

92P8565 2. The premise of the correction equation for the counting point to be corrected must be fulfilled, i.e. the sum of entering and exiting vehicle axles detected by the other counting points of the sections affected by the fault must be zero.

3. Count result correction may be carried out only after, and only if, the sum of axles which have entered the route area with the faulty counting point is equal to the sum of axles leaving this area, whereas the detection of these axle counts may be performed at counting points remote from the faulty counting point.

Corresponding correction equations can be produced in the same way for all other counting points of a track system.

They are used as required for any count result correction which may be necessary.

The technical realisation of the track-release process is

C..

effected by means of a computer, preferably a multicomputer system consisting of single computers or dual computers for processing in a reliable manner, from the point of signalling technology, the respective count results of a plurality of associated counting points. With this, the arrangement is preferably to be made such that S each individual computer manages the count results of, for oC** example, 20 counting points the associated track sections of which adjoin one another on the track plan and belong to S a common route area. The counting points at the route area boundaries in this case preferably make up the counting points which are used for the additional checking of the track-release state of the associated route area. The :30 computers store the axle counts, transmitted to them from the individual counting points, at least for as long as they are required for a subsequent axle count correction, that is to say, preferably until the vehicle axles exit the associated route area.

As long as only a single vehicle/vehicle formation is 92P8565 travelling through a route area, the travel events of the individual counting points can be unambiguously assigned to this vehicle formation. With larger route areas, however, there is a possibility of them having been passed simultaneously by a plurality of vehicle/vehicle formations. In this case unambiguous assignment of the travel events to the individual trains is no longer readily made. One possibility of assigning count results would be to link these count results depending on the position, defined by the respective route control instruction, of the individual sets of sorting points. However, this presupposes an interaction of the axle counting with the signal box, which is not always available. The arrangement for counting-error correction according to the invention S. 15 therefore provides for the linking of the count results in the individual computers by the advancing train itself, namely by using the track-release equations that are valid for the individual counting points. As soon as a counting oee S point is activated, the associated computer detects which 20 counting point it is and to which type of route element this counting point is assigned. From the respective type of route element, the computer knows the model of the associated track-release equations, which is then o o implemented while making allowance for the track topography using the data for the associated counting points and the count results of the counting points that S feed into in the associated track-release equations. From the track-release equations of the activated counting point in question, the computer thus recognises the other counting points that may be involved in the occupation of the track sections to which the activated counting point belongs. It also knows, among other things, the trackrelease equations for the previously passed counting point.

From the concordance of the track-release equations for the counting point which has just been activated and the counting point activated previously, the computer realises, with the advance of the train the axle counts of which are 92P8565 to be determined, that the count results of these two counting points are associated with the same vehicle/vehicle formation. In this way it can assign the counting point sensor signals arriving in sequence to quite specific vehicles/vehicle formations.

The invention provides for the computer of a specific route area to temporarily set up a memory for each vehicle/vehicle formation penetrating it into which the axle counts detected by the counting points in the respective route are progressively loaded as the vehicle or vehicles move/s forward. In the manner detailed above, the computer decides to which of these memories the axle counts of a specific counting point are to be fed based on its awareness of which counting point is active in each case and the track-release equations of this counting point as S well as the knowledge of the track-release equations of the counting point previously passed by this vehicle/vehicle eve formation. The track-release equations for the individual counting points must be stored in the respective memories ee: 20 of the computers at least until the linkage with the next counting point in question has succeeded. Once a train has completely cleared a route area, the memory set up for it can be erased again and held ready to receive [the data relating to] a different train entering the route area.

0**S 25 Figure 7 shows a diagrammatic view of how the data are set up in a memory of this kind. For any train A penetrating a route area, the computer reserves a memory area which is subsequently designated the correction group. The count results of the counting points passed by this train are then stored byte by byte, with the count result NX=NE of S" the first counting point intended to be drawn upon for a possible correction of a different counting point passed later by the train. It is assumed that, at the moment of observation of the correction group, the train passes counting point Z12 of the route area as per Fig. 5. This counting point is assigned the two track-release equations 92P8565 indicated in Fig. 7 at the 5th byte. As counting pulses for counting point Z12 arrive, the computer checks, at all correction groups it has set up, the track-release equations of the counting points last activated there and thereby recognises, in the correction group of the train A for counting point ZlI, a track-release equation which corresponds to a track-release equation for counting point Z12. From this, the computer determines that counting point Z12 has been passed in sequence after counting point Zll, in other words, that the train has thus moved forward past counting point ZI up to counting point Z12. Subsequently, it sums the counting pulses adduced from counting point Z12 to form a count result and stores this in the 5th byte of the correction group for train A. Corresponding processes 16 are repeated as the train advances further, for example by way of counting point Z13, up to an exit counting point of the route area. At the end of the train movement, then, the count results NX=NE, NY, NZ, Nll, N12, N13, NU, NV and NW=NA of all counting points passed successively by train A during its passage through the route area are listed in the correction group so that they can be used for correction of counting points, if necessary, according to the rules of the correction equations valid for the individual counting points once the other conditions are fulfilled (track 25 occupations, additional track-release signal). Once again, 0 the additional track-release signal preferably can be triggered by the count results NE and NA of the entry and exit counting points of the route area.

Correction of each count result can either proceed automatically when the train leaves the route area or else it can be performed manually by an operator who must then assume responsibility for this operation. In any case it is advantageous to retain each correction in a log of faults detailing at least the counting point and time for any subsequent investigations.

92P8565 It is also possible to store a corresponding entry for a counting point whose count result is corrected in order to determine whether this counting point yields false count results also during later train journeys. In such a case, this counting point could be excluded, after a specific number of counting errors, from any further correction of its count resul :s.

The arrangement according to the invention is independent of the type of counting points used, and that is true both as regards the actual sensors for wheel detection and as regards the possible counting mechanisms for the wheel pulses. Thus, as is assumed in the case of the examples detailed, the axles actually having passed can be summed, for the individual counting points, according to the 0000.015 direction of travel. It is also possible, however, to erase the count results of the counting points of each track element in each case simultaneously or in accordance with oo the track-release progress as a train advances; the count results of these counting points are then always zero when 0000 20 the associated track is free. However, erasure of the count results is permissible only once it is certain that the individual count results are no longer needed for a possible correction of a following counting point, i.e.

erasure of the count results would have to be made 0000 dependent on the track-release signal for a track element following in the route path.

Application of the arrangement for counting-error correction according to the invention is also possible without restriction in the case of journeys using two-way working of tracks and can be applied to advantage there.

Claims (11)

1. Arrangement for automatically correcting axle counting errors in railway systems, employing counting points arranged along a route that serve to count passing vehicle wheels and whose count results serve to trigger track- release and track-occupied signals for associated track sections, each bounded by at least two adjacent counting points and with which, if the count results of two counting points disposed on either side of a counting point tally, the count result of this latter counting point may be corrected if it differs from that of the adjacent counting points and their count results agree with the count result of at least one selected counting point lying ahead in the direction of travel, .15 characterised in that the management of the count results detected by the counting points occurs in computers, with each computer managing the axle counts of a iplurality of counting points, the associated track sections of which adjoin under the route plan and belong to a common S 20 track area; in t h a t a track-release equation is stored in the computers for each of the track sections monitored by them, which describes, for the free track section, the numeric relationship between the respective numbers of axles that have entered and those that have exited; and in that the computers determine, for purposes of count result correction, the selected counting point or counting points by means of sequencing these equations according to the track topography of the associated sections and the .30 actual movement of the vehicles and accessing the axle counts stored for these. 92P8565

2. Arrangement according to Claim 1, characterised in that for each counting point 4ey managed) the computers o=m- from the two track-release equations into which is bound the count result of this counting point, by equating these equations a correction equation valid for this counting point that states which count results or count result totals of other counting points are to be drawn upon for the correction of the count result of the respective counting point.

3. Arrangement according to Claim 1, characterised in that in order to effect a possible correction of the count result of the first respectively last counting point of the track area monitored =te in each case, the computers use the count result of a counting point in the respective adjoining track area accessible via this [first S. or last] counting point.

4. Arrangement according to one of, Claims 1 to 3, o characterised in that the computers store the axle S. counts transmitted to them from the individ.uaal counting off: 20 points at least until these axles leave the respective associated route area. Arrangement according to Claim i, characterised in that a counting point with its own count result is assigned to each point leg of a route element pointing to an adjoining route element. S6. Arrangement according to Claim i, characterised in that in each case a common counting point (Z7, Z9, Zl0, Z. 12 is assigned to the adjoining legs of neighbouring route elements. S

7. Arrangement according to one of Claims 1 to 6, characterised in that the computers temporarily allocate a memory area to each vehicle/vehicle formation penetrating the respective route area monitored by them, and store there the axle counts detected by the successive counting points in the route as they are being passed 92P8565 during the advance of the vehicle/vehicles, with the computer taking the decision as to which of these memory areas is to be fed the axle count of a specific counting point based on the knowledge of the respective active counting point (Z12) and the knowledge of the track-release equations of this counting point (Z12) as well as that of the counting point which has been previously passed by this vehicle/train.

8. Arrangement according to Claim 7, characterised in that, from among the axle counts stored in the memories in a route-oriented fashion, preferably the axle counts of the counting points assigned to the entry and exit sections of the respective route are employed for the additional checking/monitoring of the track-release state of sections 15 that due to a fault are still being signalled as being occupied. 4 so

9. Arrangement according to Claim 7, characterised in 0: that track-release equations valid for each type of track section are stored in the computers, and in that each 6**P computer determines for the route-oriented linkage of the axle counts transmitted to it from the counting points the track-release equations of the individual counting points and stores them at least until the next respective counting point in the route becomes active for this route element. Arrangement according to one of Claims 7,8, or 9, characterised in that the computer erases again a memory set up for route-oriented linkage of count results *0 upon the complete clearing by the associated train of the :30 respective route area monitored,-Iz.

11. Arrangement according to one of Claims 1 to characterised in that the correction of a count result oecurs, either automatically or manually, by application of the respective correction equation in question when the corresponding count results are present. 92P8565 ZZ

12. Arrangement according to Claim 11, characterised in that each count result correction leads to a corresponding- recording of this process, at least as concerns counting point and time.

13. Arrangement according to one of Claims 1 to 12-, characterised in that the counting points progressively sum the travel events detected by their sensors as a function of the direction of travel, or in that their count results are erased each time once the respective section and a route element following in the route are signalled as being clear.

14. Arrangement according to Claim 12, characterised in that the computers store an appropriate entry for a counting point whose count result is corrected, and in that 15 the computers carry out a predetermined response in the case of a repeated correction being necessary for successive train journeys. 00 S 0 o 5 SP.c h S e e Io e8 o eoewoo I