CA3238470A1 - Method for operating a rail network, comprising monitoring of infrastructure components - Google Patents

Abstract

The invention relates to a method for operating a rail network, involving monitoring of infrastructure components (29, 37) which are part of the railside control and safety technology of the rail network, wherein the infrastructure components (29, 37) are each assigned a unique identifier and component data of the respective infrastructure components (29, 37) associated with this identifier are recorded in a central electronic database (3), wherein the component data comprise at least component-type data and life-cycle data, wherein the user (5, 7, 9, 11) can access the database (3) by means of a standard data interface, and in the case of life-cycle events (15, 17, 19, 21, 23, 25, 27) the associated life-cycle data of the infrastructure components (29, 37) is updated in the database (3), and wherein due dates for servicing and/or for replacement of subsets of the infrastructure components (29, 37) are determined by means of the database (3), wherein the locations of the infrastructure components (29, 37) of the subsets are determined by means of the database (3), and then the infrastructure components (29, 37) of the subsets are serviced and/or replaced. The invention achieves a high operational safety in a rail network, in a simple manner.

Description

METHOD FOR OPERATING A RAIL NETWORK, COMPRISING
MONITORING OF INFRASTRUCTURE COMPONENTS
[0001] The invention relates to a method for operating a rail network, in which 5 infrastructure components are monitored.

[0002] Rail networks comprise numerous components that are important for the trouble-free operation of the rail network.
10 [0003] The Internet publication "GS1 im Bahnsektor", downloaded on 11/4/2021 from https://www.gs1-germany.de/branchenangebote/technische-industrien/gs1-standards-im-bahnsektor/, proposed to implement the life cycle management of components, tracking of 15 cars and locomotives, and servicing management of infrastructure components. The use of the GS1 standard is proposed for the collection of operational life cycle data. There are also reports of a wheelset bearing being uniquely identified at the Schaffler company.
20 [0004] Infrastructure components that are part of the railside control and safety technology are of particular importance for safety in rail networks. When installing and servicing infrastructure components of the railside control and safety technology, it can in particular be difficult to trace whether and where corresponding components have been installed in the rail network. For example, 25 surplus components may be moved by installers between different construction sites according to the urgent need identified by the individual installer.
This makes it difficult to targetedly replace or service the corresponding infrastructure components of the railside control and safety technology at a later date. This can impair the operational safety of the rail network.
[0005] The online publication "Wer wir sind und was uns antreibt ¨ Ober fTRACE", downloaded on 11/4/2021 from https://web.ftrace.com/ueber-uns, disclosed the practice of collecting traceability data in the fish and meat processing industry, and in particular setting up data transmission and data queries spanning multiple companies.
[0006] The Wikipedia article "EPCIS", downloaded on 11/4/2021 from https://de.wiki ped ia.org/wiki/EPC IS, disclosed the practice of recording events in accordance with a standard using specified interfaces, with which users can increase control over their processes.
[0007] The object of the present invention is to achieve a high level of operational safety in a rail network in a simple manner.
[0008] This object is achieved by a method for operating a rail network, wherein infrastructure components which are part of railside rail network control and safety technology are monitored, wherein the infrastructure components are each assigned a unique identifier, and component data of each of the infrastructure components associated with this identifier are recorded in a central electronic database, wherein the component data comprise at least component type data and life cycle data, wherein users access the database by means of a standardized data interface, and, when life cycle events occur, the associated life cycle data for the infrastructure components are updated in the database, and wherein reasons for servicing and/or for replacement of subsets of the infrastructure components are determined by means of the database, wherein the locations of the infrastructure components of the subsets are determined by means of the database, and then the infrastructure components of the subsets are serviced and/or replaced.
[0009] The central electronic database can be used to record relevant events for infrastructure components of the control and safety technology and, in particular, to track these infrastructure components easily and reliably throughout their life cycle. The information from the database can be used to identify and track down infrastructure components of the control and safety technology that require servicing or replacement, and the replacement and servicing can be carried out quickly and easily. This makes it particularly easy and reliable to ensure operational safety in the rail network.
[0010] Railside control and safety technology includes, in particular, signal box technology and infrastructure components for train control. Switch structures, signals and sensors for detecting traffic on the rail network also fall under control and safety technology. The term "railside" is understood to mean the opposite of "vehicle-side".
[0011] The central electronic database can be implemented on a database server, to which typically a large number of other computers are connected, and from which access to the database is possible. In particular, the central electronic database can be part of a cloud computing infrastructure.
[0012] The standardized data interface enables harmonized access to the central electronic database by a large number of different users. In particular, the standardized data interface can be a data interface according to the EPCIS (Electronic Product Code Information Services) standard. The unique identifier is preferably an identification number, for example the GTIN
(Global Trade Item Number) of the GS1 system.
[0013] The component type data for the infrastructure components can be serial and/or component numbers in particular. Life cycle data is data that is generated during the life cycle of the infrastructure component. In the case of infrastructure components in the form of sensors, life cycle data can also include measurement data from the sensors.
[0014] A reason for servicing and/or replacement of a subset of the infrastructure components may, for example, start with the discovery of a series error or a desired update or upgrade. The central electronic database can then use the

3 component data, in particular the component type data, to determine which infrastructure components are affected, and the locations of the infrastructure components of this subset can be determined, and the infrastructure components of this subset can subsequently be serviced and/or replaced.
[0015] Reasons for servicing or replacement can also be based on or additionally founded on the life cycle data of the infrastructure components.
In particular, previous use, known mechanical, thermal or electrical loads, and age may necessitate servicing or replacement.
[0016] In a variant of this method, the life cycle events comprise one or more of the following events: manufacture, storage, servicing, trackside installation, trackside removal. During production, the identifier and - as component data - the component type data, and the date of manufacture are particularly relevant. During storage, in addition to the identifier and the date of registration/deregistration, the location of the storage warehouse is particularly important. During servicing, it is also important to know which servicing steps have been carried out. For trackside installation and removal, the location is important in addition to the identifier.
[0017] In a further variant of this method, the infrastructure components also comprise complex infrastructure components, each comprising one or more replaceable subcomponents which are not themselves recorded in the database as infrastructure components, and replacement of a subcomponent of a complex infrastructure component is also recorded as a life cycle event, wherein at least a date for the replacement of the subcomponent and a subcomponent type of the newly installed subcomponent are also recorded for this life cycle event.
[0018] Complex infrastructure components are infrastructure components that comprise a large number of subcomponents. At least some of the subcomponents of complex infrastructure components are replaceable subcomponents. It is not always possible or sensible to record the

4 replaceable subcomponents separately as infrastructure components of their own with component data in the central database. As a rule, such a recording process would involve at least a great deal of effort.

5 [0019] Overtime, a replacement of a subcomponent of the complex infrastructure component may occur. This replacement may subsequently affect the function and/or durability of the complex infrastructure component, or become otherwise relevant at a later date. In such cases, it is advantageous if the replacement of the subcomponent is recorded as a life cycle event for the complex infrastructure 10 component and the date of replacement and the subcomponent type are also recorded. The date of replacement and the subcomponent type of the new subcomponent can be stored in the central database as part of the component data of the complex infrastructure component; this is possible with little effort.
15 [0020] If, for example, after replacing the same subcomponent in a large number of complex infrastructure components, it turns out that this replacement leads to problems, the central database can be used to determine which subset of the complex infrastructure components subsequently requires servicing (e.g. by replacing the subcomponent) and/or may have to be replaced completely, and 20 where the complex infrastructure components of the subset are located.
[0021] In a further variant of this method, the infrastructure component has a marking which can be read by a user by means of an electronic terminal communicating with the database, and which allows conclusions to be drawn 25 about the unique identifier. In particular, the marking can be read out optically or by radio, preferably RFID, by means of the electronic terminal.
[0022] To record the component data in the central database, it is particularly advantageous if an existing infrastructure component can be easily identified.
30 Such easy identifiability is ensured by the marking. The possibility of drawing conclusions about the identifier means that the component data assigned to the infrastructure component in question can be recorded in the central database after the marking has been read out using the electronic terminal communicating with the database. The electronic terminal can be, for example, a tablet computer or a smartphone. Optionally, the marking can also have human-readable components. The marking can be in the form of a 5 sticker or engraving, for example.
[0023] The database can also be updated with component data via the electronic terminal after or when reading out the marking. For example, if the infrastructure component is put in storage in a warehouse, the infrastructure 10 component can be identified via the marking, and the date and location of the warehouse can be recorded as component data in the central database.
[0024] Depending on the application, the user can also manually enter additional component data into the central database via the electronic terminal. This can 15 occur, for example, during servicing of the infrastructure component, when the user has carried out certain servicing steps that are not automatically recorded.
[0025] The marking can, for example, be an optically machine-readable marking. Corresponding examples are barcodes or 2D codes that can be 20 read out with barcode readers or cameras.
[0026] Alternatively, the marking can be machine-readable by radio. RFID
("radio-frequency identification") technology is particularly suitable for this purpose. Passive RFID tags are preferred.
[0027] In a further variant of this method, the infrastructure components comprise sensors for detecting traffic in the rail network and/or associated sensor parts. The sensors are preferably sensors for train detection. For example, these can be ultrasonic sensors, microwave sensors and/or optical 30 sensors. However, the sensors can also detect non-train traffic, such as road vehicles and pedestrians crossing or intending to cross train traffic.

6 [0028] In a further variant of this method, the infrastructure components comprise axle counters or axle counter parts. An axle counter is a special sensor device that counts in particular the number of axles that pass a rail at the point where the axle counter is fitted. One possible measuring principle for axle 5 counters is based on measuring the elastic deformation caused by the weight of a train transferred from the axle to the rail, using a strain sensor element. The strain sensor element belonging to the axle counter parts can, in particular, comprise a fiber Bragg grating whose strain state can be measured optically.
10 [0029] Axle counters play a crucial role in the safety of the rail network. In particular, axle counters can be used to determine whether a particular section of track is still occupied by a train or has been completely cleared, and can therefore be made available for subsequent trains without the risk of a collision. It is therefore important to record the component data of axle 15 counters for example if, after installation, it turns out that a certain batch of axle counters has a series defect and needs to be replaced.
[0030] In a further variant of this method, trackside interim storage facilities for infrastructure components are set up in the rail network, and the life cycle 20 events also include putting into storage of infrastructure components in the trackside interim storage facilities and the removal of infrastructure components from the trackside interim storage facilities. A trackside interim storage facility is typically only set up for the duration of construction or servicing work on a track section of the rail network. In particular, the interim 25 storage facility is set up for a period of 1 year or less, preferably 6 months or less, particularly preferably 1 month or less. Infrastructure components, for example, are then stored in the trackside interim storage facility for subsequent installation on site.
30 [0031] A major problem with such interim storage facilities is that currently, in general, they do not have typical storage infrastructure. In particular, registration and/or deregistration during putting into storage and/or removal

7 is/are currently generally not provided. In many cases, there are also more infrastructure components in the interim storage facility than are actually installed on site, e.g. in order to have a sufficient buffer in the event of failures.
Once the construction work has been completed, there may still be 5 infrastructure components left over, which may be moved to other locations, e.g. to other interim storage facilities. This means that in many cases it is currently no longer possible to trace the location of an infrastructure component.
10 [0032] However, if the life cycle events also include putting into storage of infrastructure components in the interim storage facilities and their removal from the interim storage facilities, each of the locations of the infrastructure components can be seen from the central database. In addition to the location of the interim storage facility, the component data of the infrastructure 15 components can then include the date of putting into storage in and/or removal from the interim storage facility, for example. Registration or deregistration on site is particularly easy if the infrastructure component has a marking that can be read by a user using an electronic terminal that communicates with the database.
[0033] In a further variant of this method, component data of other infrastructure components that do not belong to the subsets are evaluated to determine the reasons for servicing and/or replacement of the subsets of infrastructure components. Reasons for servicing and/or replacement arise not only from the 25 evaluation of the component data of the infrastructure components themselves that are being replaced, but alternatively or additionally also from the evaluation of component data of other infrastructure components. In many cases, these allow conclusions to be drawn about the infrastructure components of the subsets and/or their technical condition, especially if the infrastructure 30 components of the subsets and the other infrastructure components are spatially adjacent or are collectively affected by certain influences in some other way.
The

8 evaluation of the component data of the other infrastructure components is particularly easy precisely due to consolidation in the central database.
[0034] Other infrastructure components that can be considered include, for example, trackside sensors, which can be used to record the number of passing trains or passing train axles and/or the speed and/or weight of passing trains, for example. The measurement data recorded in this way is then component data of the sensors, which can be recorded in the central database.
The sensors are preferably electronically connected to the central database and automatically report the measurement data to the central database.
[0035] Alternatively or additionally, balises, for example, can also be considered as other infrastructure components. Balises are transponders in the railroad track that store railroad operational information and can pass it on to rail vehicles that pass the balises. The railroad operational information recorded and/or stored in the balises then represents component data that are recorded in the central database. The balises are preferably connected electronically to the central database and automatically report the measurement data to the central database for this purpose.
[0036] The infrastructure components of the subsets may include, inter alia, switches, in particular switch drives and point locks, as well as all trackside signal box components.
[0037] In a further development of this variant, information on the number and/or intensity of loads, in particular mechanical and/or thermal and/or electrical loads, on the infrastructure components of the subsets is determined from the component data of the other infrastructure components and included when determining the reasons.
[0038] Information on the number and/or intensity of loads on the infrastructure components of the subsets is particularly relevant for determining the reasons for

9 servicing and/or replacement. The higher the number and the greater the intensity of the loads, the sooner servicing or replacement is typically required.
Possible loads include mechanical loads, such as vibrations, and thermal loads.
Electrical loads, for example voltage peaks, which can result from switching operations, or 5 external factors such as lightning strikes, can also play a role.
[0039] If, for example, the speed and weight of trains passing a switch structure are measured by a sensor and recorded in the central database as part of the sensor's component data, this allows direct conclusions to be drawn about the

10 number and intensity of associated loads and, consequently, the wear and tear on the switch structure. The component data of the sensors can thus be used to determine a suitable time for servicing or replacement of the switch structure.
[0040] In a further refinement of this further development, the other infrastructure 15 components are axle counters or axle counter parts and the component data of the other infrastructure components is measurement data from, in particular a number of events counted by, the axle counters or axle counter parts. The number of counted events is typically the number of axles that pass the rail at the point where the axle counter is mounted. A major advantage of axle counters is the 20 particularly reliable recording of counted events.
[0041] In a further variant of this method, external information that does not originate from the database is evaluated to determine the reasons for servicing and/or replacement of the subsets of infrastructure components, whereby the 25 external information is correlated with component data from the database.
In addition to component data recorded in the database, external information can also be used to determine the technical condition of the infrastructure components, i.e. information that is not directly component data of infrastructure components of the railside rail network control and safety technology. In particular, 30 the evaluation of external information can allow the degradation of the infrastructure components of the subsets to be determined.

[0042] The external information can, for example, be retrieved automatically via a computer network. The correlation of external information allows, in particular, for an assignment to specific infrastructure components. If the external information is, for example, information on location-dependent 5 environmental influences, this information is aligned with the locations of the infrastructure components of the subsets determined from the database.
[0043] In a further development of this variant, information on a number and/or intensity of loads, in particular mechanical or thermal loads, on the infrastructure components of the subsets is determined from the external information and included when determining the reasons. Information on the number and/or intensity of loads on the infrastructure components is particularly relevant for determining the reasons for servicing and/or replacement, as these tend to degrade the infrastructure components.
15 Therefore, external information that allows for the determination of information regarding the number and/or intensity of loads is particularly relevant.
[0044] In a further refinement of this further development, the information about a number and/or intensity of loads is information about the number of 20 trains that pass the locations of the infrastructure components of the subsets and/or their speed and/or their weight. In this case, the external information may be data from an external database from which the aforementioned information on the trains results, and which external database may be linked to the central database. When trains pass the locations of the infrastructure 25 components of the subsets, this leads in particular to mechanical loads.
The higher the weight and speed of the trains, the higher the mechanical load typically is.
[0045] In an alternative further refinement of this further development, the 30 information about a number and/or intensity of loads is information about the number of thermal cycles and/or the temperature ranges of the thermal cycles resulting from weather data for the locations of the infrastructure components of

11 the subsets. Weather data for the locations of the infrastructure components of the subsets can, for example, be automatically retrieved from corresponding online databases. The variation in temperature over time is particularly relevant.
The higher the number and the larger the temperature ranges of the thermal cycles, the greater the degradation of the infrastructure components of the subsets typically is. If the weather data is included, it is possible to determine much more precisely when servicing or replacement should be carried out.
Accordingly, safety margins for servicing or replacement intervals can be reduced, resulting in lower costs without compromising operational safety.
[0046] The number of thermal cycles and their temperature ranges are particularly relevant for bonded joints between axle counter parts and rails.
These bonded joints can degrade under corresponding thermal load - up to and including detachment from the rail. If detachment occurs, the axle counter can no longer supply measurement data. If the weather data is included when determining the reasons, the axle counter can usually be replaced or serviced, with renewal of the bonded joint, before the axle counter fails.
[0047] In a further variant of this method, installation points - monitored by local monitoring devices - for at least some infrastructure components are set up in the rail network. The monitoring devices can be used to determine whether an infrastructure component is currently installed or missing at the particular installation point, and, if a reason for replacing the infrastructure component at the particular installation point has been determined, and a temporary absence of the infrastructure component at the installation point has been determined by the monitoring device, then in the event a new infrastructure component at the installation point has not been registered by a user in the database within a predefined waiting time after the installation of a new infrastructure component at the installation point has been detected again by the monitoring device, an error message is output and/or a command is triggered stating that the infrastructure component may no longer be used at the monitored installation point until a new

12 infrastructure component at the installation point has been registered in the database by a user. The monitoring device can have a sensor, for example an optical sensor, to monitor the installation point. The installation and/or absence of the infrastructure component at the installation point can also be detected, for 5 example, by opening or closing a circuit. Preferably, the monitoring device is connected to the central database and automatically reports a temporary absence of said component.
[0048] The error message issued serves to draw the user's or users' attention 10 to the lack of registration, and to prompt the user(s) to subsequently register the new infrastructure component. This means that the central database is up-to-date and the recorded component data is therefore current.
[0049] Triggering the command, on the other hand, forces the new 15 infrastructure component to be registered before it can then be used.
This imperatively ensures that the central database is up-to-date and increases the operational safety of the rail network.
[0050] Further advantages of the invention can be found in the description 20 and the drawings. Likewise, according to the invention, the aforementioned features and those which are to be explained below can each be used individually or together in any desired combinations. The embodiments shown and described are not to be understood as an exhaustive list, but, rather, have an exemplary character for the description of the invention.
[0051] The invention is shown in the drawings and will be explained in more detail using embodiments. In the figures:
Fig. 1 is an illustration of a cloud computer infrastructure for carrying out the method according to the invention, 30 Fig. 2 is a schematic view of a chronological sequence of life cycle events for an infrastructure component, the monitoring of which is part of the method according to the invention,

13 Fig. 3 is a schematic view of a complex infrastructure component which comprises a replaceable subcomponent, for the purpose of the invention;
Fig. 4 is an illustration showing a marking of an infrastructure component being optically read out, for the purpose of the invention;
Fig. 5 shows an infrastructure component in the form of an axle counter attached to a rail, for the purpose of the invention;
Fig. 6 is a schematic view of a part of a rail network with infrastructure components in the form of an axle counter and a switch structure, whereby an interim storage facility is set up trackside, for the purpose of the invention; and Fig. 7 is a schematic view of a level crossing, at which an infrastructure component in the form of a sensor for detecting traffic in the rail network is provided, for the purpose of the invention.
[0052] In the following description of the drawings, identical reference signs are used for identical or functionally identical components.
[0053] Fig. 1 shows an illustration of a cloud computer infrastructure 1 that is suitable for implementing the method according to the invention. The cloud computer infrastructure 1 comprises a central electronic database 3 as an essential element, in which component data of infrastructure components are stored, which are part of railside rail network control and safety technology.

A large number of different users 5, 7, 9, 11 access the central database 3 via a standardized data interface. For example, the users here are a manufacturer 5, an installer 7, servicing personnel 9 and an operator 11 for the infrastructure components in the rail network.
[0054] Using the database 3, servicing personnel 9 in particular can identify infrastructure components that require servicing or replacement by using their digital twin. For this purpose, automatic algorithms can be used (which, for example, evaluate the operating time and mechanical loads that have occurred), or infrastructure components can be specifically identified according to individual search criteria (e.g. a certain type of component in

14 connection with a certain date of manufacture). For infrastructure components for which a reason for servicing or replacement has been determined using the database 3, the relevant location is determined, and the servicing personnel 9 specifically search out these locations and service the affected infrastructure components and/or replace them (not shown in detail).
[0055] Fig. 2 schematically shows a chronological sequence of life cycle events

15, 17, 19, 21, 23, 25, 27 of an infrastructure component, the monitoring of which is part of the method according to the invention. The passage of time is indicated by a timeline 13. The life cycle events 15, 17, 19, 21, 23, 25, 27 comprise, by way of example, manufacture 15, shipment 17 after manufacture 15, storage 19 in a central warehouse, further storage 21 in a trackside interim storage facility, trackside installation 23 and trackside removal 25. The infrastructure component is, by way of example, a sensor. The recording of measurement data is accordingly shown as a further life cycle event 27. Other possible life cycle events (e.g. servicing) between trackside installation 23 and trackside removal 25 are indicated by dots. When the life cycle events 15, 17, 19, 21, 23, 25, 27 occur, the associated life cycle data for the infrastructure component is updated in the central database 3.
[0056] Fig. 3 shows a schematic illustration of a complex infrastructure component 29, which comprises a plurality of subcomponents 31, 33. One of the subcomponents 31, 33 is a replaceable subcomponent 33. The replaceable subcomponent 33 itself is not recorded in the central database 3.
However, if the replaceable subcomponent 33 is replaced, this is recorded as a life cycle event, and at least a date of replacement of the replaceable subcomponent 33 and a subcomponent type of the newly installed subcomponent (not shown here) are stored in the central database 3 as part of the component data of the complex infrastructure component 29.

[0057] The complex infrastructure component 29 shown in Fig. 3 also has a marking 35 in the form of a barcode that can be read out optically.
[0058] Fig. 4 schematically shows the process of reading out a marking 35 of an infrastructure component 37. The marking 35 is a barcode, by way of example. The readout process is carried out by a user (not shown here) using an electronic terminal 39 communicating with the central database 3. The electronic terminal 39 is, for example, a tablet computer with a camera. The marking 35 allows a conclusion to be drawn about the unique identifier of the infrastructure component 37. In contrast to the optical readout process shown here, the marking 35 can also be read out by radio, for example. The readout process is typically performed to log a life cycle event for the infrastructure component 37 (e.g. putting into storage in a warehouse).
[0059] Fig. 5 shows an infrastructure component in the form of an axle counter 41. The axle counter 41 is attached to a rail 43. The axle counter parts of the axle counter 41 include, for example, two strain sensor elements 45. The axle counter 41 counts the number of axles 47 that pass the rail 43 at the point at which the axle counter 41 is mounted.
[0060] Fig. 6 schematically shows part of a rail network. A trackside interim storage facility 49 for infrastructure components (not shown here) has been set up in the rail network. The life cycle events also include putting into storage of infrastructure components in the trackside interim storage facility 49 and a removal of infrastructure components from the trackside interim storage facility 49.
[0061] The rail network includes, inter alia, railroad tracks 51 and signals 53; a signal 53 is shown here as an example. The interim storage facility 49 has been set up here near the signal 53 in order to temporarily store infrastructure components (not yet installed trackside) that are required when the signal 53 is repaired. The infrastructure components (already installed trackside) in the

16 rail network also include, by way of example, an axle counter 55 and a switch structure 57. The component data of the axle counter 55 and the switch structure 57 are recorded in the central database 3.
5 [0062] To determine the reasons for servicing and/or replacement of the switch structure 57 (infrastructure component), component data of the axle counter 55 (other infrastructure component) is evaluated here. In particular, information about the number of loads on the switch structure 57 is determined from the component data of the axle counter 55 and included in the determination of 10 the reasons (the trains passing the axle counter 55 must also pass the switch structure 57 here). The component data of the axle counter 55 here also include measurement data from ongoing railroad operations, in this case more precisely a number of events counted by the axle counter 55.
15 [0063] Furthermore, in order to determine the reasons for servicing and/or replacement of the switch structure 57 and/or the axle counter 55, external information that does not originate from the central database 3 is also evaluated here, the external information being correlated with component data from the central database 3. The external information is, for example taken from an 20 external database 59. For example, information about the number and intensity of loads on the switch structure 57 and/or the axle counter 55 is determined from the external information and included when determining the reasons.
[0064] In the example shown, the information about the number and intensity of 25 loads comprises information about the speed and weight of a train 61 passing the location of the switch structure 57 or the location of the axle counter 55.
[0065] The information about the number and intensity of loads here also includes information about the number of thermal cycles and the temperature 30 ranges of the thermal cycles, which result from weather data for the location of the switch structure 57 or the location of the axle counter 55. The weather

17 data here comes from several nearby weather stations 63, of which a single one is shown for representational purposes.
[0066] Fig. 7 is a schematic view of a level crossing 65, where a road 67 crosses 5 a railroad track 69. An infrastructure component in the form of a sensor 71 is provided at the level crossing 65 to detect traffic on the rail network. To be more precise, this component is, for example, a sensor 71 in the form of a camera, which optically detects also non-train traffic crossing or intending to cross the train traffic. Non-train traffic includes in particular pedestrians and road vehicles.
[0067] The sensor is installed at an installation point 73 which is monitored by a local monitoring device 75. The monitoring device 75 shown as an example is based on the fact that if a sensor 71 is installed, a circuit 77 is closed, while if the sensor 71 is not installed, the circuit 77 is open. The 15 monitoring device 75 is also connected to the central database 3.
[0068] In the event that a reason for replacing the sensor 71 at the installation point 73 was determined and a temporary absence of the sensor 71 at the installation point 73 was detected by the monitoring device 75 (in this case, if the 20 circuit 77 was initially open and then closed again), then an error message is output if a new sensor at the installation point 73 is not registered by a user in the central database 3 within a predefined waiting time after the monitoring device 75 has again detected the installation of a new infrastructure component (not shown here) at the installation point 73. This can be used to initiate the subsequent 25 registration. Alternatively or additionally, once the installation of the new infrastructure component has been determined, the use of the newly installed infrastructure component can be blocked by the database 3 until the newly installed infrastructure component has been registered in the database 3. It is noted that the blockage of the infrastructure component may result in the 30 blockage of part of the rail network (here, for example, of the level crossing 65).

18

Claims

Claims 1. A method for operating a rail network, wherein infrastructure components (29, 37) which are part of railside 5 rail network control and safety technology are monitored, wherein the infrastructure components (29, 37) are each assigned a unique identifier, and component data of each of the infrastructure components (29, 37) associated with this identifier are recorded in a central electronic database (3), 10 wherein the component data comprise at least component type data and life cycle data, wherein users (5, 7, 9, 11) access the database (3) by means of a standardized data interface, and, when life cycle events (15, 17, 19, 21, 23, 25, 27) occur, the associated life cycle data for the infrastructure components (29, 37) are updated in the database (3), 15 and wherein reasons for servicing and/or for replacement of subsets of the infrastructure components (29, 37) are determined by means of the database (3), wherein the locations of the infrastructure components (29, 37) of the subsets are determined by means of the database (3), and then the infrastructure components (29, 37) of the subsets are serviced and/or replaced.
2. The method according to claim 1, characterized in that the life cycle events (15, 17, 19, 21, 23, 25, 27) comprise one or more of the following events: manufacture (15), storage (19, 21), servicing, trackside installation (23), trackside removal (25).
3. The method according to any one of the preceding claims, characterized in that the infrastructure components (29, 37) also comprise complex infrastructure components (29) which each comprise one or more replaceable subcomponents (33) which are not themselves recorded in the 30 database (3) as infrastructure components (29, 37), and in that a replacement of a subcomponent (33) of a complex infrastructure component (29) is also recorded as a life cycle event (15, 17, 19, 21, 23, 25, 27), and at least a date for the replacement of the subcomponent (33) and a subcomponent type of the newly installed subcomponent are also recorded for this life cycle event.
4. The method according to any one of the preceding claims, characterized in that the infrastructure component (29, 37) has a marking (35) which can be read out by a user (5, 7, 9, 11) by means of an electronic terminal (39) communicating with the database (3), allowing conclusions to be drawn about the unique identifier, in particular wherein the marking (35) can be read optically or by radio, preferably RFID, by means of the electronic terminal (39).
5. The method according to any one of the preceding claims, characterized in that the infrastructure components (29, 37) comprise sensors (71) for detecting traffic in the rail network and/or associated sensor parts.
6. The method according to any one of the preceding claims, characterized in that the infrastructure components (29, 37) comprise axle counters (41, 55) or axle counter parts (45).
7.
The method according to any one of the preceding claims, characterized in that trackside interim storage facilities (49) for infrastructure components (29, 37) are set up in the rail network, and in that the life cycle events (15, 17, 19, 21, 23, 25, 27) also comprise a putting into storage (21) of infrastructure components (29, 37) in the trackside interim storage facilities (49) and a removal of infrastructure components (29, 37) from the trackside interim storage facilities (49).
8.
The method according to claim 7, characterized in that the interim storage facility (49) is set up for a period of 1 year or less, preferably 6 months or less, particularly preferably 1 month or less.

9. The method according to any one of the preceding claims, characterized in that an evaluation of component data of other infrastructure components (29, 37) which do not belong to the subsets is carried out to determine the reasons for servicing and/or replacement of the subsets of 5 infrastructure components (29, 37).
10. The method according to claim 9, characterized in that information about a number and/or intensity of loads, in particular mechanical and/or thermal and/or electrical loads, on the infrastructure components (29, 37) of 10 the subsets is determined from the component data of the other infrastructure components (29, 37) and is included when determining the reasons.
11. The method according to claim 10, characterized in that the other infrastructure components (29, 37) are axle counters (41, 55) or axle counter 15 parts (45), and in that the component data of the other infrastructure components (29, 37) is measurement data from, in particular a number of events counted by, the axle counters (41, 55) or axle counter parts (45).
12. The method according to any one of the preceding claims, characterized 20 in that, in order to determine the reasons for servicing and/or replacement of the subsets of infrastructure components (29, 37), an evaluation of external information not originating from the database (3) is carried out, the external information being correlated with component data from the database (3).
25 13. The method according to claim 12, characterized in that information about a number and/or intensity of loads, in particular mechanical or thermal loads, on the infrastructure components (29, 37) of the subsets is determined from the external information and is included when determining the reasons.
30 14. The method according to claim 13, characterized in that the information about a number and/or intensity of loads is information about the number of trains (61) passing the locations of the infrastructure components (29, 37) of the subsets and/or their speed and/or their weight.
15.
The method according to claim 13, characterized in that the 5 information about a number and/or intensity of loads is information about the number of thermal cycles and/or the temperature ranges of the thermal cycles found in weather data for the locations of the infrastructure components (29, 37) of the subsets.
10 16. The method according to any one of the preceding claims, characterized in that installation points (73) monitored by means of local monitoring devices (75) are set up in the rail network for at least some infrastructure components (71), it being possible to determine by means of the monitoring devices (75) whether an infrastructure component (71) is currently installed or is missing at the 15 particular installation point (73), and, if a reason for replacing the infrastructure component (71) at the particular installation point (73) has been determined and a temporary absence of the infrastructure component (71) at the installation point (73) has been determined by means of the monitoring device (75), - an error message is output in the event that a new infrastructure 20 component (29, 37) at the installation point (73) has not been registered by a user (5, 7, 9, 11) in the database (3) within a predetermined waiting time after the installation of a new infrastructure component (29, 37) at the installation point (73) has again been detected by means of the monitoring device (75), and/or - a command is triggered to the effect that the infrastructure 25 component (71) may no longer be used at the monitored installation point (73) until a new infrastructure component (29, 37) at the installation point has been registered by a user (5, 7, 9, 11) in the database (3).
17.
A system comprising a central electronic database (3) and a plurality 30 of infrastructure components (29, 37) which are part of railside rail network control and safety technology, said system being configured to perform a method according to any one of the preceding claims.