DE102019215013A1 - Train control method and train control system - Google Patents

Abstract

The invention relates to a train control method in which at least one track-side data transmission device (111), which forms a boundary point (SPk) for a route section (Sk), is controlled by a railway signal (110) and in which one is assigned to the railway signal (110), In particular, the radio device (112) mounted on the railway signal (110) sends a radio data signal (F112) to a rail vehicle (F) located in the approach area of the railway signal (110). In order to improve the reliable functioning of such a train control method with particularly little maintenance, it is provided that - depending on a wheel pulse or wheel speed (nk) determined when the rail vehicle (F) traverses the one route section (Sk) and depending on a reference value (RWk) for the length of the one route section (Sk) a correction of a previously known wheel diameter or wheel circumference value (d) of the rail vehicle (F) carried out rt, - wherein the one radio data signal (F112) indicates the one reference value (RWk) or the one radio data signal (F112) indicates a correction value (KWk), using this on a route target distance (ZEk) the one reference value ( RWk) is determined.

Description

The invention relates to a train control method in which at least one track-side data transmission device, which forms a boundary point for a section of the route, is controlled by a railway signal and in which a radio device assigned to the railway signal, in particular mounted on the railway signal, sends a radio data signal to a signal in the approach area of the railway signal located rail vehicle sends.

A well-known generic train control method is from the article "For the first time in German local traffic: A train control system with radio evaluation", SIGNAL + DRAHT (108) 10/2016 and also from the document "Train control system Trainguard Zub 222c", Siemens AG, 2014, order number: A19100 -V100-B930-V2 (in English version: "Trainguard Zub 222c automatic train control system", Siemens AG 2014, Order No .: A19100-V100-B930-V2-7600) known.

The print too WO 02/47955 A1 describes a generic train control method.

A central parameter for the functional reliability of such a train control method or such a train control system is the reliable location of the rail vehicle and in particular the reliable determination of a currently covered distance and a current speed, which is known in a known manner as a function of a current wheel pulse or wheel speed determined by the rail vehicle and takes place as a function of a previously known wheel diameter or wheel circumference value of the rail vehicle. For the safety-related distance and speed measurement, the known train control method or train control system uses, for example, a two-channel position pulse generator. However, a wheel diameter or a wheel circumference changes over the operating period mainly due to wear, so that information obtained - in particular the determined value for the currently covered distance or the determined value for the current speed - becomes more and more inaccurate when the previously known wheel diameter or the wheel circumference value used by the rail vehicle is not corrected (readjusted).

Furthermore, from the European patent specification EP 2 223 127 B1 a method for calibrating a wheel speed detection system of a motor vehicle is known in which two route infrastructure units transmit their (geo) position coordinates by radio to the motor vehicle in order to calculate a navigation route.

The invention is based on the object of improving the reliable functioning of a train influencing method of the type specified at the beginning with particularly little maintenance effort.

This object is achieved, based on a train influencing method of the type specified above, according to the invention, in that a previously known wheel diameter or wheel speed is corrected as a function of the number of wheel impulses or wheel revolutions determined when the rail vehicle traverses one route section and depending on a reference value for the length of one route section Wheel circumference value of the rail vehicle is carried out, the one radio data signal indicating the one reference value or the one radio data signal indicating a correction value, which is used to determine the one reference value on a route target distance.

Advantageous refinements of the train influencing method according to the invention are specified in subclaims 2 to 9.

It is seen as advantageous if the rail vehicle receives a data signal when it drives over one track-side data transmission device and receives a further data signal when it passes over a further track-side data transmission device, which forms a further boundary point for one route section.

The data signal preferably signals that of the two data transmission devices which, as the boundary point, forms a starting point for the one route section, a start time associated with the one route section.

And preferably, the data signal signals that of the two data transmission devices which, as the boundary point, forms a destination point for the one route section, an end time associated with the one route section.

It is also considered to be advantageous if the one radio data signal and / or the data signal which signals the one starting point in time indicates the route target distance or a route target value suitable for determining the one route target distance.

Furthermore, it is considered to be advantageous if a measured value for the length of the one route segment is determined based on the one wheel pulse or wheel revolution number determined when the rail vehicle traverses the one route section and the previously known wheel diameter or wheel circumference value, and when the a previously known wheel diameter or wheel circumference value is corrected as a function of a deviation of the one measured value from the one reference value.

It is also considered advantageous if the number of wheel pulses or wheel axle pulses determined by the rail vehicle in the time interval from the one start time to the one end time or the one wheel rotation number is determined on the basis of a time interval from the one start time to the end time Number of wheel revolutions or wheel axle revolutions is determined.

A statistical correction of the known wheel diameter or wheel circumference value is regarded as particularly advantageous, further deviations being determined for the statistical correction of the known wheel diameter or wheel circumference value when driving over further sections of the route, and the correction of the known wheel diameter or wheel circumference value depending on an average of the deviations is carried out.

Preferably, the respective reference value for the length of a respective route section is only taken into account when correcting the previously known wheel diameter or wheel circumference value of the rail vehicle if the respective radio data signal, which is the respective reference value or the respective correction value suitable for forming the respective reference value indicates, additionally indicates suitability information and this suitability information identifies the respective route section as suitable for consideration.

The invention also relates to a train control system in which at least one track-side data transmission device, which forms a boundary point for a route section, is controlled by a railway signal and in which a radio device assigned to the railway signal, in particular mounted on the railway signal, is designed, a radio data signal per se to send the rail vehicle located in the approach area of the railroad signal.

Such a train control system is also from the aforementioned article "For the first time in German local traffic: A train control system with radio evaluation", SIGNAL + DRAHT (108) 10/2016 and the aforementioned document "Train control system Trainguard Zub 222c", Siemens AG, 2014, order no. : A19100-V100-B930-V2 (in English version: "Trainguard Zub 222c automatic train control system", Siemens AG 2014, Order No .: A19100-V100-B930-V2-7600) known.

In order to improve the reliable function of such a train control system with particularly little maintenance, it is proposed according to the invention that the rail vehicle be designed as a function of a wheel pulse or wheel speed determined when the rail vehicle drives over one section of the route and as a function of a reference value for the length of the one Route section to carry out a correction of a previously known wheel diameter or wheel circumference value of the rail vehicle, the one radio data signal indicating the one reference value or the one radio data signal indicating a correction value, using which the rail vehicle is suitable to determine the one reference value on a route target distance .

Advantageous configurations of the train control system according to the invention are specified in subclaims 11 to 18. The advantages of the train control system according to the invention and those of the advantageous configurations of the train control system according to the invention correspond to the advantages of the train control method according to the invention and its developments.

• 1 einen Ausschnitt Gleisanlage, auf der sich ein Schienenfahrzeug bewegt, mit einem erfindungsgemäßen Zugbeeinflussungssystem, mit dem sich auch das erfindungsgemäße Verfahren durchführen lässt, und die
• 2 einen erweiterten Ausschnitt der Gleisanlage.

To explain the invention shows

• 1 a section of the track system on which a rail vehicle is moving, with a train control system according to the invention, with which the method according to the invention can also be carried out, and
• 2 an extended section of the track system.

The in 1 The shown section of a track system GA shows a route formed by a track S. for a vehicle F. and a train control system according to the invention Z . Two trackside data transmission devices are shown 111 and 112 of the train control system Z which border points of a route section S _k the way S. which form the route section S _k limit. The data transmission facility 111 forms a starting point as a boundary point SP _k for one section of the route S _k . The data transmission facility 111 forms a target point as a border point SP _k for one section of the route S _k .

The trackside data transmission device 111 is designed as a track coupling coil and from a railway signal 110 controlled. The trackside data transmission device 112 is also designed as a track coupling coil and from a railway signal 120 controlled.

One to the railway signal 110 assigned radio device 112 is at the railroad signal 110 assembled. In the same way one is the railway signal 120 assigned radio device 122 is at the railroad signal 120 assembled.

In the 1 is the vehicle F. in an approach area of the railway signal 110 . The radio device 112 is designed to be a radio data signal F ₁₁₂ to which is in the approach area of the railway signal 110 existing rail vehicle F. to send.

Here is the rail vehicle F. formed, depending on when driving over the one section of the route S _k by the rail vehicle F. determined wheel pulse or wheel speed n _k and depending on a reference value RW _k for the length of one section of the route S _k a correction of a previously known wheel diameter or wheel circumference value d of the rail vehicle F. perform.

For this purpose, it gives a radio data signal F ₁₁₂ the one reference value RW _k on. Alternatively, it gives a radio data signal F ₁₁₂ a correction value KW _k applying this to a route target distance ZE _k the rail vehicle is suitable for a reference value RW _k to determine.

The in 2 The section of the track system GA shown shows further details of the train control system according to the invention Z so that this can be explained in more detail using the 2 is described.

The train control system Z is of trackside equipment 10 and on-board equipment 20th educated.

For trackside equipment 10 include trackside train control devices 101-104.

The track-side train influencing device 101 includes the railway signal 110 by the railroad signals 110 controlled data transmission devices 111 and the railroad signals 110 assigned radio equipment 112 .

The trackside train influencing device 102 comprises the railway signal 120 by the railroad signals 120 controlled data transmission devices 121 and the railroad signals 120 assigned radio equipment 122 .

Correspondingly, the track-side train influencing device 103 comprises the railway signal 130 by the railroad signals 130 controlled data transmission devices 131 and the railroad signals 130 assigned radio equipment 132 . And the trackside train influencing device 104 comprises the railway signal 140 by the railroad signals 140 controlled data transmission devices 141 and the railroad signals 140 assigned radio equipment 142 .

At the railroad signals 110 , 120 , 130 and 140 is a switch box each 113 , 123 , 133 or. 143 mounted, in each of which a signal interface module 114 , 124 , 134 or. 144 (also known as a signal interface module) and a radio module 116 , 126 , 136 or. 146 of a respective radio module 112 , 122 , 132 or. 142 are arranged.

From a respective one of the signal interface modules 114 , 124 , 134 or. 144 leads a respective control line 115 , 125 , 135 or. 145 to the respective data transmission device 110 , 120 , 130 or. 140 .

A respective radio antenna 117 , 127 , 137 or. 147 of the respective radio module 112 , 122 , 132 or. 142 is outside the respective control box 113 , 123 , 133 or. 143 at the respective railway signal 110 , 120 , 130 and 140 assembled.

For on-board equipment 20th include an on-board train control device 200 , a drive system 300 and a braking system 400 of the vehicle F. .

The on-board train control device 200 has an on-board unit 210 , a vehicle-mounted data transmission device designed as a vehicle coupling coil 211 , an on-board radio device 212 and a position pulse generator 218 on. To the train control device on the vehicle 200 also include a display and operating device and a data device, both of which, however, are not shown here.

The on-board radio device 212 consists of a radio module 216 and a radio antenna 217 .

The trackside data transmission device 121 and 131 form the boundary points of a further section of the route S _{k + 1} and the trackside data transmission device 131 and 141 form boundary points of a subsequent further route section S _{k + 2} . The trackside Data transmission device 111 also forms a boundary point for a route section S _k-1 and the trackside data transmission device 141 also forms a boundary point for a route section S _{k + 3} .

Both the train control system shown Z thus form the data transmission facilities 111 , 121 , 131 Starting points SP _k , SP _{k + 1} , SP _{k + 2} of the route sections S _k , S _{k + 1} , S _{k + 2} . And the data transmission equipment 121 , 131 , 141 form target points ZP _k , ZP _{k + 1} , ZP _{k + 2} of the route sections S _k , S _{k + 1} , S _{k + 2} . The train control system Z is therefore characterized by multi-section signaling known to those skilled in the art, so that a respective one of the starting points is also the destination of the respective preceding route section.

The 2 shows the rail vehicle F. in a first position P _t1 at a point in time t1 and beyond - each shown with dashed lines in further positions P _t2 to P _t7 at later points in time t2 to t7.

The rail vehicle F. is designed when driving over the one track-side data transmission device 111 from this a data signal D ₁₁₁ to receive and when driving over the further track-side data transmission device 121 another data signal D ₁₂₁ to recieve. The transmission takes place inductively and discretely (at specified points along the route).

The data signals D ₁₁₁ the data transmission device 111 , which is the starting point as the limit point SP _k for one section of the route S _k forms, signals one to the one section of the route S _k assigned start time - here time t2.

The data signal D _{112 of} the data transmission device 112 which as the limit point is the target point ZP _k for one section of the route S _k forms, signals one to the one section of the route S _k assigned end time - here time t4.

At least the data signal D ₁₁₁ gives one to determine the one route target distance ZE _k suitable route target value ZW _k . For example, the route target value ZW _k is a number of steps, the step size of which - preferably 5 m or 10 m - is known, so that the route target distance ZE _k is formed as the product of the distance target value ZW _k and the step size. Alternatively, however, it can also be provided that the data signal D ₁₁₁ the distance to the destination ZE _k indicates directly.

The rail vehicle F. is designed based on when driving over the one section of the route S _k by the rail vehicle F. determined wheel pulse number n _k and the previously known wheel diameter or wheel circumference value d, a measured value MW _k for the length of one section of the route S _k to determine.

An alternative to this could be the number of wheel pulses n _k when driving over one section of the route S _k by the rail vehicle F. a wheel speed can also be determined.

The rail vehicle F. is also designed to provide a previously known wheel diameter or wheel circumference value d as a function of a deviation AW _k of the one measured value MW _k from the one reference value RW _k to correct. Depending on a deviation AW _k Corrected wheel diameter or wheel circumference value d _k , which is stored in the vehicle, subsequently forms the previously known wheel diameter or wheel circumference value d.

The rail vehicle F. is designed to have a wheel pulse number n _k using one from the rail vehicle F. in the time interval from one start time t2 to one end time t4 the number determined n1 _k of wheel axle pulses from at least one wheel axle A1 of the rail vehicle. When determining the number of wheel pulses n _k however, a further number of wheel axle pulses of at least one further wheel axle could additionally also be determined in the time interval from the one start time t2 to the one end time t4 A2 of the rail vehicle must be taken into account.

Alternatively, it could be a wheel pulse number n _k based on a number of wheel pulses of at least one wheel determined in the time interval from one start time t2 to end time t4 R1 of the rail vehicle can be determined. When determining the number of wheel pulses n _k but could additionally also have a further number of wheel pulses of at least one further wheel determined in the time interval from the one start time t2 to the one end time t4 R2 of the rail vehicle must be taken into account.

The rail vehicle is designed for a statistical correction of the previously known wheel diameter or wheel circumference value d when driving over the further route sections S _{k + 1} , S _{k + 2} to determine further deviations AB _{k + 1} , AB _{k + 2} accordingly, and to correct the previously known wheel diameter or wheel circumference value d as a function of an average value of the deviations AW _k , AW _{k + 1} , AW _{k + 2} .

The number of route sections whose deviations are included in the averaging is preferably adjustable.

The number of three deviations mentioned here AW _k , AW _{k + 1} , AW _{k + 2} is therefore only exemplary. This is to be understood in such a way that when driving over a respective route section, in addition to its deviation, the deviations of two previously traveled route sections are also included in the averaging. When driving over the route section S _{k + 2} the averaging is therefore based on the deviations AW _k , AW _{k + 1} , AW _{k + 2} . Previously, when driving over the section of the route S _{k + 1} the averaging based on the deviations AW _k-1 , AW _k , AW _{k + 1} etc ..

The rail vehicle F. is designed, the respective reference value RW _k , RW _{k + 1} , RW _{k + 2} for the length of each section of the route S _k , S _{k + 1} , S _{k + 2} only when correcting the previously known wheel diameter or wheel circumference value d of the rail vehicle F. to be taken into account when the respective radio data signal F ₁₁₂ , F ₁₂₂ , F ₁₃₂ , which is the respective reference value RW _k , RW _{k + 1} , RW _{k + 2} or the one used to form the respective reference value RW _k , RW _{k + 1} , RW _{k + 2} appropriate respective correction value KW _k , KW _{k + 1} , KW _{k + 2} indicates, additionally a suitability information EI _k , EI _{k + 1} , EI _{k + 2} and this suitability information EI _k , EI _{k + 1} , EI _{k + 2} the respective route section S _k , S _{k + 1} , S _{k + 2} as suitable for consideration.

This is the train control system according to the invention Z suitably designed for carrying out the train control method according to the invention, the train control method according to the invention describing a method by means of which a setting of the current wheel diameter d in the train control system Z can be carried out reliably via the described statistical averaging and is preferably also carried out. The train control system according to the invention Z offers the operator of the GA track system the advantage that it allows him to use the route during operational use S. to have an automatic readjustment of the wheel diameter d carried out.

This correction (adjustment) of the wheel diameter d, which takes place on a statistical basis during operation, provides the greatest possible statistical security if the difference between the respective reference value (i.e. the respective topographical distance between the respective starting point and the respective target point) and the respective measured value (i.e. the respective one on the rail vehicle F. measured distance) and then from the averaged deviations a slow, conservative adjustment of the wheel diameter d is made in the train protection system.

By taking into account the suitability information, only those sections of the route are included in the assessment in an advantageous manner in which the topography favors gentle driving and braking, i.e. in which, as a rule, there will be no excessive sliding or skidding of the wheel axles used for distance measurement.

The train control system uses the data transmission equipment in parallel with the data transmission 111-114 (inductive data transmission via track coupling coils) now also the data transmission of a radio channel - i.e. data transmission by means of radio waves. This data transmission by means of radio waves serves in particular in a known manner as a so-called upgrade function. In principle, this is used to inform a rail vehicle of its current signal aspect when driving towards a target signal. This is done indirectly by sending the currently valid telegram from the track coupling coil belonging to the target signal (data transmission device serving as the target point) to the rail vehicle via the radio channel F. is transmitted. About the described project planning of the respective radio equipment 112 , 122 or. 132 on the line S. it is now possible to also use the correction value KW _k , KW _{k + 1} or KW _{k + 2} to be transmitted to the route target distance, with which the vehicle equipment from the starting point SP _k , SP _{k + 1} or. SP _{k + 2} transmitted route target distance ZE _k , ZE _{k + 1} or. ZE _{k + 2} could correct to the true value as a basis of comparison. At the same time, the respective suitability information is also available here EI _k , EI _{k + 1} or. EI _{k + 2} stored, which indicates whether the section lying before the target signal should be included in the static wheel diameter correction process.

Alternatively, as described, the solution is conceivable in which the respective correction value is not used KW _k , KW _{k + 1} or. KW _{k + 2} , but the respective reference values RW _k , RW _{K + 1} or. RW _{k + 2} for the length of the respective route section S _k , S _{k + 1} or. S _{k + 2} via the respective radio device 112 , 122 or. 132 is transmitted.

In any case, a sufficiently powerful encryption of the values stored in the radio channel must be provided, provided that they are only stored and processed there on a single channel. This must ensure that data corruption can be detected by security technology.

With the method according to the invention, a reliable automatic correction of the wheel diameter d can be implemented on a statistical basis.

It is advantageous that an existing infrastructure is used in the train control method according to the invention and that none Additional operational expenses, such as providing and driving through a separate measuring section, are necessary. In addition, it is advantageous that - in contrast to a one-off measurement on a separate measurement section - a higher accuracy is achieved due to the statistical averaging.

List of reference symbols

Z

Train control system

S.

Route (track of a track system)

F.

Rail vehicle

Pt1-Pt7

Positions of the rail vehicle at different times t1-t7

R1, R2

Wheels of the rail vehicle

A1, A2

Axles of the vehicle

Sk-1, Sk, Sk + 1, Sk + 2, Sk + 3

Sections of the route S.

SPk, SPk + 1, SPk + 2

Starting points (border points) of the route sections S _k , S _{k + 1} , S _{k + 2}

ZPk, ZPk + 1, ZPk + 2

Destination points (border points) of the route sections S _k , S _{k + 1} , S _{k + 2}

ZEk, ZEk + 1, ZEk + 2

Route target distances of the target points ZP _k , ZP _{k + 1} , ZP _{k + 2} to the starting points SP _k , SP _{k + 1} , SP _{k + 2}

RWk, RWk + 1, RWk + 2

Reference values for the lengths of the route sections S _k , S _{k + 1} , S _{k + 2}

KWk, KWk + 1, KWk + 2

Correction values for determining the reference values RW _k , RW _{k + 1} , RW _{k + 2}

EIk, EIk + 1, EIk + 2

Suitability information for the route sections S _k , S _{k + 1} , S _{k + 2}

MWk, MWk + 1, MWk + 2

Measured values for the lengths of the route sections S _k , S _{k + 1} , S _{k + 2}

AWk, AWBk + 1, AWBk + 2

Deviations for route sections S _k , S _{k + 1} , S _{k + 2}

10

trackside equipment

20th

on-board equipment

100

Track-side train control device

110,120,130,140

Railway signals

111,121,131,141

from the railway signals 110 , 120 , 130 , 140 Controlled, track-side data transmission devices (here track coupling coils)

D111 D121, D131, D141

Data signals of the data transmission devices 111 , 121 , 131

112,122,132,142

the railway signals 110 , 120 , 130 , 140 assigned radio equipment (trackside radio modules)

F112, F122, F132

Radio data signals from the radio equipment 112 , 122 , 132

113,123,133,143

Switch boxes of the railway signals 110 , 120 , 130 , 140

114,124,134,144

Signal interface modules for railway signals 110 , 120 , 130 , 140

115,125,135,145

Control lines of the railway signals 110 , 120 , 130 , 140 to the data transmission facilities 111 , 121 , 131 , 141

116,126,136,146

Radio modules of the trackside radio modules 112 , 122 , 132 , 142

117,127,137,147

Radio antennas of the trackside radio modules 112 , 122 , 132 , 142

200

On-board train control device of the vehicle F.

210

On-board device of the vehicle F.

211

Vehicle-side data transmission device (here vehicle coupling coil) of the vehicle F.

212

On-board radio device of the vehicle F.

216

Radio module of the vehicle F.

217

The vehicle's radio antenna F.

218

Distance pulse generator of the vehicle F.

n1k, n1k + 1, n1k + 2

Numbers of for the route sections S _k , S _{k + 1,} S _{k + 2} from the position pulse generator 218 determined wheel axle impulses

nk, nk + 1, nk + 2

for the route sections S _k , S _{k + 1} , S _{k + 2} determined wheel pulse numbers

300

Drive system of the vehicle F.

400

Braking system of the vehicle F.

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

• WO 0247955 A1 [0003]
• EP 2223127 B1 [0005]

Claims (18)

Train influencing method - in which at least one track-side data transmission device (111), which forms a boundary point (SP _k ) for a route section (S _k ), is controlled by a railway signal (110) and in which one is assigned to the railway signal (110), in particular on Railway signal (110) mounted, radio device (112) _{sends a radio data signal (F 112} ) to a rail vehicle (F) located in the approach area of the railway signal (110), as characterized by that - as a function of when driving over one section of the route (S _k ) by the rail vehicle (F) determined wheel pulse or wheel speed (n _k ) and depending on a reference value (RW _k ) for the length of a route section (S _k ) a correction of a previously known wheel diameter or wheel circumference value (d) of the Rail vehicle (F) is carried out, - the one radio data signal (F ₁₁₂ ) indicating the one reference value (RW _k ) or the one radio data nsignal (F ₁₁₂ ) specifies a correction _{value (KW k} ), which is used to determine a reference value (RW _{k ) on a route target distance (ZE k).} Train control method according to Claim 1 , characterized _{in that the rail vehicle (F) receives a data signal (D 111} ) when it passes over the one track-side data transmission device (111) and when it passes over a further track-side data transmission device (121) which has a further limit point (ZP _k ) for the one Route section (S _k ) forms, another data signal (D ₁₂₁ ) receives. Train control method according to Claim 2 , characterized in that the data signal (D ₁₁₁ ) of those (111) of the two data transmission devices (111, 112) which as a boundary point forms a starting point (SP _k ) for the one route section (S _k ), one of the one route section (S _k ) signaled the assigned start time (t2). Train control method according to one of the Claims 2 or 3 , characterized in that the data signal (D ₁₁₂ ) of those (112) of the two data transmission devices (111, 112) which as a boundary point forms a destination point (ZP _k ) for the one route section (S _k ), one of the one route section (S _k ) indicated end time (t4). Train control method according to one of the Claims 3 or 4th , characterized in that the one radio data signal (F ₁₁₂ ) and / or the data signal (D ₁₁₁ ), which signals the one starting time (t2), the route target distance (ZE _k ) or one for determining the one route target distance (ZE _k ) indicates suitable route target value (ZW _k ). Train control method according to one of the Claims 1 to 5 Characterized in that - based on the _(k S) when driving of one track section by the rail vehicle (F) determined a Radimpuls- or Radumdrehungszahl (n _k) and the previously known Raddurchmesser- or Radumfangwert (d) a measurement value (MW _k ) is determined for the length of the one route section (S _k ) and - that the one known wheel diameter or wheel circumference _{value (D) as a function of a deviation (AW k} ) of the one measured value (MW _k ) from the one reference value (RW _k ) is corrected. Train control method according to Claim 6 , characterized in that the one wheel pulse number (n _{k ) based on a number (n1 k} ) of wheel pulses or wheel axle pulses or the determined by the rail vehicle (F) in the time interval from the one start time (t2) to the one end time (t4) a number of wheel revolutions is determined on the basis of a number of wheel revolutions or wheel axle revolutions determined in the time interval from the one starting point in time (t2) to the end point in time (t4). Train control method according to one of the Claims 6 or 7th , characterized in that - for a statistical correction of the previously known wheel diameter or wheel circumference value (d) when driving over further route sections (S _{k + 1} , S _{k + 2} ) corresponding further deviations (AW _{k + 1} , AW _{k + 2} ) are determined and - the correction of the previously known wheel diameter or wheel circumference value (d) is carried out as a function of an average value of the deviations (AW _k , AW _{k + 1} , AW _{k + 2} ). Train control method according to one of the Claims 1 to 8th , characterized in that the respective reference value (RW _k , RW _{k + 1} , RW _{k + 2} ) for the length of a respective route section (S _k , S _{k + 1} , S _{k + 2} ) only when correcting the known wheel diameter - or wheel circumference value (d) of the rail vehicle (F) is taken into account when the respective radio data signal (F ₁₁₂ F ₁₂₂ , F ₁₃₂ ), which the respective reference value (RW _k , RW _{k + 1} , RW _{k + 2} ) or . Specifies the respective correction _{value (KW k} , KW _{k + 1} , KW _{k + 2} ) suitable for forming the respective reference value (RW _k , RW _{k + 1} , RW _{k + 2} ), in addition to suitability information (EI _k , EI _{k + 1} , EI _{k + 2} ) and this suitability information (EI _k , EI _{k + 1} , EI _{k + 2} ) identifies the respective route section (S _k , S _{k + 1} , S _{k + 2} ) as being suitable for consideration. Train control system (Z) - in which at least one track-side data transmission device (111), which forms a boundary point (SP _k ) for a route section (S _k ), is controlled by a railway signal (110) and in which one is assigned to the railway signal (110) radio device (112), in particular mounted on the railway signal _{(110), is designed to send a radio data signal (F 112} ) to a rail vehicle (F) located in the approach area of the railway signal (110), characterized in that - the rail vehicle ( F) is designed as a function of a _{wheel pulse or wheel speed (n k} ) determined when the rail vehicle (F) traverses _{the one route section (S k} ) and as a function of a reference value (RW _k ) for the length of the one route section (S _k ) to carry out a correction of a previously known wheel diameter or wheel circumference value (d) of the rail vehicle (F), - wherein the one radio data signal (F ₁₁₂ ) the one R reference value (RW _k ) or the one radio data signal (F ₁₁₂ ) indicating a correction _{value (KW k} ), using which the rail vehicle is suitable for determining _{a reference value (RW k} ) on a route target distance (ZE _k). Train control system (Z) according to Claim 10 , characterized in that the rail vehicle (F) is designed _{to receive a data signal (D 111} ) when it passes over the one track-side data transmission device (111) and when it passes over a further track-side data transmission device (121) which has a further limit point (ZP _k ) forms for the one route section (S _k ) to receive a further data signal (D _121). Train control system (Z) according to Claim 11 , characterized in that the data signal (D ₁₁₁ ) of those (111) of the two data transmission devices (111, 112) which as a boundary point forms a starting point (SP _k ) for the one route section (S _k ), one of the one route section (S _k ) signaled the assigned start time (t2). Train control system according to one of the Claims 11 or 12th , characterized in that the data signal (D ₁₁₂ ) of those (112) of the two data transmission devices (111, 112) which, as a boundary point, forms a destination point (ZP _k ) for the one route section (S _k ), one of the one route section (S _k ) indicated end time (t4). Train control system (Z) according to one of the Claims 12 or 13th , characterized in that the one radio data signal (F ₁₁₂ ) and / or the data signal (D ₁₁₁ ), which signals the one starting time, a route target distance (ZE _k ) or a route target value (ZW _k ) suitable for determining a route target distance indicates. Train control system (Z) according to one of the Claims 10 to 14th Characterized in that the rail vehicle (F) is formed, - based on the _(k S) when driving of one track section by the rail vehicle (F) determined Radimpuls- or Radumdrehungszahl (n _k) and the previously known Raddurchmesser- or Radumfangwert ( d) to determine a measured value (MW _k ) for the length of a route section (S _k ), and - the one known wheel diameter or wheel circumference _{value (d) as a function of a deviation (AW k} ) of the one measured value (MW _k ) from to correct one reference value (RW _k). Train control system (Z) according to Claim 15 , characterized in that the rail vehicle (F) is designed which has a wheel pulse number (n _k ) based on a number of wheel pulses of at least one wheel (R1) of at least one wheel (R1) determined by the rail vehicle (F) in the time interval from the one start time to the one end time Rail vehicle or wheel axle pulses (n1 _k ) of at least one wheel axle (A1) of the rail vehicle or the one wheel revolution number based on a number of wheel revolutions of the at least one wheel (R1) of the rail vehicle or wheel axle revolutions of the at least one determined in the time interval from the one start time to the end time To determine the wheel axle (A1) of the rail vehicle. Train control system according to one of the Claims 15 or 16 , characterized in that the rail vehicle is designed, - for a statistical correction of the previously known wheel diameter or wheel circumference value (d) when driving over further route sections (S _{k + 1} , S _{k + 2} ) correspondingly further deviations (AB _{k + 1} , AB _{k + 2} ) and - to correct the known wheel diameter or wheel circumference value (d) as a function of an average value of the deviations (AW _k , AW _{k + 1} , AW _{k + 2} ). Train control system (Z) according to one of the Claims 10 to 17th , characterized by the fact that the rail vehicle (F) is designed, the respective reference value (RW _k , RW _{k + 1} , RW _{k + 2} ) for the length of a respective route section (S _k , S _{k + 1} , S _{k + 2} ) only to be taken into account when correcting the previously known wheel diameter or wheel circumference value (d) of the rail vehicle (F) if the respective radio data signal (F ₁₁₂ , F ₁₂₂ , F ₁₃₂₎ which _k the respective reference value (RW, RW _{k + 1,} RW _{k + 2)} and the _k for forming the respective reference value (RW, RW _{k + 1,} RW _{k + 2)} suitable respective correction value (KW _k , KW _{k + 1} , KW _{k + 2} ), additionally specifies suitability information (EI _k , EI _{k + 1} , EI _{k + 2} ) and this suitability information (EI _k , EI _{k + 1} , EI _{k + 2} ) corresponds to the respective Identifies route section (S _k , S _{k + 1} , S _{k + 2} ) as suitable for consideration.

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