EP2879936B1 - Control of rail vehicles - Google Patents

Description

The invention relates to a method for controlling rail vehicles, a corresponding route with two storage devices and a suitably equipped rail vehicle.

For a single-track route between two stations with changing direction of travel, it is known to solve the problem of train control by means of complex interlocking and signaling technology together with a train control system comprising a train-stop function.

From the publication EP 1 075 995 A1 discloses a method for vehicle-positioning actuators using an on-demand token assignment center and using actuator-side memories to deposit tokens assignable to the vehicles. In this known method, a respective one of the control elements deposited after recognition and execution of a Stellauftrages in his memory a token, which is different from an authorizing the current Stellauftrag token. This deposited token is already known to the control center or the respective control element reports this deposited token via the vehicle authorizing the current control order to the control center.

It is disadvantageous here that the train control for the single-track section is implemented centrally, which increases the complexity.

The object of the invention is to avoid this disadvantage and to present an alternative decentralized solution with low complexity, which also with a for the Railway operation required security guarantees a train protection.

This object is achieved according to the features of the independent claims. Preferred embodiments are in particular the dependent claims.

• bei dem eine Strecke eine erste und eine zweite Speichereinrichtung aufweist, wobei höchstens eine der Speichereinrichtungen ein Exklusivrecht zum Befahren der Strecke bereitstellt,
• bei dem das Exklusivrecht zum Befahren der Strecke von einem Schienenfahrzeug aus der ersten Speichereinrichtung ausgelesen wird und die erste Speichereinrichtung in einen Zustand versetzt wird, in dem sie kein Exklusivrecht zum Befahren der Strecke bereitstellt,
• bei dem von dem Schienenfahrzeug das Exklusivrecht an die zweite Speichereinrichtung übergeben wird.

To achieve the object, a method for controlling rail vehicles is proposed,

• in which a route has a first and a second memory device, wherein at most one of the memory devices provides an exclusive right to drive on the route,
• in which the exclusive right to travel the route from a rail vehicle is read out of the first storage device and the first storage device is put into a state in which it does not provide an exclusive right to drive on the route,
• in which the exclusive right is transferred from the rail vehicle to the second storage device.

Thus, especially for a single-track route between two stations with changing direction of travel, the problem of train control by means of the exclusive right (realized, for example, by means of a token) is solved. This is advantageously done with minimal use of distributed track equipment.

Advantageously, the exclusive right can also be used for influencing or controlling (for example, initiating or carrying out a braking operation) of the rail vehicle.

A further development is that the route is a single-track route, for example between two stations.

Another development is that the exclusive right is transferred from the rail vehicle shortly before, shortly after or leaving the route to the second storage device.

In particular, it is a development that the memory devices are arranged in the region of the ends of the single-track track.

It is also a further development that the first memory device and the second memory device have an RFID tag, wherein the exclusive right corresponds to at least one predetermined value or signal of the RFID tag.

Thus, the RFID tag can be read by the rail vehicle when entering the track and marked as invalid by means of a control signal. Alternatively, the RFID tag can also be described by the rail vehicle with an invalid value, wherein in principle any value is possible which indicates that the storage device can not provide an exclusive right.

It should be noted that between the rail vehicle and the storage devices any kind of communication, e.g. wireless transmission technology, near field communication, communication via a (power) line, etc. is possible. In this case, the memory device can be active or passive. The communication device of the rail vehicle, which is set up to read and / or write the exclusive right or information associated with the exclusive right, can also be active or passive.

Furthermore, it is a further development that the exclusive right is read out and stored for driving the route from the rail vehicle out of the first storage device.

In this case, the exclusive right can be "carried" by the rail vehicle and possibly stored ("handed over") when leaving the track in the second memory device. Figuratively speaking, the rail vehicle thus transports the exclusive right from the first to the second storage device. There are a variety of technical implementations that allow such a functional "transport" of the exclusive right. For example, approaches can be used that assign and manage a token to ensure (temporary) exclusivity of a resource, in this case the route.

It should be noted that, of course, the first and second memory device can be executed interchanged. In particular, these may be substantially functionally symmetrical, i. Both storage devices are set up to be able to provide the exclusive right and, after being made available, to be able to provide the exclusive right again only when it is available - e.g. by means of the rail vehicle - marked as "ready to be deployed", e.g. has been reset or saved. However, if these two memory devices are to regulate an exclusive driving operation on a route, only one of them can always provide the exclusive right or neither of them provides the exclusive right when a rail vehicle travels the route. So mutually the train protection is guaranteed for an alternating operation of the route.

In the context of an additional development, after the exclusive right has been read out, the exclusive right in the first memory device is marked as invalid, overwritten, reset or deleted.

These are some possibilities for realizing an exclusive right in the storage device. For this can For example, a memory area, eg a number of bits, a flag, a mark, etc., may be suitable.

In principle, any mechanism can be provided which ensures that, after the provision of the exclusive right, it can no longer be provided by the first storage device. Re-provisioning preferably takes place only if the exclusive right has previously been made available again to the first memory device, e.g. stored in this, will.

A next development is that the rail vehicle has a communication device for reading and writing to the first and the second memory device.

One refinement is that the rail vehicle is braked if it has not received the exclusive right when entering the track.

In particular, a monitoring device may be provided in the rail vehicle, in which case a braking operation, e.g. an emergency brake, initiates. Furthermore, a warning can be issued or triggered.

An alternative embodiment is that the exclusive right comprises in particular a signal, a token, a value, an information.

A next embodiment is that the exclusive right and / or the operations are performed with the exclusive right information technology secured.

For example, the exclusive right can be signed and / or encrypted. Alternatively or additionally, the access to the exclusive right may be authorized, ie that authorization beforehand - eg of the rail vehicle and / or the driver - must be done. In particular, it is an option that the exclusive right is tamper-proof.

It is also an embodiment that a state of the first memory unit and / or the second memory unit regarding availability of the exclusive right is displayed.

For example, a lighting and / or signaling device may be provided, e.g. a driver already in the station signals whether the exclusive right is available and he can drive on the track with the rail vehicle. This is advantageous if the storage unit is e.g. is already located at the beginning of the actual route: It can be prevented that the rail vehicle starts the journey and then stop or must drive back, if the exclusive right is not available.

The statements concerning the method apply correspondingly to the other categories of claim.

• bei der eine erste der Speichereinrichtungen eingerichtet ist, dem Schienenfahrzeug das Exklusivrecht zum Auslesen bereitzustellen und nach dem Auslesen des Exklusivrechts durch das Schienenfahrzeug in einen Zustand versetzt zu werden, in dem sie das Exklusivrecht zum Befahren der Strecke nicht mehr bereitstellt, und
• bei der die zweite der Speichereinrichtungen eingerichtet ist, nach einer Übernahme des vom Schienenfahrzeug transportierten Exklusivrechtes in einen Zustand versetzt zu werden, in dem sie das Exklusivrecht zum Befahren der Strecke bereitstellt.

The above object is also achieved by a route having two memory devices, wherein at most one of the memory devices is in a state in which it provides an exclusive right to drive on the route,

• in which a first of the memory devices is set up to provide the rail vehicle with the exclusive right to read out and, after the exclusive right has been read by the rail vehicle, be put into a state in which it no longer provides the exclusive right to drive on the route, and
• in which the second of the storage devices is set up after a takeover of the exclusive right transported by the rail vehicle into one State in which it provides the exclusive right to drive on the route.

• wobei anhand der Kommunikationseinrichtung das Exklusivrecht dem Schienenfahrzeug beim Befahren der Strecke bereitgestellt wird, sofern das Exklusivrecht bereitstellbar, insbesondere in dem Speicher vorhanden (z.B. abgespeichert oder als bereitstellbar gesetzt) ist,
• wobei in diesem Fall die Vorrichtung in einen Zustand versetzbar ist, indem das Exklusivrecht nicht mehr bereitstellbar ist.

A memory device described above may be a device for providing an exclusive right to control rail vehicles, or this memory device may be comprised by this device, which is provided with a memory and with a communication device for communication with the rail vehicle,

• wherein, based on the communication device, the exclusive right is provided to the rail vehicle when driving on the route, provided that the exclusive right can be provided, in particular in the memory (eg stored or made available),
• in which case the device can be put into a state in which the exclusive right can no longer be provided.

The device can thus have a memory which is set up at least for the temporary storage of the exclusive right.

In particular, two such devices can be arranged at the ends of the route, which is to be passable only with the receipt of the exclusive right.

An embodiment is that the communication device is a near-field communication device.

Another embodiment is that based on the communication device, the exclusive right of the rail vehicle when driving the route is not provided, unless the exclusive right not available, in particular in the memory not available (eg not stored or not set as available).

A further development consists in providing, on the basis of the rail vehicle, the exclusive right of the communication device when leaving the route, e.g. transferred, set or written to the memory of the device.

• mit einer Kommunikationseinrichtung zur Kommunikation mit einer ersten und einer zweiten Speichereinrichtung,
• wobei anhand der Kommunikationseinrichtung ein Exklusivrecht zum Befahren einer Strecke aus der ersten Speichereinrichtung auslesbar ist und die erste Speichereinrichtung in einen Zustand versetzbar ist, in dem sie kein Exklusivrecht zum Befahren der Strecke bereitstellt,
• wobei das Exklusivrecht an die zweite Speichereinrichtung übergebbar ist, so dass die zweite Speichereinrichtung in einen Zustand versetzt wird, in dem sie das Exklusivrecht zum Befahren der Strecke bereitstellt.

The above object is further achieved by means of a rail vehicle

• with a communication device for communication with a first and a second memory device,
• wherein based on the communication device, an exclusive right to drive on a route from the first memory device is readable and the first memory device is displaceable in a state in which it does not provide an exclusive right to drive on the route,
• wherein the exclusive right is transferable to the second memory device, so that the second memory device is placed in a state in which it provides the exclusive right to drive on the route.

A further development is that the rail vehicle has a monitoring device, by means of which a predetermined action, in particular an output of a warning or initiation of a braking operation, can be carried out when driving on the track without an exclusive right.

The solution presented here further comprises a computer program product which can be loaded directly into a memory of a digital computer, comprising program code parts which are suitable for carrying out steps of the method described here.

Furthermore, the above problem is solved by means of a computer-readable storage medium, e.g. any memory comprising computer-executable instructions (e.g., in the form of program code) adapted for the computer to perform steps of the method described herein.

The memory device, device, communication device and / or monitoring device mentioned here can be embodied, in particular, as a processor unit and / or an at least partially hardwired or logical circuit arrangement, which is set up, for example, such that the method can be carried out as described herein. It may be any type of processor or computer or computer with correspondingly necessary peripherals (memory, input / output interfaces, input / output devices, etc.) or may include one or more such.

The above-described characteristics, features, and advantages of this invention, as well as the manner in which they are achieved, will become clearer and more clearly understood in connection with the following schematic description of exemplary embodiments, which are explained in more detail in connection with the drawings. In this case, the same or equivalent elements may be provided with the same reference numerals for clarity.

Fig.1

eine schematische Darstellung mit einer eingleisige Strecke, die zwei Bahnhöfe verbindet, wobei an den Enden der Strecke jeweils eine Speichereinrichtung angeordnet ist anhand derer ein exklusiver Fahrbetrieb auf der eingleisigen Strecke sichergestellt werden kann;

Fig.2

eine auf Fig.1 basierende Abbildung, wobei das Schienenfahrzeug nach erfolgreichem Auslesen des Exklusivrechts aus der Speichereinrichtung die Strecke befährt;

Fig.3

eine auf Fig.1 und Fig.2 basierende Darstellung, wobei das Schienenfahrzeug mit Einfahrt in den Bahnhof das Exklusivrecht in der Speichereinrichtung ablegt;

Fig.4

eine auf den Figuren 1 bis 3 basierende Darstellung, bei der ein Schienenfahrzeug die Stecke in Gegenrichtung befährt und dazu das von dem vorherigen Schienenfahrzeug abgelegte Exklusivrecht nutzt;

Fig.5

ein schematisches Flussdiagramm zur Steuerung von Schienenfahrzeugen z.B. in alternierenden Richtungen über eine eingleisige Strecke;

Fig.6

schematisch ein Szenario umfassend ein Schienenfahrzeug, das sich in einer Fahrtrichtung bewegt oder bewegen soll und in Kommunikation mit der Speichereinrichtung feststellt, ob es die Strecke befahren darf oder nicht.

Show it:

Fig.1

a schematic representation of a single-track track connecting two stations, wherein at the ends of the route each have a memory means is arranged by means of which an exclusive driving on the single-track route can be ensured;

Fig.2

one on Fig.1 based image, wherein the rail vehicle after successful reading of the exclusive right from the storage device travels the route;

Figure 3

one on Fig.1 and Fig.2 based representation, wherein the rail vehicle with entry into the station stores the exclusive right in the storage device;

Figure 4

one on the FIGS. 1 to 3 based representation, in which a rail vehicle drives the plug in the opposite direction and to use the stored from the previous rail vehicle exclusive right;

Figure 5

a schematic flow diagram for controlling rail vehicles, for example, in alternating directions over a single-track route;

Figure 6

schematically a scenario comprising a rail vehicle to move or move in a direction of travel and in communication with the Storage device determines whether it may drive the route or not.

1. (1) Das Exklusivrecht (z.B. mittels eines "Token") für einen Zugleitbetrieb wird dezentral auf elektronischem Wege, z.B. mittels RFID-Tags, zwischen den in unterschiedlichen Richtungen über die eingleisige Strecke verkehrenden Schienenfahrzeugen, erteilt.
   Ein Token (engl. für Zeichen, Marke) ist ein Hilfsmittel zur Synchronisation. Das Schienenfahrzeug, das das Token hat, darf auf die Ressource zugreifen, hier die Strecke befahren. Wenn das Token freigegeben ist, darf ein anderes Schienenfahrzeug die Strecke benutzen.
   Fig.1 zeigt eine schematische Darstellung mit einer eingleisigen Strecke 101, die zwei Bahnhöfe, hier beispielhaft angedeutet durch die Gleise 102 und 103 auf der linken Seite und die Gleise 104 und 105 auf der rechten Seite, verbindet. An dem einen Ende der Strecke 101 ist eine Speichereinrichtung 106 und an dem anderen Ende der Strecke 101 ist eine Speichereinrichtung 107 angeordnet. Bei den Speichereinrichtungen 106 und 107 kann es sich um RFID-Einheiten, z.B. insbesondere RFID-Tags, handeln.
   Weiterhin ist in Fig.1 ein Schienenfahrzeug 108 dargestellt, das ausgehend von dem Gleis 102 die Strecke 101 in einer Fahrtrichtung 109 befahren will. Das Schienenfahrzeug weist eine Kommunikationseinheit auf, um mit der Speichereinrichtung 106 bzw. 107 kommunizieren zu können. Diese Kommunikationseinheit kann z.B. als eine RFID-Einheit ausgebildet sein, mit der ein RFID-Tag der RFID-Einheiten 106 und 107 sowohl gelesen als auch geschrieben werden kann.
   Die Speichereinrichtung 106 umfasst in dem Beispiel gemäß Fig.1 ein Exklusivrecht 110 in Form eines Token. Die Ausfahrt des Schienenfahrzeugs 108 auf die Strecke 101 ist nur möglich, wenn in der Speichereinrichtung 106 das Exklusivrecht 110 vorhanden ist. In diesem Fall kann das Schienenfahrzeug 108 das Exklusivrecht 110 "mitnehmen", d.h. von der Speichereinrichtung 106 lesen und dort bspw. löschen (ein Löschen kann z.B. erreicht werden durch ein Überschreiben des RFID-Tags in der Speichereinrichtung (z.B. RFID-Einheit) 106 mit einem ungültigen Code - in diesem Fall kann die Speichereinrichtung 106 kein Exklusivrecht 110 mehr bereitstellen, es ist also "gelöscht"). Da es für die Strecke 101 nur ein einziges Exklusivrecht 110 gibt und ein Befahren der Strecke 101 nur mit dem Exklusivrecht 110 möglich ist, ist damit die Strecke 101 nur für dieses Schienenfahrzeug 108 nutzbar, weitere Schienenfahrzeuge können die Strecke 101 nicht befahren.
   Dieses Szenario betrifft beispielsweise den Regelfall. In besonderen Situationen (z.B. einer Notsituation) kann die Strecke z.B. auf schriftlichen Befehl eines Fahrdienstleiters mit oder ohne Exklusivrecht befahren werden.
   Bei Lesen eines ungültigen Token ist der RF ID Reader/Writer in der Lage aus dem ungültigen Token den gültigen Token z.B. für die Ablage in die zweite Speichereinrichtung am Ende der Strecke zu generieren. Dies ist z.B. möglich für eine Initialsituation, bei der das Exklusivrecht noch nicht (weder in der ersten noch in der zweiten Speichereinrichtung) vorliegt und z.B. über einen (schriftlichen) Befehl des Fahrdienstleiters erteilt wird.
   Fig.2 zeigt eine auf Fig.1 basierende Abbildung, wobei das Schienenfahrzeug 108 nach erfolgreichem Auslesen des Exklusivrechts 110 aus der Speichereinrichtung 106 die Strecke 101 befährt. In diesem Fall ist auch zu erkennen, dass keine der Speichereinrichtungen 106 oder 107 in diesem Fall über ein Exklusivrecht 110 verfügen und somit die Strecke 101 der exklusiven Nutzung durch das Schienenfahrzeug 108 vorbehalten ist.
   Fig.3 zeigt eine auf Fig.1 und Fig.2 basierende Darstellung, wobei das Schienenfahrzeug 108 mit Einfahrt in den Bahnhof (hier beispielhaft auf Gleis 104) das Exklusivrecht 110 in der Speichereinrichtung 107 abspeichert (z.B. kann ein RFID-Tag der Speichereinrichtung (RFID-Einheit) 107 mit einem gültigen Code für ein Exklusivrecht überschrieben werden).
   Ein in Gegenrichtung 112 auf Gleis 105 wartendes Schienenfahrzeug 111 kann nun das Exklusivrecht 110 aus der Speichereinrichtung 107 auslesen und mitnehmen (z.B. wie vorstehend erläutert, indem das RFID-Tag der Speichereinrichtung 107 mit einem ungültigen Code überschrieben wird). Fig.4 zeigt diesen Fall für das in Richtung 112 auf der Strecke 101 exklusiv verkehrende Schienenfahrzeug 111, das das Exklusivrecht 110 "mitführt" und damit in der Speichereinrichtung 107 kein Exklusivrecht bereitgestellt werden kann. Hierbei ist "mitführen" durch das Schienenfahrzeug so zu verstehen, dass durch das Schienenfahrzeug 111 das Exklusivrecht 110 von der Speichereinrichtung 107 zu der Speichereinrichtung 106 transportiert wird und während dieses Transports kein anderes Schienenfahrzeug die Strecke 101 befahren kann.
   Hierbei sei angemerkt, dass das Exklusivrecht 110 unterschiedliche Signale, Daten, Informationen und/oder Werte aufweisen kann. Insbesondere kann das Exklusivrecht eine Vielzahl von Ausprägungen haben und ggf. mit zusätzlichen Informationen versehen sein. Auch kann das Exklusivrecht z.B. einen Zählerstand aufweisen, der die Anzahl der Fahrten auf der Strecke 101 (ggf. auch richtungsabhängig) angibt.
2. (2) Ergänzend zu den Ausführungen unter (1) kann das Schienenfahrzeug 108 oder 111 eine Überwachungseinrichtung aufweisen, die das Schienenfahrzeug beeinflussen kann basierend z.B. auch auf einem eingelesenen ungültigen (bzw. nicht vorhandenem) Exklusivrecht (wenn z.B. der ungültige Code aus dem RFIF-Tag ausgelesen wird). In diesem Fall kann ein Bremsvorgang des Schienenfahrzeugs eingeleitet werden, insbesondere eine Zwangsbremsung. Alternativ oder zusätzlich kann eine Warnung (z.B. eine Meldung, ein Alarm, etc.) ausgegeben bzw. ausgelöst werden.
   Vorzugsweise verfügt die Überwachungseinrichtung für Initialisierungs- und Störungssituationen über eine Bedieneinrichtung, anhand derer der Triebfahrzeugführer (ggf. auf Anweisung eines Fahrdienstleiters oder eines Stellwerks) die Zugbeeinflussung überbrücken kann.
3. (3) Auch ist es eine Option, dass jedes RFID-Tag die Möglichkeit aufweist, auf einen ungültigen Wert zurückgesetzt zu werden. Ein solches Rücksetzen kann z.B. zentral von einem Fahrdienstleiter oder einem Stellwerk bzw. einem Signalsystem oder dezentral von dem Triebfahrzeugführer (ggf. auf Anweisung des Fahrdienstleiters) erfolgen. Damit kann eine Initialisierung durchgeführt werden: Sollen z.B. zwei Fahrzeuge nacheinander in der gleichen Fahrtrichtung verkehren, so ist vor der Abfahrt des zweiten Zuges in beiden Bahnhöfen (an beiden Enden der Strecke 101) die Initialsituation der RFID-Tags herzustellen.
   Eine Initialisierung kann z.B. derart erfolgen, dass beide Exklusivrechte auf "ungültig" gesetzt werden (z.B. werden die RFID-Tags mit einem ungültigen Code belegt). Mit einer Zugsicherung gemäß (2) erhält der Triebfahrzeugführer des zuerst ausfahrenden Zuges die Fahrtfreigabe vom Zugleiter zusammen mit der Anweisung der Überbrückung der Zugbeeinflussung. Das Schienenfahrzeug kann dann mit Verlassen der Strecke 101 die Speichereinrichtung 106 oder 107 mit einem gültigen Exklusivrecht versorgen (z.B. wird das RFID-Tag in diesem Fall mit einem gültigen Code belegt), so dass von da an diese Speichereinrichtung das Exklusivrecht für die Strecke 101 bereitstellen kann.
4. (4) Eine andere Option besteht darin, dass die auf der Strecke installierten Speichereinrichtungen 106 und 107 die Zustände der gespeicherten Exklusivrechte (z.B. "Fahrt möglich" oder "Strecke gesperrt") anzeigen oder einer Anzeige bzw. einem Leuchtmittel bereitstellen. Insbesondere kann eine weitere Komponente, z.B. ein Signal, vorgesehen sein, das den Zustand des jeweiligen Exklusivrechts von der Speichereinrichtung erhält oder aus dieser ausliest und den ausgelesenen Zustand anzeigt. So kann ein Triebfahrzeugführer eines Schienenfahrzeugs bereits in dem Bahnhof erkennen, ob er ein Exklusivrecht von der Speichereinrichtung erhalten und somit die Strecke befahren kann. Insbesondere kann die Sicherheit einer korrekten Freigabe der Fahrt des Schienenfahrzeugs in Verbindung mit der Zug-Stopp-Funktion aus (2) gewährleistet werden.

For the safe railway operation, for example via a single-track route, which is preferably used by rail vehicles traveling in different directions, an approach with a decentrally managed exclusive right is proposed.

1. (1) The exclusive right (eg by means of a "token") for a train control service is granted decentrally by electronic means, eg by means of RFID tags, between the rail vehicles traveling in different directions over the single track route.
   A token is a synchronization tool. The rail vehicle that has the token may access the resource and drive the route here. When the token is released, another rail vehicle may use the route.
   Fig.1 shows a schematic representation of a single-track section 101, the two stations, here exemplified by the tracks 102 and 103 on the left side and the tracks 104 and 105 on the right side connects. At one end of the link 101 is a memory device 106 and at the other end of the link 101 a memory device 107 is arranged. The memory devices 106 and 107 may be RFID units, eg RFID tags in particular.
   Furthermore, in Fig.1 a rail vehicle 108 is shown, which wants to travel on the track 101 in a direction of travel 109 starting from the track 102. The rail vehicle has a communication unit, in order to be able to communicate with the memory device 106 or 107. This communication unit can be designed, for example, as an RFID unit with which an RFID tag of the RFID units 106 and 107 can both be read and written.
   The memory device 106 comprises in the example according to FIG Fig.1 an exclusive right 110 in the form of a token. The exit of the rail vehicle 108 to the route 101 is only possible if the storage device 106 has the exclusive right 110. In this case, the rail vehicle 108 can "take along" the exclusive right 110, ie read from the memory device 106 and delete there, for example (a deletion can be achieved, for example, by overwriting the RFID tag in the memory device (eg RFID unit) 106 an invalid code - in this case, the storage device 106 can no longer provide an exclusive right 110, so it is "deleted"). Since there is only one exclusive right 110 for the route 101 and it is possible to drive on the route 101 only with the exclusive right 110, the route 101 can therefore only be used for this rail vehicle 108; other railway vehicles can not travel on the route 101.
   For example, this scenario applies to the rule case. In special situations (eg an emergency situation), the route can be navigated, for example, on the written order of a dispatcher with or without exclusive right.
   When reading an invalid token, the RF ID Reader / Writer is able to generate the valid token from the invalid token, eg for storage in the second memory device at the end of the route. This is possible, for example, for an initial situation in which the exclusive right is not yet present (neither in the first nor in the second memory device) and is given, for example, via a (written) command from the dispatcher.
   Fig.2 shows one up Fig.1 based image, wherein the rail vehicle 108 after successful reading of the exclusive right 110 from the memory device 106 travels the route 101. In this case, it can also be seen that none of the memory devices 106 or 107 have an exclusive right 110 in this case and thus the track 101 is reserved for exclusive use by the rail vehicle 108.
   Figure 3 shows one up Fig.1 and Fig.2 based representation, wherein the rail vehicle 108 with entry into the station (here for example on track 104) the exclusive right 110 stores in the memory device 107 (eg, an RFID tag of the memory device (RFID unit) 107 overwritten with a valid code for an exclusive right become).
   A rail vehicle 111 waiting in the opposite direction 112 on track 105 can now read out the exclusive right 110 from the storage device 107 and take it with it (eg, as explained above, by overwriting the RFID tag of the storage device 107 with an invalid code). Figure 4 shows this case for the rail vehicle 111 exclusively operating in the direction 112 on the route 101, which "carries" the exclusive right 110 and thus can not be provided with an exclusive right in the storage device 107. Here, "carry" by the rail vehicle to be understood that by the rail vehicle 111, the exclusive right 110 of the memory device 107 to the Storage device 106 is transported and during this transport no other rail vehicle can travel the route 101.
   It should be noted that the exclusive right 110 may have different signals, data, information and / or values. In particular, the exclusive right can have a multiplicity of characteristics and, if appropriate, be provided with additional information. Also, the exclusive right, for example, have a count that indicates the number of trips on the route 101 (possibly also direction-dependent).
2. (2) In addition to the statements under (1), the rail vehicle 108 or 111 can have a monitoring device which can influence the rail vehicle based, for example, on an invalid (or non-existent) exclusive right (if, for example, the invalid code from the RFIF) has been read. Day is read out). In this case, a braking operation of the rail vehicle can be initiated, in particular an emergency braking. Alternatively or additionally, a warning (eg a message, an alarm, etc.) can be output or triggered.
   Preferably, the monitoring device for initialization and fault situations via an operating device, based on which the driver (possibly on the instructions of a dispatcher or a signal box) can bridge the train control.
3. (3) Also, it is an option that each RFID tag has the ability to be reset to an invalid value. Such a reset can eg centrally by a dispatcher or a signal box or a signaling system or decentralized by the driver (possibly at the direction of the Dispatcher). Thus, an initialization can be performed: If, for example, two vehicles run consecutively in the same direction, so before the departure of the second train in both stations (at both ends of the route 101) to establish the initial situation of the RFID tags.
   For example, an initialization can take place in such a way that both exclusive rights are set to "invalid" (eg the RFID tags are assigned an invalid code). With a train protection according to (2), the driver of the train that is pulling out first receives the clearance from the train conductor together with the instruction for bridging the train control. The rail vehicle can then provide the memory device 106 or 107 with a valid exclusive right when leaving the route 101 (eg the RFID tag is in this case assigned a valid code), so that from then on this memory device provides the exclusive right for the route 101 can.
4. (4) Another option is that the memory devices 106 and 107 installed on the track indicate or provide the statuses of the stored exclusive rights (eg, "ride possible" or "route disabled") to a display or light source. In particular, a further component, for example a signal, can be provided which receives the state of the respective exclusive right from the memory device or reads it out from it and displays the read-out state. Thus, a driver of a rail vehicle can already recognize in the station whether he can obtain an exclusive right of the storage device and thus can drive the route. Especially the safety of a correct release of the travel of the rail vehicle in connection with the train stop function of (2) can be guaranteed.

Figure 5 shows a schematic flow diagram for the control of rail vehicles, for example, in alternating directions over a single-track route.

In a step 501, a rail vehicle intends to travel the route. In a step 502, e.g. upon entry of the route or in advance by signaling it is determined whether an exclusive right to travel on the route can be provided by a storage device, which is preferably arranged at one end of the route. If no such exclusive right exists, a branch is made to a step 503, a trip on the route is not permitted; the rail vehicle may have to wait until the exclusive right is available or, if it is already on the way, a predetermined action, e.g. a warning or an alarm is triggered and / or a braking process initiated.

On the other hand, if the exclusive right is available, a branch is made to a step 504, the rail vehicle reads the exclusive right from the storage device and ensures that the exclusive right can no longer be made available by the storage device. In a step 505, the rail vehicle travels the route. In a step 506, eg shortly before or shortly after leaving the route, the rail vehicle stores the exclusive right back to the local storage device or ensures that this storage device can issue the exclusive right as soon as the rail vehicle has left the route. Thus, the exclusive right of steps 504 through 506 between the two storage devices provided to secure the route becomes transported. As stated, there are a variety of ways to ensure the functionality of such a "transport".

Figure 6 schematically shows a scenario comprising a rail vehicle 601, which is to move or move in a direction of travel 602. The rail vehicle 601 has a control unit 604, comprising, for example, a monitoring unit for controlling the travel of the rail vehicle 601 and a communication unit 603. The communication unit 603 can communicate here by way of example via a radio interface of a memory device 605 (eg by means of a near field communication). The memory device 605 is arranged, for example, on, at or in the vicinity of a railroad track 606. The memory device 605 has, for example, a memory 607 in which the exclusive right is stored, for example for the duration in which it can be provided. Furthermore, the memory device 605 has by way of example a communication unit 608 which can exchange data with the communication unit 603 of the rail vehicle 601.

It should be noted that an antenna of the communication unit 603 is e.g. may be mounted on the roof of the vehicle or below the rail vehicle 601. In particular, electrical and / or mechanical means, e.g. Sensors, actuators, be provided, by means of which the communication takes place.

Furthermore, it should be noted that only the communication devices of the memory device are arranged on or in the vicinity of the railway line; the rest of the storage device may be located elsewhere. Such a communication device is advantageously arranged contactable by the rail vehicle. There are a variety of electrical and / or mechanical options to realize such contactability. In particular, the memory device can also be designed to be distributed.

In this case, it is of advantage that the exclusive right for a train control operation can be decentralized by electronic means, e.g. via RFID tags, between alternating rail vehicles on a single track can be passed. This thus managed exclusive right can also be used for influencing or controlling (for example, initiating or executing a braking operation) of the rail vehicle.

It is also an advantage that this solution requires neither interlocking devices, track vacancies in the classical sense, radio data, nor signals. Thus, a cost-effective, automatic Zugleitbetrieb for alternating traffic on single-track routes can be achieved.

For example, storage devices with RFID tags behind the last turnout after exit from the station can be provided for the transfer of the exclusive rights.

It is proposed that rail vehicles that run in an alternating direction on a single track route, eg between two stations, operate decentrally by means of an exclusive right (token). For this purpose, preferably at the ends of the route depending on a storage device, for example, arranged as an RFID unit, with only an exclusive right for the free route exists, which is either kept in stock in one of the two storage units or from a rail vehicle that travels the route, is carried. In the latter case, therefore, the route is effectively protected from being hit by another rail vehicle because none of the storage units can provide the exclusive right of the rail vehicle is transported between the storage units or is occupied by the rail vehicle. In this case, it is advantageous that the presented solution creates an efficient possibility of decentralized train protection and thus can be implemented much cheaper than existing central train protection or Zugleitansätze.
Although the invention has been further illustrated and described in detail by the at least one embodiment shown, the invention is not so limited and other variations can be derived by those skilled in the art without departing from the scope of the invention as defined by independent claims 1, 13 and 14 is defined to leave.

LIST OF REFERENCE NUMBERS

101

Track (single track)

102

Railway (of a railway station)

103

Railway (of a railway station)

104

Railway (of a railway station)

105

Railway (of a railway station)

106

memory device

107

memory device

108

track vehicle

109

direction of travel

110

exclusive right

111

track vehicle

112

Direction of travel (opposite to the direction of travel 109)

501-506

Steps of a method for controlling a rail vehicle by means of an exclusive right

601

track vehicle

602

direction of travel

603

communication unit

604

control unit

605

memory device

606

route

607

Storage

608

communication unit

Claims (15)

1. Method for controlling rail vehicles (108, 111, 601),

   - in which a line section (101) has a first and a second storage device (106, 107; 605), wherein no more than one of the storage devices (106, 107; 605) provides an exclusive right of way (110) on the line section (101),

   - in which the exclusive right of way (110) on the line section (101) is read from the first storage device (106) by a rail vehicle (108) and the first storage device (106) is placed in a state in which it can provide no exclusive right of way (110) on the line section (101) (504),

   - in which the exclusive right of way (110) is passed to the second storage device (107) by the rail vehicle (108) (506).
2. Method according to claim 1, wherein the line section (101) is a single-track line section.
3. Method according to one of the preceding claims, wherein the exclusive right of way is passed to the second storage device by the rail vehicle shortly before, shortly after or as it leaves the line section.
4. Method according to one of the preceding claims, wherein the storage devices are disposed in the area of the ends of the single-track line section.
5. Method according to one of the preceding claims, wherein the first storage device and the second storage device has an RFID tag, wherein the exclusive right of way corresponds to at least one predefined value or signal of the RFID tag.
6. Method according to one of the preceding claims, wherein, to enter the line section, the exclusive right of way is read from the first storage device and stored by the rail vehicle.
7. Method according to claim 6, wherein, when the exclusive right of way has been read out, the exclusive right of way is marked as invalid, overwritten, reset or deleted in the first storage device.
8. Method according to one of the preceding claims, wherein the rail vehicle (601) has a communication device (603) for reading from and writing to the first and the second storage device (106, 107; 605).
9. Method according to one of the preceding claims, wherein the rail vehicle (601) is braked if it has not obtained the exclusive right of way on entering the line section (503).
10. Method according to one of the preceding claims, wherein the exclusive right of way comprises in particular a signal, a token, a value, an item of information.
11. Method according to one of the preceding claims, wherein the exclusive right of way and/or the operations involving the exclusive right of way are executed in a data-protected manner.
12. Method according to one of the preceding claims, wherein a state of the first storage unit and/or of the second storage unit relating to the availability of the exclusive right of way is displayed.
13. Line section (101), which has two storage devices (106, 107; 605), wherein no more than one of the storage devices (106, 107; 605) is in a state, in which it provides an exclusive right of way (110) on the line section,

    - in which a first of the storage devices is designed to provide the rail vehicle with the exclusive right of way for reading from and, after the rail vehicle has read the exclusive right of way, to be placed into a state in which it no longer provides the exclusive right of way (110) on the line section (101), and

    - in which the second of the storage devices is designed, after receiving the exclusive right of way (110) transported by the rail vehicle, to be placed into a state in which it provides the exclusive right of way (11) on the line section (101).
14. Rail vehicle (108, 111; 601)

    - having a communication device (603) for communicating with a first and a second storage device (106, 107; 605) of a line section,

    - wherein an exclusive right of way (110) on the line section (101; 606) can be read from the first storage device (106) by means of the communication device (603) and the first storage device can be placed in a state in which it cannot provide an exclusive right of way (110) on the line section (101),

    - wherein the exclusive right of way (110) can be passed to the second storage device (107) so that the second storage device (107) is placed in a state in which it provides the exclusive right of way (110) on the line section.
15. Rail vehicle according to claim 14, having a monitoring device (604) by means of which a predetermined action, in particular issuing of a warning or initiation of a braking operation can be carried out if the line section (101) is entered without an exclusive right of way (110) having been obtained.

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