EP2894074B1 - Method and device for monitoring a railway network - Google Patents

Description

The invention relates to a method and a device for monitoring a railway network, in particular for monitoring stationary network units of the railway network. Railway networks comprise an extremely large number of different network units distributed along the route network which must be located, monitored, maintained, modified, extended and / or controlled. In addition, as rail networks have grown historically, they often include subsystems that complement and often overlap, making it difficult to control, maintain, upgrade and control the rail network and the network units concerned.

In addition to the rail network, the railway network includes control systems and safety systems, in particular signal boxes, such as those in, R. Hämmerli, The Principles of Railway Safety Systems, Swiss Federal Railways SBB, Volume 1, February 1990 , and Volume 2, November 1982 are described. Furthermore, railway networks include control systems and communication systems as described in US Pat EP2631152A1 are described.

It should also be noted the trend towards intelligent networks with network units that have advanced capabilities and, for example, can automatically collect information, exchange information and transmit to a server. These functions can only be used insufficiently due to the complexity of the railway network. The use of the extended capabilities of the numerous network units is therefore only with great effort and only partially possible.

Either the network units are integrated into one or more specialized systems or the network units have to be individually localized and individually processed. If the network units are integrated in specialized systems, only the relevant specialists have access. Again, these specialized systems have the problem of costly redundancy as well as data matching, which is hardly possible due to system complexity. The specialized systems essentially provide only those information and services that are required in this specialized area, such as backup or communication. The cross-network leadership and planning are made much more difficult.

Full, automated and coordinated treatment of network units to monitor and control them is not possible.

Due to the complexity of the railway network and the monitoring systems and control systems provided for it, high costs and costs for the maintenance and further expansion of the systems result. Furthermore, the complexity of the railway network and the use of different systems in data management regularly lead to data errors whose correction is again associated with high costs.

The EP0132548A1 discloses a device for operating a station system, which allows a rapid startup or restart of the system after a change in the plant topography, after a change in the area division, after changing element-specific data, or after the occurrence of failure cases.

The station system is described in a station data list in a separate input computer and communicated to individual area computers in the upgrade phase.

The present invention is therefore based on the object of specifying an improved method and an improved device for monitoring a railway network and its stationary network units.

In particular, an easily manageable method and a device which can be realized with little effort are to be provided, by means of which monitoring with a high level of accuracy can be achieved Degree of automation or fully automated feasible.

Based on the method and the device, data from the railway network and the network units should be able to be determined in a coordinated manner without having to access individually several overlapping subsystems or having to determine network units individually.

In particular, data, such as status data, of the railway network and of the network units, which can be used as control information for the maintenance and modification of the railway network and the network units and the corresponding maintenance systems and modification systems, can be determined.

With the aid of the method according to the invention, the railway network and parts thereof are to be precisely imaged and subsequently also be treated or processed as needed.

The method and apparatus should also provide the basis for revising and standardizing historically evolved complex railroad systems. In particular, the method and the device should provide reference information which allows data from subsystems to be checked, corrected and connected or further evaluated.

This object is achieved by a method and a device which have the features specified in claims 1 and 12, respectively. Advantageous embodiments of the invention are specified in further claims.

The method is used to monitor a railway network and its stationary network units whose
Object data together with the associated geographic coordinates of a reference system are recorded and stored in an object data record.

According to the invention, self-contained area boundaries are provided within the reference system defining network segments enclosing associated stationary network units, preferably monitoring all stored object data sets in one of the network segments and selecting the network units whose coordinates are within the respective network segments and that status data of the selected network units are determined and / or control data is transmitted to these network units. The area boundaries can be selected as desired and can later be modified and adapted to changed circumstances.

The method according to the invention makes it possible to map a railway network or parts thereof in a simple manner and to capture status data of network units.

The state data may provide elementary or detailed information about the state of a network device. Of great value is the information that the network unit is located within the network segment and can be accessed at that location. Furthermore, the status data can indicate the current configuration of the network unit. For example, the location of a switch or the version of the operating program of a communication unit can be displayed. Furthermore, the functionality and occurred wear can be displayed. Furthermore, interface information and connection states to other network devices can be displayed. In addition, information may be displayed which allows to To access and control the network device. The cross-network method according to the invention is thus in competition with the methods of special systems and thus makes it possible, on a case-by-case basis, to supplement or replace functions of the special systems.

As state data, actual state data and desired state data as well as deviations thereof can be detected. The deviations may relate to deviations from an earlier registered actual value and, for example, relate to signs of wear that occurred during operation. The deviations may also refer to the difference between an earlier registered actual value and a newly entered nominal value, which was derived from planning data.

With the status data, in particular the mentioned deviations, preferably also financial data are recorded as object attributes. The financial data linked to the network units provides a basis for coordinated budgeting and costing of the railway network and network segments.

With simple queries, therefore, all relevant information, such as status information, maintenance information, inventory data or financial data for a network segment can be determined and further processed.

By means of the method according to the invention, the basic information of the railway network can be provided efficiently for all existing subsystems, such as control systems and management systems, maintenance systems and development systems. Information can be selectively provided by class for the network segments of interest. This can be the case for every network segment mentioned quantity structure can be represented completely or partially. The quantity structure preferably comprises the elements of the area "Engineering", the area "Railway Access", the area "Lane", the area "Energy", the area "Traction Current", the area "Safety Systems" and the area "Communication". The areas mentioned can be mapped individually or in combination as individual layers of a network segment. Furthermore, the individual areas themselves can be divided into layers.

The method and device according to the invention therefore fulfill the function of a tomograph, which can selectively display sections "in the body" of the railway network. For each image, the bone structure or the roadway structure of the railway network or the nerve structure or the communication structure of the railway network can be selectively displayed. On the other hand, while the tomographs allow only the layered imaging of a physical body, the method and device according to the invention allow the network units to be detected as controllable objects which the user can access as needed.

In a further expansion stage, the interfaces of the network units and mutual connections are recorded, so that possible interactions can be registered and triggered.

The method according to the invention is preferably configured in such a way that the user can access the network units or object units by mouse click in an image and display the intervention options. If the network units have a communication address, the user can communicate directly with this network unit. For example, using a diagnostic tool over the Internet, it can ping an ICMP (v6) echo request packet to the Send destination address and determine the round trip delay (RTD).

The user can therefore call, map and directly control the network units of interest in his work area.

The monitoring of the railway network according to the invention thus results in substantial advantages, in particular with regard to testing and maintenance, but also with regard to the maintenance of the substance and the expansion of the railway network.

The simple and error-free partial or complete mapping of the railway network and its condition creates an advantageous common basis for operation, planning and construction of the railway infrastructure. The railway undertaking, as an infrastructure manager and railway undertaking, automatically receives, by means of the method according to the invention, all the relevant information which serves as the basis for further action. The geographic area personnel in various technical workspaces can selectively retrieve data for a geographic area to be processed for local testing or planning.

By mapping the state of the network units, a prioritization of the maintenance work and a relatively precise calculation of the maintenance costs can be made.

Instead of using multiple overlapping network systems that have evolved historically, monitoring the network can be done in a single system. The railway undertaking quickly receives access to relevant technical information at all levels, which can then be adopted with great precision in cost accounting and budgeting, in particular for maintenance, servicing, planning and development.

Particularly advantageous is the fact that the image of the railway network determined by the method according to the invention is automatically updated after the addition of further network units.

The image can be static or dynamic, if the connections between the network units, the interface data, the methods of the objects have been registered and thus interactions can be triggered and tracked online. By extending the attributes of the registered objects or network units, the image of the railway network created using the method according to the invention can therefore be represented multidimensional in any desired detail. By linking the present information, further vectors, for example a maintenance vector, can be added to the network units. By monitoring and comparing the length of the vectors with a threshold, states can be signaled that require intervention.

For each of the network units, an object data set with object attributes is provided, which are preferably updated regularly. Each object data set comprises at least the object identity and the object coordinates and preferably the object function. Preferably, the system affiliation, originating data, maintenance data, object methods, configuration data and / or interface data are recorded as attributes.

For intelligent network units, ie network units with a computer and a communication unit connected to a communication network, a communication address is preferably also inserted into the object data record. Some of the attributes, such as the object identity, the object coordinates, the object function, the system membership, the object methods and the interface data have a static character.

Other attributes, such as maintenance data and configuration data, are dynamic and preferably updated on a regular basis.

1. a) der Topologie des Gleisnetzes und/oder des Streckennetzes und dessen Betriebspunkte und Streckenachsen;
2. b) der Stellwerksgrenzen;
3. c) der Gleisarten differenziert in Gleisstränge mit Hauptgeleisen und Nebengeleisen;
4. d) der Fahrstromabgrenzungen; und/oder
5. e) vorliegender historischer und verwaltungstechnischer Abgrenzungen

festgelegt.The area boundaries are preferably taken into account

1. (a) the topology of the rail network and / or the route network and its operating points and track axes;
2. b) the signal box boundaries;
3. c) the types of track differentiated into track strands with main gullies and side gullies;
4. d) the roadside boundaries; and or
5. e) existing historical and administrative boundaries

established.

For this purpose, associated coordinates for the rail network with its track strands and turnout points and the route network with its operating points and track axes, which relate to the reference system, are determined and stored. For the network units belonging to the rail network or the route network, which are already stored, the reciprocal connections and preferably also the possible interactions are therefore additionally registered. For example, based on the rail network, the route network can be determined in the sequence. Alternatively, the topology of the rail network can be created starting from the route network. Based on the determined track network and the route network, it is possible to precisely create the area boundaries. For example, main tracks and side tracks, which are preferably marked as such, can be automatically separated from each other by the area boundaries.

In preferred embodiments, the area boundaries are therefore preferably created automatically taking into account the object attributes. If the system affiliation, for example the affiliation with a signal box, is stored as object attributes, then the area boundaries can be automatically created in such a way that all network units belonging to this system are included in a network segment.

With the inclusion of the rail network and the route network also results in additional control options. For example, switches could be controlled in such a way that it is possible to create a road.

To avoid Fehlzuschchnungen of network units to network segments, the area boundaries are preferably set as polygons so that they pass through the route axes of the route network each vertically.

Particularly advantageous for each of the network units and their condition and, where appropriate, their configuration can be advantageously determined and registered. This can be done by direct measurement of the state of the network units by means of sensors, by retrieval by the maintenance personnel of locally entered status data, by data from a master computer or by taking account of influencing factors and occurring loads. For example, for each network unit or for each network segment, the time course of the weather and / or the traffic volume is detected. By means of the method according to the invention, it is possible, for example, to map the points within a network segment and preferably their configuration.

For monitoring network units which extend over a larger geographical area, two or more network segments can be combined to form a segment group. If, for example, the network units are to be monitored or processed along a traffic axis, all network segments adjoining one another along this traffic axis can be combined in a segment group. The state of the network units of this traffic axis can be evaluated by reading data or performing tests to obtain the necessary information for network interventions.

According to the invention, at least one network computer is provided which can access a database in which the object data sets of the network units are stored and which records the status data of the network units. Preferably, the network computer is connected to at least part of the network units via communication channels or control channels, so that data, possibly control data can be transmitted unidirectionally or bidirectionally. The interrogation of data or the control of network units is preferably carried out by means of the object address contained in the object data set, to which corresponding instructions are transmitted.

For this purpose, the network computer and the corresponding network units are each provided with a communication unit, by means of which data is retrieved and transmitted by wire or wireless to the network computer, or by means of which data are transmitted to the network units in order to control or reconfigure them.

The combination units may be connected to the network computer via a wired or wireless network. Also possible is the data transmission via the power supply network, as is done in the so-called ripple control.

Data can also be queried contactless using RFID technology. If the network units are provided with a transponder, data can be queried, for example by means of mobile network units at each transit. In this way, the status data and attributes of the stationary network units can be updated regularly.

In a non-claimed example, the mobile network units, i. the rail vehicles, in particular the locomotives, assigned to an object data set, which is stored in the database and detected by the network computer, if its object coordinates are within a monitored network segment.

From the EP2631152A1 is a method for locating rail vehicles, ie mobile network units known. Based on this method, the object coordinates of the mobile network units can be recorded and updated regularly. The mobile network units can therefore be represented in the same way within a network segment as the stationary network units. The present method and the interior of the EP2631152A1 described methods are therefore complementary to each other. The present method is a basic method, but is also complementary to other methods implemented by the railway network.

Fig. 1

einen Ausschnitt aus einem Gleisnetz GN eines Eisenbahnnetzes, welches Netzeinheiten NE umfasst, denen Koordinaten eines Koordinatensystems zugeordnet werden, die als Objektkoordinaten zusammen mit den Objektidentitäten zu einer Datenbank DB eines Netzrechners NR übertragen werden;

Fig. 2

den Teil des Streckennetzes SN des Eisenbahnnetzes, welcher dem Teil des Gleisnetzes GN von Fig. 1 entspricht und der anhand von Flächenabgrenzungen FAB in Netzsegmente FA12, FA3, FA45, FA6 und FA7 aufgeteilt ist, die unabhängig voneinander überwacht werden, wie dies anhand der unterschiedlichen Schraffuren symbolisch gezeigt ist;

Fig. 3

die Netzsegmente FA12, FA3, FA45, FA6 und FA7 von Fig. 2 aufgeteilt in eine erste Segmentgruppe SG1 mit den Netzsegmenten FA12, FA3, und FA7 und eine zweite Segmentgruppe SG2 mit den Netzsegmenten FA45 und FA6, wie dies anhand übereinstimmender Schraffuren gezeigt ist;

Fig. 4

den Netzrechner NR von Fig. 1 mit dem Abbild des Netzsegments FA6, dessen Flächenabgrenzungen FAG modifiziert werden, um eine neue Netzwerkeinheit, nämlich eine streckengebundene Kommunikationseinheit B6-n zu erfassen; und

Fig. 5

das physikalische Netzsegment FA6r mit einer mobilen Netzeinheiten bzw. einer Lokomotive an der Koordinatenstelle x2/y2 und das Abbild FA6 des physikalischen Netzsegments FA6r auf dem Netzrechner NR von Fig. 4.

The invention will be explained in more detail with reference to drawings. Showing:

Fig. 1

a section of a rail network GN of a railway network comprising network units NE, which coordinates of a coordinate system are assigned, which are transmitted as object coordinates together with the object identities to a database DB of a network computer NR;

Fig. 2

the part of the rail network SN of the rail network which is part of the rail network GN of Fig. 1 and which is divided into network segments FA12, FA3, FA45, FA6 and FA7 based on area boundaries FAB, which are monitored independently of each other, as shown symbolically by the different hatching;

Fig. 3

the network segments FA12, FA3, FA45, FA6 and FA7 of Fig. 2 divided into a first segment group SG1 with the network segments FA12, FA3, and FA7 and a second segment group SG2 with the network segments FA45 and FA6, as shown by matching hatching;

Fig. 4

the network computer NR of Fig. 1 with the image of the network segment FA6 whose area boundaries FAG are modified to capture a new network entity, namely a link-bound communication entity B6-n; and

Fig. 5

the physical network segment FA6r with a mobile network unit or a locomotive at the coordinate location x2 / y2 and the image FA6 of the physical network segment FA6r on the network computer NR of FIG Fig. 4 ,

Fig. 1 shows a section of a railway network GN of a railway network, which stationary, ie permanently installed Network units NE comprises. The rail network includes, among others, main gulls HG-1, HG-2, HG-3, HG-4 and minor gullies NG-1, NG-2, NG-3, NG-4, NG-5. At the operating points BPS-1, ..., BPS-6 stations ST-A, ..., ST-F are also drawn. In addition to the routes, the track network GN includes, among other things, safety systems, signaling systems, overhead lines, communication devices and buildings, eg at railway stations and bus stops. User-selected devices and their elements according to the invention form the network units NE.

Each of the network units NE is assigned an object data set with object attributes which comprise at least the object identity and the object coordinates. Preferably, further attributes such as the object function, the system affiliation, for example belonging to a security system, origination data, maintenance data, object methods, configuration data, interface data and, if present, a communication address are recorded as attributes. The object data sets of all relevant network units NE are stored in a database DB, which can be accessed by a network computer NR.

Planned and not yet realized network units NE can also be included in the database DB. If it is planned to replace a network unit NE, the new network unit NE, which has not yet been installed, can already be recorded and mapped in the database DB.

Within the rail network GN run rail vehicles (see FIG. 5 ), which are provided with communication units via which the current position or the object coordinates of these rail vehicles are transmitted to the network computer NR and the database DB. To determine the object coordinates, for example, in the EP2631152A1 described method are used, in which the location a mobile device associated with a rail vehicle is within a cellular network. In a non-claimed example, mobile network units NE whose object coordinates have been detected can be treated as well as stationary network units NE.

As a reference coordinate network for the object coordinates of the stationary network units NE, for example, a national or international coordinate system is used.

Fig. 1 shows by way of example the detection of the object coordinates of a stationary network unit NEn, for example a switch arranged on a network node of the rail network GN. For the named network unit NEn, the object coordinates x1 / y1 have been determined which, together with the identity ID of the network unit NEn, are transmitted to the network computer NR and stored by the latter in the database DB. The database DB thus contains the non-redundant data of all network units NE of the railway network.

In a first method step, therefore, all relevant network units NE of the railway network are identified and their object coordinates are recorded. The scope of the determined network units NE and the associated information depth or the scope of the attribute information for each network unit NE can be determined by the user. The system is scalable and can be expanded as required.

The determination of the object information for the network units NE can be carried out automatically with appropriate equipment of the network units NE. If an intelligent network unit NE is provided with a GPS receiver, a unique identification number and a communication module, then the object coordinates can be determined automatically and with the Identification number to the network computer NR. The identification number may optionally contain further information, such as the function associated with the network unit NE, the manufacturer and the date of manufacture.

Fig. 2 shows the part of the rail network SN of the railway network which is the part of the rail network GN of Fig. 1 equivalent. The operating points BPS-1, ..., BPS-6 and BPK-6 and the distance axes L _A , L _B and L _C , which connect these operating points BPS-1, ..., BPS-6 and BPK-6, are shown connect.

The illustrated part of the network shown SN is also divided into five network segments FA12, FA3, FA45, FA6 and FA7 based on area boundaries FAG, which can be independently monitored and / or controlled according to the invention, as is symbolically represented by the hatching.

The area boundaries FAG form in this embodiment polygons with a certain number of corners, which are associated with segment coordinates SK. The network segment FA6 has an area boundary FAG with five corners, to which the segment coordinates SK1,..., SK5 are assigned. The connecting lines between the vertices defined thereby form a self-contained boundary line. By setting and moving corner points, the area boundary FA6 can be changed as required. Preferably, a program module is provided which automatically calculates the boundary lines after the corner points have been set. Instead of polygons, other geometrical objects can be used whose boundary lines can be calculated mathematically.

So that no misallocations of network units NE to individual area boundaries FA occur, it is provided that the Boundary lines FAG always perpendicular to the line axes L _A , L _B and L _C run, as in Fig. 2 is shown.

In certain embodiments, it is also possible for area boundaries FA to run into one another. For example, at an operating point BPx, a surface delineation FA _X1 , which includes a region with main tracks, can pass through a surface delineation FA _Y2 , which comprises the minor part of the operating point BPx.

The area delineation FAG of a network segment FA determines the amount of all network units NE that lie within this network segment FA and within the map created by this network segment FA. This is achieved by comparing the coordinates of the network units NE with the coordinates of the area boundary FAG.

In the Fig. 2 shown five network segments FA12, FA3, FA45, FA6 and FA7 are separated from each other and are individually selected and displayed, which is shown symbolically by corresponding hatching.

In Fig. 3 It is shown that different network segments FA can also be combined to form a segment group SG. The network segments FA12, FA3, FA45, FA6 and FA7 of Fig. 2 are divided into a first segment group SG1 with the network segments FA12, FA3, and FA7 and a second segment group SG2 with the network segments FA45 and FA6, as illustrated by similar hatching. The user therefore has the option of selectively limiting or expanding the area of monitoring and evaluation or control of the network units NE.

Fig. 4 shows the network computer NR of Fig. 1 with the image of the network segment FA6. In addition, two intelligent communication units or rail-bound balises B6-1, B6-2, over which data can be exchanged wirelessly with rail vehicles and wired with a security system, possibly a signal box.

In Fig. 4 It is further shown that the area boundary FAG of the network segment FA6 can be modified in a simple manner in order to include a further network unit NE, namely a further communication unit B6-n, in the network segment FA6. For this purpose, a new corner point SKn is added to the polygon of the area boundary FAG, which is positioned such that the communication unit B6-n now lies within the area boundary FAG. Alternatively, the vertices SK2 and / or SK3 can be moved. Subsequently, the polygon is recalculated with the six vertices SK1, ..., SKn.

The object data of the network units NE of the network segment FA6 were read from the database and displayed on the screen. By applying filters, selected classes of network units NE can be represented. For example, the elements of the routes, the signal boxes, the safety systems, the catenaries, the power supply, the communication system, and the other infrastructure can be selected and displayed individually or in combination.

Furthermore, the states of the network units NE can be represented in color, for example. For example, network units NE requiring maintenance can be drawn in red color. All network units NE can also be retrieved with the associated information, which may be of a technical, administrative or financial nature.

Fig. 5 shows the physical network segment FA6 and its image on the network computer NR of Fig. 4 , It is shown in the non-claimed example that a mobile network unit NEm or train composition has entered the network segment NE6. The object coordinates x2, y2 of the mobile network unit NEm are determined on the basis of the GPS system, based on the rail-bound balises B6-1, B6-2 or on the basis of the mobile radio system and transmitted to the database DB of the network computer NR.

The unclaimed device can be used by various users who need information about different network units NE. A first user may specify that only the mobile network units NEm be displayed on the screen of his terminal connected to the network computer NR. In this way it is possible to control the fleet and organize and maintain it efficiently.

A second user can select the interlocking systems and the safety systems. A third user can select the elements of the power supply or the communication. A fourth user can select the building systems. A fifth user can compare network units NE of the existing infrastructure with network units NE of a planned infrastructure. A sixth user can display network units NE that require maintenance. A seventh user can select network units NE and process related information, for example, to create a financial budget. Higher-level users can combine individual layers and determine relationships.

In Fig. 5 is further illustrated with arrows that the network computer NR can communicate via communication units with intelligent network units NE to update the status data of these network units NE, or To obtain information about other network units NE. In a non-claimed example, the network computer NE can also transmit information, for example control information, to the network units NE in order to control or configure them. For example, in periods where traffic is at a standstill, tests and examinations may be performed. Arrows indicate symbolically that bidirectional data exchange is possible with the balises B6-1, B6-2, the mobile network unit NEm and the signal boxes and safety installations of the operating point BPS-6, for example to determine further status data. It is preferably provided that the user can automatically create a connection with this with a mouse click on an imaged network unit NE in order to retrieve data or to carry out tests or to change their configuration.

With a hatched arrow is symbolized that for a stationary network unit NEs also further data determined but can not be retrieved directly from this. Based on the data of external influences, such as the traffic volume and the weather conditions over a longer period of time, the state of the network unit Nes can be calculated and displayed. For a switch, the number of switches can be determined from the interlocking and compared with a threshold value. As soon as the threshold is exceeded, this is signaled on the screen. For all network units NE that are serviced by maintenance personnel, the current and, by extrapolation, the future maintenance requirements can therefore be displayed, which makes short-term and long-term planning much easier.

The inventive method therefore allows the operator of the railway network to monitor the railway network and parts thereof. The application of the method is scalable and can be applied to arbitrary network devices NE be extended or limited. The accesses to the intelligent network units NE in order to query data, to make configuration changes, for example to update operating programs, can be expanded or restricted as desired.

Claims (13)

1. Method for monitoring a railway network and its stationary network units (NEs), whose object data together with the associated geographical coordinates which relate to a reference system, are acquired and stored in an object data record, wherein for acquiring the object data a network computer (NR) is provided, which accesses at least one database (DB), in which the object data records of the stationary network units (NEs) are stored, wherein

   a) closed area boundaries are provided within the reference system by which network segments (FA12, FA3, ...) are defined which include associated stationary network units (NEs);

   b) for monitoring the stationary network units (NEs) in one of the network segments (FA12; FA3, ...), at least some of the stored object data records are checked and the stationary network units (NEs) whose object coordinates lie within the network segments (FA12, FA3, ...) are selected; and

   c) status data of the selected stationary network units (NEs) are determined.
2. Method according to claim 1, characterised in that each object data record, in addition to the associated object coordinates and the object identity, has further object attributes, such as functional data, configuration data, system affiliation, origin data, maintenance data, object methods, interface data and/or a communication address, and/or that by means of the determined status data the associated network segments (FA12, FA3, ...) are mapped completely or divided into classes.
3. Method according to claim 1, characterised in that coordinates relating to the reference system are determined and stored for the associated track network established for the railway network with its track sections and switching points as well as for the associated transport network with its operating points and transport axes.
4. Method according to claim 1, 2 or 3, characterised in that the area boundaries are determined under consideration of

   a) the topology of the track network and/or the transport network;

   b) the boundaries of the interlocking system;

   c) the types of tracks, differentiated into main and secondary tracks;

   d) the traction current boundaries; and/or

   e) existing historical and administrative boundaries.
5. Method according to claim 4, characterised in that the area boundaries are preferably defined as polygons in such a way, that the area boundaries always traverse the transport axes (L_A, L_B and L_C) of the transport network (SN) perpendicularly.
6. Method according to claim 1, 2 or 3, characterised in that in order to determine the status data, loads occurring in particular by traffic and/or by weather influences are detected by means of access to sensors, control systems and information systems.
7. Method according to one of the claims 1 - 6, characterised in that by means of the status data the physical state of the stationary network units (NEs) is calculated and mapped and that for at least some of the stationary network units (NEs) at least one state vector is provided, which serves as an indicator for necessary maintenance interventions.
8. Method according to one of the claims 1 - 7, characterised in that optionally two or more network segments (FA12, FA3, ...) are combined to form a segment group (SG1).
9. Method according to one of the claims 1 - 8, characterised in that the network computer (NR) acquires the status data of the stationary network units (NEs) and/or communicates unidirectionally or bidirectionally with the stationary network units (NEs), if necessary in order to retrieve data.
10. Method according to one of the claims 1 - 9, characterised in that status data of stationary network units (NEs) are acquired by means of mobile network units (NEm), such as locomotives, which communicate via communication interfaces on the one hand with the stationary network units (NEs) and on the other hand with the network computer (NR).
11. Method according to one of the claims 1 - 12, characterised in that by means of the registered object methods, interface data and connection interactions between individual stationary network units (NEs) are triggered and configuration changes are gathered.
12. Device for carrying out the method in accordance with one of claims 1 - 11 for monitoring a railway network and its stationary network units (NEs), whose object data together with the associated geographical coordinates which relate to a reference system, are acquired and stored in an object data record, wherein for acquiring the object data a network computer (NR) is provided, which accesses at least one database (DB), in which the object data records of the stationary network units (NEs) are storable.
13. Device according to claim 12, characterised in that the network computer (NR) and the stationary network units (NEs) are provided with communication devices which permit wired or wireless communication.

Images