EP3328706B1 - Safety method and safety system for a railway network - Google Patents

Description

The invention relates to a safety method and a safety system for a railroad track network.

From the patent DE 44 06 720 C2 For example, a safety method and a safety system for a railroad track network, which is subdivided into track sections by road elements and passable by vehicles, are known. In the known safety method, the vehicles of selected ones of the route elements request steps for allocation as the route element, and each of the selected route elements is automatically allocated as a route element under predetermined conditions for each vehicle requesting the steps for allocation as a route element. Accordingly, in the known security system, the vehicles are adapted to request steps of allocation of route elements from selected ones of the route elements, and each of the selected route elements is adapted to be preset for each vehicle requesting the steps of allocation as a route element thereto Automatically allocate conditions as a track element.

Modified route properties in the railroad track network, which are recognized by a vehicle driver, are communicated in the usual way by the driver orally to a control center. The control center then informs all drivers of the vehicles about these changed route characteristics and initiates a change of a route Atlas depending on the vehicles drive on the rail network.

The invention is based on the object of further developing the generic securing method and the generic securing system for a railroad track network such that the vehicles or their drivers can be informed better and faster about changes in track characteristics.

This object is achieved in a backup method with the features of claim 1, characterized in that the vehicles manually entered and / or manually released dynamic Fahrbetriebsdaten deposit as a dynamic component of the route Atlas in the track elements related parts in the track elements.

This object is achieved in a security system with the features of claim 3, characterized in that the vehicles are adapted to deposit manually entered and / or manually released dynamic Fahrbetriebsdaten as a dynamic component of the route Atlas in the track elements related parts in the route elements.

In the case of the securing method according to the invention and the security system according to the invention, automatic information of all subsequent vehicles about changed route properties in the rail network by the route elements and rapid technical consideration of the changed route properties by the following vehicles or their drivers can thereby be advantageously carried out.

The claim 2 relates to an advantageous developments of the securing method according to the invention, which corresponds to the advantageous embodiment of the security system, which is specified in the patent claim 4.

• Kenndaten von rutschigen Abschnitten auf den durch die Streckenelemente verknüpften Streckenabschnitten und/oder
• Kenndaten von Langsamfahrstellen auf den durch die Streckenelemente verknüpften Streckenabschnitten und/oder
• Kenndaten von Streckensperrungen auf den durch die Streckenelemente verknüpften Streckenabschnitten.

According to the teaching of patent claims 2 and 4, it is considered advantageous if are provided as dynamic driving operation data or are:

• Characteristics of slippery sections on the track sections linked by the track elements and / or
• Characteristics of slow driving on the track sections linked by the track elements and / or
• Characteristics of track closures on the track sections linked by the track elements.

Figur 1a

einen Ausschnitt aus einem Gleisstreckennetz, das durch Streckenelemente in eine Mehrzahl von Streckenabschnitten unterteilt und in Abhängigkeit von Daten von Komponenten eines Streckenatlas durch Fahrzeuge befahrbar ist und das mit einer ersten Ausführungsform eines erfindungsgemäßen Sicherungssystems ausgestattet ist, zu einem ersten Zeitpunkt,

Figur 1b

den Ausschnitt aus dem Gleisstreckennetz gemäß Figur 1a zum Zeitpunkt gemäß Figur 1a, das mit einer zweiten Ausführungsform des erfindungsgemäßen Sicherungssystems ausgestattet ist,

Figuren 2 bis 10

den Ausschnitt aus dem Gleisstreckennetz gemäß Figur 1a, das mit der ersten Ausführungsform des erfindungsgemäßen Sicherungssystems ausgestattet ist, zu weiteren Zeitpunkten,

Figur 11

den Ausschnitt aus dem Gleisstreckennetz gemäß Figur 1a mit einer schematischen Darstellung des Streckenatlas,

Figur 12

einen weiteren Ausschnitt aus dem Gleisstreckennetz, der sich rechts an den in der Figur 11 gezeigten Abschnitt anschließt, ebenfalls mit einer schematischen Darstellung des Streckenatlas und

Figur 13

ein mobiles Gerät eines als Arbeitszone ausgebildeten Streckenelementes des erfindungsgemäßen Sicherungssystems.

The invention will be explained in more detail below with reference to FIGS. The show

FIG. 1a

a section of a railroad track network, which is subdivided by track elements into a plurality of track sections and can be driven by vehicles in dependence on data of components of a route atlas and which is equipped with a first embodiment of a safety system according to the invention, at a first time,

FIG. 1b

the section of the track network according to Figure 1a at the time according to FIG. 1a , which is equipped with a second embodiment of the security system according to the invention,

FIGS. 2 to 10

the section of the track network according to FIG. 1a , which is equipped with the first embodiment of the security system according to the invention, at additional times,

FIG. 11

the section from the railroad track network according to FIG. 1a with a schematic representation of the route atlas,

FIG. 12

another section of the track network, the right of the in the FIG. 11 followed section also with a schematic representation of the Streckenatlas and

FIG. 13

a mobile device designed as a working zone route element of the security system according to the invention.

The FIG. 1 shows a section of a railroad track network 1 with a first embodiment of the security system according to the invention 2. The security system 2 comprises four subsystems 3 to 6.

A first 3 of the subsystems is a communication system via which the three further subsystems 4 to 6 communicate with each other.

A second 4 of the subsystems is formed by track elements S1, S2,..., Sp with track element controllers TSC1, TSC2,..., TSCp, the track elements dividing the railroad track network 1 into a plurality of track sections G1, G2,..., Gq divide. The route elements include, for example, turnout devices, railroad crossings, level transitions for travelers, buffer stops and derailment detector devices. The route elements also include mobile workspaces. In the section shown, initially four track elements S1 to S4 link eight track sections G1 to G8. The four track elements S1 to S4 are each a turnout device with a turnout Wi with i = 1 to 4 and with a setting part STWi with i = 1 to 4 for the turnout Wi.

A third 5 of the subsystems is formed by vehicles Z1, Z2, ..., Zr in the form of trains with vehicle controls OBU1, OBU2, ..., OBUr. The section shown contains four examples of vehicles Z1 to Z4.

The fourth subsystem 6 is formed by a control center OCC. The line element controllers TSC1, TSC2,..., TSCp and the vehicle controllers OBU1, OBU2,..., OBUr each have a secure computer, for example in the form of a 2v2 computer or a 2v3 computer. The control center OCC also has a computer that can be designed as non-secure computer. The communication system 2 is preferably designed as a wireless radio communication system.

A first train Z1 in the direction of travel from left to right, which is retracted over a not shown in the figures route element in the form of an entry / exit element FEAFE 1 in the track network 1 and the track network 1 via a not shown in the figures stretch element in shape of an entry / exit element FEAFE 2 is on the stretch section G1 at a braking target HP1 (-) in front of the minus side of the switch W1 (see also FIG. 11 ). A route plan of the train Z1, for example, which it already possessed prior to its entry into the rail network 1 or which it had received when it entered the rail network 1 from the OCC, is as follows: $$\mathrm{<figure-callout\; id="1"\; label="Z"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">Z</figure-callout>}1\left|\mathrm{FEAFE}1\right|...\left|\mathrm{W}1-\right|\mathrm{W}2-\left|\mathrm{Stopb}1:20\right|\mathrm{<figure-callout\; id="3"\; label="W"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">W</figure-callout>}3+\left|\mathrm{<figure-callout\; id="4"\; label="W"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">W</figure-callout>}4+\right|...\left|\mathrm{<figure-callout\; id="2"\; label="FEAFE"\; filenames="imgf0001.png,imgf0012.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}2\right|$$

The train 1 would therefore like the switch W1 lying in negative position and thus in Passierrichtung F4 and the switch W2 from its pointed side lying in negative position and thus driven in Passierrichtung F3. At station B1, train Z1 wants to stop for 20 seconds. After his stop, he wants the diverter W3 lying on its plus side in plus position and thus lying in Passierrichtung F2 and the diverter W4 from its pointed side in plus position and thus in pass direction F1. The train Z1 would like to continue its journey on the sections G3, G5, G6 and G7.

A second train Z2 also in the direction of travel from left to right, which is retracted over a not shown in the figures route element in the form of an entry / exit element FEAFE 3 in the track network 1 and leave the track network 1 on the inlet / outlet FEAFE element 2 is, stands on the section G2 at a braking target HP1 (-) in front of the plus side of the switch W1.

His route plan is in terms of the section shown: $$\mathrm{<figure-callout\; id="2"\; label="Z"\; filenames="imgf0001.png,imgf0012.png"\; state="\{\{state\}\}">Z</figure-callout>}2\left|\mathrm{<figure-callout\; id="3"\; label="FEAFE"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}3\right|...\left|\mathrm{<figure-callout\; id="1"\; label="W"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">W</figure-callout>}1+\right|\mathrm{W}2-\left|\mathrm{Stopb}1:25\right|\mathrm{<figure-callout\; id="3"\; label="W"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">W</figure-callout>}3+\left|\mathrm{<figure-callout\; id="4"\; label="W"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">W</figure-callout>}4+\right|...\left|\mathrm{<figure-callout\; id="2"\; label="FEAFE"\; filenames="imgf0001.png,imgf0012.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}2\right|$$

The train Z2 would therefore like the switch W1 lying in plus position and thus in Passierrichtung F2, the switch W2 lying from its pointed side in negative position and thus in Passierrichtung F3, after a stop of 25 seconds in the station B1, the switch W3 from its plus side in plus position lying and thus in Passierrichtung F2 and the switch W4 lying from its pointed side in plus position and thus traveled in the direction F1 to continue its journey on the sections G3, G5, G6 and G7.

A third train Z3 in the direction of travel from left to right, which is retracted via the entry / exit element FEAFE 1 in the track network 1 and is to leave the track network 1 via a not shown in the figures stretch element in the form of an input / output element FEAFE 4 , stands on the route section G3 at a braking target point HP2 (Sp) in front of the sharp side of the switch W2.

His route plan is in terms of the section shown: $$\mathrm{<figure-callout\; id="3"\; label="Z"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">Z</figure-callout>}3\left|\mathrm{<figure-callout\; id="1"\; label="FEAFE"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}1\right|...|\mathrm{W}2-\left|\mathrm{Stopb}1:20\right|\mathrm{<figure-callout\; id="3"\; label="W"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">W</figure-callout>}3+\left|\mathrm{W}4-\right|...\left|\mathrm{<figure-callout\; id="4"\; label="FEAFE"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}4\right|$$

The train Z3 would therefore like the switch W2 lying on its pointed side in minus position and thus in passing direction F3, after a stop of 20 seconds in the station B1, the switch W3 from its plus side lying in positive position and thus in passing direction F2 and the switch W4 of hers Pointed side lying in minus position and thus driven in Passierrichtung F3 to continue its journey on sections G5, G6 and G7.

A fourth train Z4 in the direction of travel from right to left, which is retracted via the entry / exit element FEAFE 4 in the track network 1 and is to leave the track network 1 via the inlet / outlet FEAFE element 1, stands on the track section G6 at a braking target point HP3 (Sp) in front of the pointed side of the diverter W3.

His route plan is in terms of the section shown: $$\mathrm{<figure-callout\; id="4"\; label="Z"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">Z</figure-callout>}4\left|\mathrm{<figure-callout\; id="4"\; label="FEAFE"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}4\right|...|\mathrm{W}3-\left|\mathrm{Stopb}1:25\right|\mathrm{<figure-callout\; id="2"\; label="W"\; filenames="imgf0001.png,imgf0012.png"\; state="\{\{state\}\}">W</figure-callout>}2+\left|\mathrm{W}1-\right|...|\mathrm{<figure-callout\; id="1"\; label="FEAFE"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}1$$

The train Z4 would therefore like the switch W3 from its pointed side lying in negative position and thus in passing direction F3, after a stop of 25 seconds in the station B1, the switch W2 lying from its plus side in plus position and thus in passing direction F2 and the switch W1 of hers Pointed side lying in negative position and thus driven in passing direction F3 to continue his journey on the sections G4, G3 and G1.

The development of the allocation of a route element as Fahrwegelement for a vehicle and thus the decentralized preparation of the license for a vehicle via three individual process sections. A first of these procedural stages is a guideway test. A second of these method sections is a route specification. And the third of these procedural stages is a driving license. These three process sections of the preparation of the allocation of a route element as Fahrwegelement for a vehicle serve on the one hand, the conflict resolution. On the other hand, they advantageously ensure a demand-optimized and optimized use of the track elements and track sections of the railroad track network.

In the road test, the respective vehicle requests a first step for allocation in the form of a registration of a permit B. For this purpose, the respective vehicle issues to the respective track element lying in its track a request for the entry of the authorization B of the track element as a track element for the vehicle. The route element then automatically checks whether this registration of the permit is possible. The route element prevents an entry of the authorization only if there is already an entry of a license for another vehicle in the direct opposite direction with regard to the requested entry. Incidentally, the respective track element for other vehicles (trains) is still available. It can therefore output to other vehicles allotments as track element, so that they can use the track element in their own infrastructure. If the entry of a permit is possible, the route element makes this entry and then issues a confirmation of the entry of the license to the respective vehicle.

When setting the route, the respective vehicle requests a second allocation step in the form of registration of a registration R. For this purpose, the respective vehicle issues a request to the registration of the registration R of the route element as a route element for the vehicle to the respective track element lying in its track. The route element then automatically checks whether this registration of the registration is possible. The route element prevents entry of the registration under given circumstances. Incidentally, the respective track element for other vehicles (trains) is still available. It can therefore output to other vehicles allotments as track element, so that they can use the track element in their own infrastructure. If the entry of a registration is possible, then the route element makes this entry and then issues a confirmation of the registration of the registration to the respective vehicle.

When issuing the driving license, the respective vehicle requests a third allocation step in the form of an entry of a marking M. For this purpose, the respective vehicle issues a request to the entry of the marking of the track element as a track element for the vehicle to the respective track element lying in its track. Again, the link element automatically checks whether this marking of the registration is possible. The track element prevents under certain circumstances, an entry of the mark. If the registration of the marking is possible, then the route element prescribes this registration of the marking, causes, if necessary, the changeover of the route element and then issues a confirmation of the entry of the marking to the respective vehicle. All other vehicles requesting the registration of a marking must wait until the registered marking is deleted.

The receipt of the confirmation of the registration of the mark entitles the respective vehicle now to use the track element as Fahrwegelement and advance over the track element in the following section to a predetermined point in front of the next track element, where the given point from the line topology - ie from a topological component of a route atlas - is known. The vehicle also has a location system so that it always knows at what point in the rail network it is currently located.

As the route element passes, the respective vehicle issues a pass confirmation to the respective track element. Upon receipt of this pass confirmation the respective route element deletes the registered authorization, the registered registration and the registered marking.

In order to carry out the three mentioned steps for allocation, storage locations are managed by each route element controller TSCi of the route elements.

In the first embodiment of the security system according to the invention, the memory locations of the individual route elements each form cells of a table Ti with i = 1 to p. The columns of these tables correspond to the different types of stress of the respective track element. Thus, the points shown each have four types of stress indicated by arrows F1, F2, F3 and F4 in the figures. Other route elements, such as entry / exit elements, derailment detector devices, or mobile work zones, have two types of stresses indicated by arrows f1 and f2 in the figures. The route element control of a link element designed as a buffer device also manages memory locations of two types of stress, the memory locations of one type of stress, however, being permanently occupied by a barrier entry marked with "/".

In the hedging system according to the invention for the railroad track network, which is subdivided by the track elements S1, S2,..., Sp into the track sections G1, G2,..., Gq and as a function of data from components of a route atlas by the vehicles Z1, Z2, ..., Zr is passable, so the vehicles Z1, Z2, ..., Zr of selected of the route elements to the steps B, R, M for allocation as Fahrwegelement.

In the railway track network safety system according to the invention, which is divided into a plurality of track sections G1, G2,..., Gq by track elements S1, S2,... Sp and depending on data of components of a route atlas by vehicles Z1, Z2, ..., Zr is passable, so the vehicles Z1, Z2, ..., Zr are designed to request from selected of the track elements steps B, R, M for allocation as Fahrwegelement. In addition, each Si with i = 1 to p of the selected route elements is designed to be suitable for each vehicle Zm with m = 1 to r, which requests the steps for allocation as Fahrwegelement at him, under predetermined conditions automatically as Fahrwegelement to allocate and output an allocation confirmation Q _M m, i with m = 1 to r and i = 1 to p to the respective vehicle.

In this case, each Si with i = 1 to p of the selected track elements is allocated automatically as a track element under predetermined conditions for each vehicle Zm with m = 1 to r, which request the steps for allocation as a track element at it, in response to a first request A _B ZmSi with m = 1 to r and i = 1 to p of the respective vehicle Zm with m = 1 to r in a load type F1 requested by the respective vehicle; F2; F3; F4; f1; f2 carries out its approval B as a route element for the respective vehicle Zm with m = 1 to r, in response to a second request A _R ZmSi with m = 1 to r and i = 1 to p of the respective vehicle Zm with m = 1 to r makes its registration R as a travel path element for the respective vehicle, and in response to a third request A _M ZmSi with m = 1 to r and i = 1 to p of the respective vehicle Zm with m = 1 to r its mark M as Fahrwegelement for the respective vehicle makes.

The vehicle control OBUm of the respective vehicle Zm with m = 1 to r thus determines the requirements A _B m, i, A _R m, i, A _M m, i for requesting the steps for allocation at the respective track element Si with i = 1 to p with m = 1 to r and i = 1 to p and outputs the requirements by means of a vehicle control OBUm associated communication means KMZm to the respective line element Si with i = 1 to p.

A vehicle control OBUm of the respective vehicle Zm with m = 1 to r is thus suitably designed for requesting the steps for allocation at the respective track element Si with i = 1 to p requirements A _B m, i, A _R m, i, A _M m , i with m = 1 to r and i = 1 to p to specific and output the requirements by means of a vehicle control OBUm associated communication means KMZm to the respective line element Si with i = 1 to p.

The track element control TSCi of the respective track element Si with i = 1 to p receives the respective line element relevant requirements A _B m, i, A _R m, i, A _M m, i with m = 1 to r and i = 1 to p of respective vehicle Zm with m = 1 to p by means of one of the track element control TSCi associated communication means KMSi.

The track element control TSCi of the respective track element Si with i = 1 to p is thus suitably designed, the respective line element relevant requirements A _B m, i, A _R m, i, A _M m, i with m = 1 to r and i = 1 to p to receive the respective vehicle Zm with m = 1 to r by means of one of the track element control TSCi associated communication means KMSi.

The route element control TSCi of the respective route element Si with i = 1 to p determines the allocation of the respective route element Si with i = 1 to p as travel path element for the respective vehicle Zm with m = 1 to r on the basis of the received requirements and outputs the respective allocation acknowledgment Q _M m, i with m = 1 to r and i = 1 to p by means of the link element control TSCi associated communication means KMSi to the respective vehicle Zm with m = 1 to p.

The track element control TSCi of the respective track element Si with i = 1 to p is thus suitably designed to determine the allocation of the respective track element Si with i = 1 to p as travel element for the respective vehicle Zm with m = 1 to r on the basis of the received requirements and output the respective allocation confirmation Q _M m, i with m = 1 to r and i = 1 to p by means of the communication means KMSi assigned to the route element control TSCi to the respective vehicle Zm with m = 1 to r.

1. I: Das jeweilige Streckenelement Si mit i = 1 bis p nimmt die von ihm in der einen Beanspruchungsart F1; F2; F3; F4; f1; f2 angeforderte Bewilligung B als Fahrwegelement für das jeweilige Fahrzeug Zm mit m = 1 bis r nur dann vor, wenn es nicht für ein anderes Fahrzeug Zn mit n = 1 bis r und n ≠ m in einer zu der einen Beanspruchungsart F1; F2; F3; F4; f1; f2 entgegengesetzten Beanspruchungsart F2; F1; F4; F3; f2; f1 bereits seine Bewilligung B vorgenommen und diese Bewilligung noch nicht aufgehoben hat.
2. II: Das jeweilige Streckenelement Si mit i = 1 bis p nimmt nur dann seine Registrierung R als Fahrwegelement für das jeweilige Fahrzeug Zm mit m = 1 bis r vor, wenn es zuvor in der einen Beanspruchungsart F1; F2; F3; F4; f1; f2 seine Bewilligung B als Fahrwegelement für das jeweilige Fahrzeug Zm mit m = 1 bis r vorgenommen und diese Bewilligung B noch nicht aufgehoben hat.
3. III: Das jeweilige Fahrzeug Zm mit m = 1 bis r gibt nur dann die zweite Anforderung A_RZmSi mit m = 1 bis r und i = 1 bis p auf Registrierung des jeweiligen Streckenelementes Si mit i = 1 bis p als Fahrwegelement an dieses Streckenelement Si mit i = 1 bis p aus, wenn das diesem Streckenelement in Fahrtrichtung dieses Fahrzeugs Zm mit m = 1 bis r vorgelagerte benachbarte Streckenelement Sk mit k = 1 bis p und k ≠ i seine Markierung M als Fahrwegelement für dieses Fahrzeug Zm mit m = 1 bis r vorgenommen und diese Markierung M noch nicht aufgehoben hat.
4. IV: Das jeweilige Streckenelement Si mit i = 1 bis p nimmt nur dann seine Markierung M als Fahrwegelement für das jeweilige Fahrzeug Zm mit m = 1 bis r vornimmt, wenn es zuvor seine Registrierung R als Fahrwegelement für dieses Fahrzeug Zm mit m = 1 bis r vorgenommen und diese Registrierung R noch nicht aufgehoben hat.
5. V: Das jeweilige Streckenelement Si mit i = 1 bis p nimmt nur dann seine Markierung M als Fahrwegelement für das jeweilige Fahrzeug vornimmt, wenn es nicht bereits für ein anderes Fahrzeug Zn mit n = 1 bis r und n ≠ m seine Markierung M als Fahrwegelement vorgenommen und diese Markierung noch nicht aufgehoben hat.
6. VI: Das jeweilige Streckenelement Si mit i = 1 bis p nimmt nur dann seine Markierung M als Fahrwegelement für das jeweilige Fahrzeug Zm mit m = 1 bis r vor, wenn es vor seiner Registrierung R als Fahrwegelement für dieses Fahrzeug Zm mit m = 1 bis r nicht bereits für ein anderes Fahrzeug Zn mit n = 1 bis r und n ≠ m, für das es auch in der jeweiligen einen Beanspruchungsart seine Bewilligung B vorgenommen hat, seine Registrierung R als Fahrwegelement vorgenommen und diese Registrierung R noch nicht aufgehoben hat.
7. VII: Das jeweilige Streckenelement Si mit i = 1 bis p nimmt, wenn es als Weichenvorrichtung ausgebildet ist und wenn die eine Beanspruchungsart, für die es seine Bewilligung B für das jeweilige Fahrzeug Zm mit m = 1 bis r vorgenommen hat, von der stumpfen Seite der Weiche W der Weichenvorrichtung ausgeht, nur dann seine Markierung M als Fahrwegelement für dieses Fahrzeug Zm mit m = 1 bis r vor, wenn es nicht bereits für ein anderes Fahrzeug Zn mit n = 1 bis r und n ≠ m, für das es in einer von der spitzen Seite der Weiche W ausgehenden Beanspruchungsart seine Bewilligung B vorgenommen hat, seine Registrierung R als Fahrwegelement vorgenommen und diese Registrierung R noch nicht aufgehoben hat.
8. VIII: Das jeweilige Streckenelement Si mit i = 1 bis p nimmt, wenn es als Weichenvorrichtung ausgebildet ist und wenn die eine Beanspruchungsart, für die es seine Bewilligung B für das jeweilige Fahrzeug Zm mit m = 1 bis r vorgenommen hat, von der spitzen Seite der Weiche W der Weichenvorrichtung ausgeht, nur dann seine Registrierung R als Fahrwegelement für dieses Fahrzeug Zm mit m = 1 bis r vor, wenn es nicht bereits vorher für ein anderes Fahrzeug, für das es in einer von der stumpfen Seite der Weiche W ausgehenden Beanspruchungsart seine Bewilligung B vorgenommen hat, seine Registrierung R vorgenommen hat und seine Markierung M als Fahrwegelement vorgenommen und diese Markierung M noch nicht aufgehoben hat.
9. IX: Und das jeweilige Fahrzeug Zm mit m = 1 bis r fährt in einen Streckenabschnitt Gx mit x = 1 bis q zwischen benachbarten Streckenelementen Si, Sj mit i = 1 bis p und j = 1 bis p und i ≠ j nur dann ein bzw. benutzt einen Streckenabschnitt Gx mit x = 1 bis q zwischen benachbarten Streckenelementen Si, Sj mit i = 1 bis p und j = 1 bis p und i ≠ j nur dann, wenn diese beiden benachbarten Streckenelemente jeweils sowohl ihre Bewilligung B als auch ihre Registrierung R als Fahrwegelement für dieses Fahrzeug Zm mit m = 1 bis r vorgenommen und noch nicht aufgehoben haben.

The given conditions (rules) are as follows:

1. I: The respective track element Si with i = 1 to p takes the same from him in the one stress mode F1; F2; F3; F4; f1; f2 requested approval B as a route element for the respective vehicle Zm with m = 1 to r only if it is not for another vehicle Zn with n = 1 to r and n ≠ m in one of the one load type F1; F2; F3; F4; f1; f2 opposite stress F2; F1; F4; F3; f2; f1 has already made his authorization B and has not yet revoked this authorization.
2. II: The respective track element Si with i = 1 to p only then assumes its registration R as a track element for the respective vehicle Zm with m = 1 to r, if it had previously been in the one load type F1; F2; F3; F4; f1; f2 has made his authorization B as a route element for the respective vehicle Zm with m = 1 to r and this authorization B has not yet lifted.
3. III: The respective vehicle Zm with m = 1 to r only then gives the second requirement A _R ZmSi with m = 1 to r and i = 1 to p on registration of the respective track element Si with i = 1 to p as the track element to this track element Si with i = 1 to p, if the adjacent track element Sk in this direction in the direction of travel of this vehicle Zm with m = 1 to r adjacent k = 1 to p and k ≠ i its mark M as Fahrwegelement for this vehicle Zm with m = 1 to r made and this mark M has not yet lifted.
4. IV: The respective track element Si with i = 1 to p only takes its mark M as Fahrwegelement for the respective vehicle Zm with m = 1 to r makes if it previously its registration R as Fahrwegelement for this vehicle Zm with m = 1 to r and this registration R has not yet canceled.
5. V: The respective track element Si with i = 1 to p only takes its mark M as Fahrwegelement for the respective vehicle makes, if it is not already for another vehicle Zn with n = 1 to r and n ≠ m its mark M than Track element made and this mark has not yet lifted.
6. VI: The respective track element Si with i = 1 to p only then assumes its marking M as a track element for the respective vehicle Zm with m = 1 to r, if it is before its registration R as a track element for this vehicle Zm with m = 1 to r not already for another vehicle Zn with n = 1 to r and n ≠ m, for which it has made its approval B in the respective type of a claim, has made his registration R as Fahrwegelement and this registration R has not yet repealed.
7. VII: The respective track element Si with i = 1 to p takes, if it is designed as a switch device and if the one type of stress for which it has made its approval B for the respective vehicle Zm with m = 1 to r, from the blunt side the switch W emanates from the switch device M only if its marking M as a route element for this vehicle Zm with m = 1 to r before, if it is not already for another vehicle Zn with n = 1 to r and n ≠ m, for it in one of the pointed side of the switch W outgoing strain type has made his approval B, made his registration R as Fahrwegelement and this registration R has not yet repealed.
8. VIII: The respective track element Si with i = 1 to p, if it is designed as a switch device and if the one type of stress for which it has made its approval B for the respective vehicle Zm with m = 1 to r, from the pointed side the switch W of the switch device emanates only its registration R as a route element for this vehicle Zm with m = 1 to r, if it has not been previously for another vehicle for which it is in a state emanating from the blunt side of the switch W. has made his authorization B, has made his registration R and his mark M as Fahrwegelement made and this mark M has not yet lifted.
9. IX: And the respective vehicle Zm with m = 1 to r moves into a section Gx with x = 1 to q between adjacent section elements Si, Sj with i = 1 to p and j = 1 to p and i ≠ j only then uses a link Gx with x = 1 to q between adjacent link elements Si, Sj with i = 1 to p and j = 1 to p and i ≠ j only if these two adjacent link elements each have both their grant B and their registration R as a track element for this vehicle Zm with m = 1 to r and have not yet lifted.

In the second embodiment of the security system according to the invention according to FIG. 1b The memory locations of the individual line elements Si each form cells of two separate tables. On the one hand, cells of a route request table designated RRTi with i = 1 to p and, on the other hand, cells of a drive sequence table designated by DSTi with i = 1 to p.

1. i: Ein Fahrzeug kann nur dann in die Fahrweganmeldetabelle RRTi eingetragen werden, solange dort noch kein anderes Fahrzeug für die entgegengesetzte Fahrtrichtung eingetragen ist.
2. ii: In der Fahrreihenfolgetabelle DSTi kann immer nur ein Fahrzeug markiert sein. Jede weitere Anforderung auf Eintragung einer Markierung in der Fahrreihenfolgetabelle DSTi wird zurückgewiesen, wenn bereits eine Markierung vergeben wurde oder das Fahrzeug nicht das erste Fahrzeug in den Spalten der Fahrreihenfolgetabelle DSTi ist.
3. iii: Ein Fahrzeug kann nur dann in der Spalte "SP" registriert werden, solange es noch keine Markierung in den Spalten "plus" oder "minus" gibt.
4. iv: Eine Markierung für ein Fahrzeug in eine der Spalten "plus" oder "minus" kann nur vergeben werden, solang kein Fahrzeug in der Spalte "Sp" registriert ist.
5. v: Um einen Abschnitt zwischen zwei Streckenelementen zu benutzen, benötigt ein Fahrzeug eine bestätigte Registrierung in beiden Tabellen sowohl des Streckenelementes, über das das Fahrzeug in den jeweiligen Streckenabschnitt einfährt (das also einen Einfahrpunkt bildet) als auch des Streckenelementes, über das das Fahrzeug aus dem jeweiligen Streckenabschnitt ausfährt (das also einen Ausfahrpunkt bildet).
6. vi: Ein Fahrzeug kann eine Registrierung in der Tabelle DSTi des Ausfahrpunktes anfordern, wenn für ihn eine Markierung für den Einfahrpunkt vorliegt. Ein Fahrzeug kann also bis zu einem Streckenelement vorfahren, wenn er bei diesem Streckenelement registriert ist und alle Streckenelemente auf dem Weg dorthin für ihn markiert sind.

The given conditions (rules) are as follows:

1. i: A vehicle can only be entered in the route request table RRTi as long as there is no other vehicle entered for the opposite direction of travel.
2. ii: Only one vehicle can be marked in the travel order table DSTi. Any further request for entry of a tag in the drive order table DSTi is rejected if a tag has already been assigned or the vehicle is not the first vehicle in the columns of the drive order table DSTi.
3. iii: A vehicle can only be registered in the column "SP", as long as there is no marking in the columns "plus" or "minus".
4. iv: A marking for a vehicle in one of the columns "plus" or "minus" can only be issued as long as no vehicle is registered in the column "Sp".
5. v: In order to use a section between two link elements, a vehicle requires a confirmed registration in both tables of both the route element through which the vehicle enters the respective route section (ie, an entry point) and the route element through which the vehicle exits the respective route section extends (which thus forms an exit point).
6. vi: A vehicle may request registration in the departure point table DSTi if it has an entry point marker. A vehicle can therefore drive up to a track element if it is registered with this track element and all track elements are marked on the way there for him.

As already mentioned, a track element S5 is provided, which forms a work zone AZ after its integration into the railroad track network.

Trained as work zone route element S5 is characterized in particular by the fact that it is the allocation confirmation Q _M m, 5 with m = 1 to r for the respective vehicle Zm with m = 1 to r only after receipt of an allocation release Fm, 5 with m = 1 to r, wherein the at least one link element S5 is provided with means MF5 for release, via which the allocation release Fm, 5 with m = 1 to r is manually entered.

The track element S5 is thus suitably designed, after its integration into the railroad track network, a working zone AZ and to issue the allocation confirmation Q _M m, 5 with m = 1 to r for the respective vehicle Zm with m = 1 to r only after receipt of an allocation release Fm, 5 with m = 1 to r, wherein the at least one distance element S5 Means MF5 for release, over which the allocation release Fm, 5 with m = 1 to r manually enter.

The track element S5, which forms the working zone AZ, is temporarily integrated between two initially adjacent track elements (S1, S2) in the railroad track network and removed therefrom.

The at least one track element S5, which forms the work zone AZ, is thus suitably designed to be temporarily integrated into the railroad track network between two initially adjacent track elements (S1, S2) and removed therefrom.

The at least one track element S5, which forms the work zone AZ, is provided with means MO5 for determining its current position and predefines the current position of the work zone AZ between the two track elements (S1, S2) as a function of its current position.

The at least one track element S5, which forms the working zone AZ, thus has means MO5 for determining its current position and is adapted to predefine the current position of the work zone AZ between the two track elements (S1, S2) as a function of its current position.

In the at least one route element forming the work zone AZ, the route element controller TSC5, the release means MF5 and the current position determining means MO5 are provided as components of a mobile device D, in particular portable by a person.

In the case of the at least one track element S5, which forms the working zone AZ, the track element control TSC5, the means MF5 for release and the means MO5 for determining the current position as components of a mobile, in particular of a person portable device D formed.

According to the Figures 10 and 11 the data of at least one of the components K _geo , K _top , K _{fb of} the route _atlas SA in the parts D _s (K _geo ) 1, D _s (K _top ) 1, D _s (D) related to the route elements are used in the hedging method for a track network according to the invention. K _fb ) 1, D _s (K _geo ) 2, D _s (K _top ) 2, D _s (K _fb ) 2, ..., D _s (K _geo ) p, D _s (K _top ) p, D _s (K _fb ) p in the form of data records D _s 1, D _s 2,..., D _s p are stored locally at the track elements S1, S2,..., Sp.

In the case of the security system according to the invention, therefore, the data of at least one of the components K _geo , K _top , K _{fb of} the route _atlas SA are parts D _s (K _geo ) 1, D _s (K _top ) 1, D _s (K _fb ) 1, D _s (K _geo ) 2, D _s (K _top ) 2, D _s (K _fb ) 2, ..., D _s (K _geo ) p, D _s (K _top ) p, D _s ( K _fb ) p in the form of data records D _s 1, D _s 2,..., D _s p are stored locally at the track elements S1, S2,..., Sp.

A first component of the route atlas (SA), whose data are stored or are stored in the route elements in parts D _s (K _geo ) 1, D _s (K _geo ) 2, ..., D _s (K _geo ) p, is or is provided as a geometric component K _geo with geometry and location data for determining the position of the vehicles in the railroad track network.

• Positionsdaten der Streckenelemente im Gleisstreckennetz und/oder
• Positionsdaten von Streckenabschnittenden der durch die Streckenelemente verknüpften Streckenabschnitte im Gleisstreckennetz und/oder
• Positionsdaten von Justierelementen in den durch die Streckenelemente verknüpften Streckenabschnitten und/oder
• Längendaten der durch die Streckenelemente verknüpften Streckenabschnitte und/oder
• Verlaufsdaten der durch die Streckenelemente verknüpften Streckenabschnitte.

Here are or are provided as geometry and location data:

• Position data of the route elements in the rail network and / or
• Position data of section ends of the sections linked by the route elements in the rail network and / or
• Position data of adjusting elements in the link sections linked by the route elements and / or
• Length data of the track sections linked by the track elements and / or
• History data of the linked by the track elements sections.

A second component of the route atlas SA, the data of which are stored or stored in the sections in sections D _s (K _fb ) 1, D _s (K _fb ) 2,..., D _s (K _fb ) p, is or is stored is provided as a driving component K _fb with location-related driving operation data for controlling and monitoring the driving behavior of the vehicles and / or for controlling the route elements.

• Neigungsprofildaten der durch die Streckenelemente verknüpften Streckenabschnitte und/oder
• zugklassenabhängige Geschwindigkeitsbegrenzungsdaten betreffend die durch die Streckenelemente verknüpften Streckenabschnitte und/oder
• Bremszielpunktdaten von Bremszielpunkten auf den durch die Streckenelemente verknüpften Streckenabschnitten und/oder
• Freigabepunktdaten von Freigabepunkten auf den durch die Streckenelemente verknüpften Streckenabschnitten und/oder
• Unterstützungspunktdaten von Unterstützungspunkten auf den durch die Streckenelemente verknüpften Streckenabschnitten

Here are or are provided as Fahrbetriebsdaten:

• Slope profile data of the track sections linked by the track elements and / or
• Train class-dependent speed limit data concerning the track sections linked by the track elements and / or
• Braking target point data of braking target points on the track sections linked by the track elements and / or
• Release point data of release points on the track sections linked by the track elements and / or
• Support point data of support points on the linkages linked by the link elements

A third component of the route atlas SA whose data is 1, D _s (K _top) 2, ..., D _s (K _top) are p be deposited with the track elements or deposited in parts D _{s (top} K), or is provided as a topographic component K _top with topological data reflecting the topology structure of the rail network.

• Verknüpfungsdaten von Streckenabschnittenden der durch die Streckenelemente verknüpften Streckenabschnitte im Gleisstreckennetz und/oder
• Orientierungsdaten der durch die Streckenelemente verknüpften Streckenabschnitte im Gleisstreckennetz.

Here are or are provided as topological data:

• Linkage data of link ends of the track sections linked by the link elements in the rail network and / or
• Orientation data of the track sections linked by the track elements in the rail network.

Provided as part of each of the data sets is a link element identifier SKi with i = 1 to p, which uniquely identifies the link element to which the data record D _s i relates with i = 1 to p.

As part of each of the data sets, there is also provided an actuality identifier AKi with i = 1 to p, which identifies a degree of actuality of the data set D _s i with i = 1 to p.

The route element identifier SKi with i = 1 to p and / or the actuality identifier AKi with i = 1 to p are provided by a version number VNi with i = 1 to p.

In a modification of the railroad track network 1, the data sets of the track elements affected by the modification are locally modified in the track elements. The track elements are thus designed such that, in the case of a modification of the rail track network, the data sets of the track elements affected by the modification can be locally modified in the track elements.

In the case of a first-time authorization B or in the case of a first-time registration R of a respective route element for a respective vehicle, the entire data record of the route element is transmitted to the vehicle and deposited there. The route elements and the vehicles are thus designed in such a way that in the case of a first authorization B or in the case of a first registration R of a respective route element for a respective vehicle, the entire data record of the route element is transmitted to the vehicle and deposited there.

In the case of a repeated authorization B or in the case of a repeated registration R of a respective route element for a respective vehicle, at least some of the data is transmitted to the vehicle from the data record deposited with the route element if the degree of actuality a data stored on the vehicle and the link element data set differs from the degree of actuality stored in the link element record. The route elements and the vehicles are thus designed such that in the case of a repeated authorization B or in the case of a repeated registration R of a respective route element for a respective vehicle from the record that was deposited at the link element, at least some of the data transmitted to the vehicle and be deposited there, if the degree of actuality of a stored on the vehicle and the distance element associated data set of the degree of actuality of the deposited element in the route record differs.

In the case of the security system according to the invention, the vehicles Z1, Z2,..., Zr deposit dynamic driving operating data D _d 1, D _d 2,..., D _d p entered manually and / or manually as dynamic component K _{dyn of} the route _atlas SA in the track elements related parts D _d (K _dyn ) 1, D _d (K _dyn ) 2, ..., D _d (K _dyn ) p at the track elements.

In the safety system according to the invention, the vehicles Z1, Z2,..., Zr are thus designed appropriately, manually entered and / or manually released dynamic driving data D _d 1, D _d 2, ..., D _d p as a dynamic component K _dyn des Route _{atlas in terms of} the track elements related parts D _d (K _dyn ) 1, D _d (K _dyn ) 2, ..., D _d (K _dyn ) p deposit at the track elements.

• Kenndaten von rutschigen Abschnitten auf den durch die Streckenelemente verknüpften Streckenabschnitten und/oder
• Kenndaten von Langsamfahrstellen auf den durch die Streckenelemente verknüpften Streckenabschnitten und/oder
• Kenndaten von Streckensperrungen auf den durch die Streckenelemente verknüpften Streckenabschnitten.

As dynamic driving data are or are provided:

• Characteristics of slippery sections on the track sections linked by the track elements and / or
• Characteristics of slow driving on the track sections linked by the track elements and / or
• Characteristics of track closures on the track sections linked by the track elements.

In the safety system according to the invention, each Si with i = 1 to p of the selected route elements for each vehicle Zm with m = 1 to r, which requests at least one of the steps B, R, M for allocation as Fahrwegelement with him, at least one signal HS ; ZS ago.

In the safety system according to the invention, therefore, each Si with i = 1 to p of the selected line elements is suitably designed, in each case for each vehicle Zm with m = 1 to r requesting at least one of the steps B, R, M for allocation as a travel element, at least one signal HS; ZS pretend.

In this case, the respective track element Si with i = 1 to p for the respective vehicle Zm with m = 1 to r indicates the type, the position and the state of the at least one signal HS; ZS ago.

The respective track element Si with i = 1 to p is thus suitably designed for the respective vehicle Zm with m = 1 to r the type, the position and the state of the at least one signal HS; ZS pretend.

At least one of the signals is given as a virtual main signal HS at a braking target point HP, which is a danger point.

At least one of the signals is or is specified as a virtual target signal ZS at a braking target point ZP, which is not a danger point.

In the method according to the invention different Zugfolgepunkttypen ZFT.I, ZFT.II be specified. In addition, various braking curves BKm _A .I, BKm _A .II the same Bremskurvorart _A are provided by the vehicles. In this case, each of the different brake curves of the same type of brake curve A of the respective vehicle Zm with m = 1 to r each one of the different Zugfolgepunkttyppen assigned.

At least one braking target point HP, which is a danger point, forms a train following point of a first train following point type ZFT.I, to which a first braking curve BKm _A .I of the respective vehicle is assigned. Such braking target points HP are, for example, the braking target points in the figures: HP1 (-), HP1 (+), HP1 (Sp), HP2 (Sp), HP2 (+), HP3 (-), HP3 (Sp), HP4 (Sp) , HP4 (+), HP4 (-), HS6 (Sp), HP6 (+), HP7 (-), HP7 (Sp), and HP9, but this list is not exhaustive.

A trained as a switching device track element specifies at least one braking target HP, which is a danger point.

A track element designed as a buffer block PB also specifies at least one braking target point HP, which is a danger point.

In addition, in a road section Gx with x = 1 to q, a vehicle end ZE of a stationary vehicle Zm with m = 1 r for a following vehicle Zn with n = 1 to r and n ≠ m predetermines at least one braking target point HP, which is a danger point.

At least one braking target point ZP, which is not a danger point, forms a train following point of a second train following point type ZFT.II, to which a second braking curve BKm _A .II of the respective vehicle Zm with m = 1 to r is assigned. Such braking target points ZP in the figures are for example the braking target points: ZP2 (-), ZP3 (+), ZP6 (-), ZP6 (SP), ZP7 (+), ZP7 (Sp), ZS8 (left) and ZS8 (right) , but this list is not exhaustive.

A trained as a return path W _R route element specifies at least one further braking target point ZP, which is not a danger point.

In addition, in a section Gx with x = 1 to q, a vehicle end ZE of a moving vehicle Zm with m = 1 r for a following vehicle Zn with n = 1 to r and n ≠ m at least one further braking target point ZP, which is not a danger point ,

Furthermore, a track element designed as a fictitious double drive-in / drive-out element FDME predefines at least one brake target point ZP, which is not a danger point.

According to the above-mentioned conditions (rules) I. to X. or i. to vi. have the in the FIGS. 1a or 1b and 2 to 10 shown route elements Si made the following entries in the tables Ti and RRi and DSTi with respect to the vehicles (trains) Zm:
In the FIG. 1a the track element S1 has made its approval B in response to the first request ... of the vehicle Z2 in the type of load F2 requested by the vehicle Z2. This is indicated in the table T1 by the subscript "B" at the reference "Z1". In addition, in accordance with the second request ... of the vehicle Z2, the route element S1 has made its registration R as a travel element for the vehicle Z2. This is indicated in the table T1 by the subscript "R" at the reference "Z1". Furthermore, the track element S1 has made its marking M as a travel element for the vehicle Z2 in response to the third request ... of the vehicle Z2. This is indicated in the table T1 by the subscript "M" at the reference "Z1". The memory entry which the link element S1 has made for the vehicle Z2 is therefore designated in the table T1 as a whole with Z2 _BRM . The cell next to it is - according to the rules - provided with a lock entry marked by "/".

For the vehicle Z1, the track element S1 also has its approval B in the load type F4 Registration R made. The memory entry that the distance element S1 has made for the vehicle Z1 is therefore designated in the table T1 as a whole with Z1 _BR . The cell next to it is - according to the rules - again provided with a lock entry marked by "/".

The vehicle Z2 may therefore pass the track element S1 in front of the vehicle Z1. For this purpose, the line element S1, in conjunction with the awarding of the mark, caused the changeover of the switch W1 into its plus position by the setting element STW1, provided that it was not yet in the plus position. As soon as the vehicle after passing over the switch W1 on the track element 1 related release point, which is not shown here for the sake of clarity, has passed, the vehicle outputs a corresponding pass confirmation to the link element S1, which then the memory entry Z2 _BRM and the left Lock entry "/" shown next to it deletes - ie withdraws its authorization, registration and marking for the vehicle Z2 or removes it (cf. FIG. 2 ). The vehicle Z1 could only drive up to the braking point HP1 (-) to the switch W1.

In a corresponding manner, the line element S2 has its entries Z3 _BRM in column "F3" for the vehicle Z3, Z4 _BR in column "F2" for the vehicle Z4, Z2 _BR in column "F3" for the vehicle Z2 and Z1 _B in column " F3 "for the vehicle Z1 in the memory locations of the track element control TSC2 (in the cells of the table T2) and also the resulting lock entries" / "made. The track element S2 has therefore to the in the FIG. 1a shown time only the vehicle Z3 automatically assigned as a track element. However, the vehicle Z2 may approach the turnout W2 up to the braking target point HP2 (Sp). In addition, the vehicle Z4 may approach the turnout point HP2 (+) to the switch W2.

The track element S3 has to that in the FIG. 1a time shown its entries Z4 _BRM in column "F3" for the vehicle Z4, Z3 _BR in column "F2" for the vehicle Z3, Z2 _B in Column "F2" for the vehicle Z2 and Z1 _B in column "F2" for the vehicle Z1 in the memory locations of the track element controller TSC3 (in the cells of the table T3) and also the resulting lock entries "/" made. The track element S3 has therefore to that in the FIG. 1 shown time only the vehicle Z4 assigned automatically as Fahrwegelement. However, vehicle Z3 may approach shut-off point W3 as far as braking target point ZP3 (+).

The track element S4 has to that in the FIG. 1a its time entries Z3 _B in column "F3" for the vehicle Z3, Z2 _B in column "F1" for the vehicle Z2 and Z1 _B in column "F1" for the vehicle Z1 in the memory locations of the track element control TSC4 (in the cells of Table T4) and also the resulting lock entries "/" made. The track element S4 has therefore to the in the FIG. 1 shown time assigned to any of the vehicles as a track element and may therefore not be run over by any of the vehicles. Since it has also made no approval as a track element, neither of the vehicles may enter the track gates that links the switch W4. The vehicle Z4 has already passed a release point related to the route element S4, which is not shown here for clarity, and has issued a corresponding pass confirmation to the route element S4, so that the route element S4 has already withdrawn its entries for the vehicle Z4 - thus deleted - Has.

To that in the FIG. 2 shown time, the distance element S1 has its entry Z2 _BRM for the vehicle Z2 and the resulting lock entry "/" deleted. Furthermore, the link element S2 has its entry Z3 _BRM and the resulting lock entry "/" deleted. In addition, the route element S3 has deleted its entry Z4 _BRM and the resulting lock entry "/".

Compared to that in the FIG. 1a shown time has the track element S1 to that in the FIG. 3 now shown his mark M made for the vehicle Z1 and thus completed its automatic allocation for the vehicle Z1. The track element controller TSC1 causes the switchover of the switch W1 by the actuator STW1 in its minus position.

The track element S2 has to that in the FIG. 3 shown time his mark M made for the vehicle Z2 and thus completed its automatic allocation for the vehicle Z2. The track element controller TSC2 causes the switchover of the shunt W2 by the actuator STW2 in its minus position.

First, however, the vehicle Z2 must not enter the track section G5, as long as the route element S3 has not yet made a registration R for the vehicle Z2. Accordingly, the vehicle Z1 must not initially enter the track section G3.

The vehicle Z2 issues its second request for registration of the track element S3 as a track element to the track element S3. In response to this second request, the route element S3 informs the vehicle Z2 that it has already made its registration for the vehicle Z3, informs it of the communication address of the vehicle Z3 and makes its registration for the vehicle Z2. The vehicle Z2 then makes contact with the vehicle Z3. On the basis of the respective current position of the vehicle end of the vehicle Z3, the vehicle Z2 is given a respectively current braking target point ZP (Z3) or HP (Z3), up to which the vehicle Z2 then actually advances behind the vehicle Z3. The current braking target point ZP (Z3) is not a danger point and thus therefore a train following point of the second train sequence type ZFT.II, as long as the vehicle Z3 is traveling in the direction of the distance element S3 - thus moving forward. Therefore, the vehicle Z2 turns off its steeply going Braking curve BK2 _A .II to quickly follow the vehicle Z3, even if it should slip slightly over the braking target point ZP (Z3). However, as soon as the vehicle Z3 has come to a standstill at the braking target point ZP3 (+), the current braking target point is a danger point and thus thus a train sequence point of the second train sequence type ZFT.II. Therefore, the vehicle Z2 then switches from its steep leaking brake curve BK1 _A .II to its flat outgoing braking curve BK2 _A .I, as it must not exceed the brake target point HP (Z3) slip.

In the same way, the vehicle Z1 outputs its second request for registration of the track element S2 as a track element to the track element S2. In response to this second request, the route element S2 informs the vehicle Z1 that it has already made its registration for the vehicle Z2, informs it of the communication address of the vehicle Z2 and makes its registration for the vehicle Z1. The vehicle Z1 then makes contact with the vehicle Z2. On the basis of the respective current position of the vehicle end of the vehicle Z2, the vehicle Z1 is given a respective current braking target point, up to which the vehicle Z1 then actually advances behind the vehicle Z2. Here, too, the current braking target point ZP (Z2) is not a danger point and thus therefore a train following point of the second train sequence type ZFT.II, as long as the vehicle Z2 is traveling in the direction of the distance element S2 - thus moving forward. Therefore, the vehicle Z1 turns on its steep leaking brake curve BK1 _A .II to follow the vehicle Z2 quickly, even if you should have something about the brake destination ZP (Z2) slip. However, if the vehicle Z2 would come to a standstill, for example, in front of the switch W2 at the braking target point HP2 (Sp), the current braking target point for the vehicle Z1 would be a danger point and therefore also a train sequence point of the second train follower type ZFT.II. Therefore, the vehicle Z1 would then switch from its steeply decelerating brake curve BK1 _A .II to its flat-running brake curve BK1 _A .I, since it must not slip over the braking target point HP2 (SP).

At the time, in the FIG. 4 is shown, the vehicle Z1 must not initially enter the track section G5, since the track element S3 has not made any registration R for the vehicle Z1.

The vehicle Z1 outputs its second request for registration of the track element S3 as a track element to the track element S3. In response to this second request, the route element S3 informs the vehicle Z1 that it has already made its registration for the vehicle Z2, informs it of the communication address of the vehicle Z2 and makes its registration for the vehicle Z1. The vehicle Z1 then makes contact with the vehicle Z2. On the basis of the respective current position of the vehicle end of the vehicle Z2, the vehicle Z1 is given a respective current braking target point ZP (Z2) or HP (Z2), up to which the vehicle Z1 then actually advances behind the vehicle Z2. The current braking target point ZP (Z2) is not a danger point and thus therefore a train following point of the second train sequence type ZFT.II, as long as the vehicle Z2 is traveling in the direction of the distance element S3 - thus moving forward. Therefore, the vehicle Z1 turns on its steep leaking brake curve BK1 _A .II to follow the vehicle Z2 quickly, even if you should have something about the brake destination ZP (Z2) slip. However, as soon as the vehicle Z2 has come to a standstill behind the vehicle Z3 at the braking target point HP (Z3), the current braking target point for the vehicle Z1 is a danger point and thus thus a train sequence point of the second train sequence type ZFT.II. Therefore, the vehicle Z1 then switches from its steeply decelerating brake curve BK1 _A .II to its flat-out braking curve BK1 _A .I, since it must not slip over the braking target point HP (Z2).

A not shown here platoon leader of the vehicle Z1 has at the in FIG. 5 shown position of the track section G3 distortions found in the track bed. He therefore gives an interface of the vehicle control characteristics of the Point P enclosing slow driving LFS as dynamic driving operation data in the vehicle control OBU1. The vehicle deposits its dynamic driving operation data at least at the lying in its direction of travel element S2 as soon as the manual input is completed by saving. Dynamic driving data, for example in the form of slippery sections, but can also be detected by sensors of the respective vehicle and released by the driver only manually, then the respective vehicle his dynamic driving data then also deposited at least in the lying in his direction line element as soon as they released are. The deposit is preferably carried out during the next communication with the respective track element lying in the direction of travel. The vehicle Z1 thus deposits the characteristic data of the slow driving point at the time at which it issues its pass confirmation to the route element S2.

According to FIG. 5 Already approaches a rump R of the position P of the track section G3 to eliminate the distortions in the track bed. In order to protect the compost, a roving leader carries the portable device D which, in addition to the track element controller TSC5, has the means for enabling MF5 and the means for determining its current position MO5. With the portable device D, the track element 5 can be integrated into the track network, which forms the working zone AZ after its integration to protect the rotting. After being activated, the track element controller TSC5 predefines the current position of the work zone AZ as a function of its current position and logs on to the track elements S1 and S2. The track element S1 part of the track element S5 with that it has registered for the vehicle Z4 its authorization as Fahrwegelement. In response to this, the track element S5 also enters its authorization for the vehicle Z4 as a track element. Thus, the route section G3 is temporarily divided by the route element S5.

According to FIG. 6 has the track element S2 made its mark for the vehicle Z4 and the vehicle Z4 requests the registration of the track element S1. The link element S1 then informs the vehicle Z4 about the temporarily inserted route element S5, which forms the work zone AZ, and in particular informs it of the communication address of the route element S5. Now, the vehicle requests the route element S5 registration as Fahrwegelement.

According to FIG. 7 the route member S5 makes its registration for the vehicle Z4 so that the vehicle Z4 can advance to the braking target punk HP4 (re).

According to FIG. 8 the vehicle Z4 requests the marking of the track element S5. In response, the track element makes its mark but does not yet issue a tag acknowledgment to the vehicle Z4.

First, the device D displays on a display and / or acoustically that the vehicle Z4 would like to pass through the work zone.

According to FIG. 9 the steward leader ensures that the entire group leaves the danger zone on the track and stays away and then, via the means for releasing MF5 of the unit D, enters the allocation release Fm, 5 with m = 1 to r. Only after receipt of this allocation release Fm, 5 with m = 1 to r the track element S5 outputs the marking confirmation Q _M 4.5, wherein the marking confirmation Q _M 4.5 forms the allocation confirmation. The vehicle Z4 requests the registration of the route element S1. The link element S1 makes this registration.

According to FIG. 10 Now the vehicle Z4 advances to the braking target point HP1 (Sp). The vehicle Z4 issues a corresponding pass confirmation to the route element S5, which then deletes the memory entry Z4 _BRM and the lock entry "/" shown on the left next to it - ie its authorization, registration and marking for the vehicle Z4 takes or picks up. The rotting can then return to work in the danger area.

Claims (4)

1. Protection method for a rail network, which is divided by track elements (S1, S2, ..., Sp) into track sections (G1, G2, ..., Gq) and on which vehicles (Z1, Z2, ..., Zr) can travel in dependence on data from components of a track atlas,

   - in which the vehicles (Z1, Z2, ..., Zr) request, from selected track elements, steps (B, R, M) for assignment as a route element,

   - in which each of the selected track elements (Si, where i = 1 to p) is respectively automatically assigned as a route element, under predefined conditions, for each vehicle (Zm, where m = 1 to r) which requests the steps for assignment as a route element from it and characterised in that

   - the vehicles (Z1, Z2, ..., Zr) deposit manually input and/or manually released dynamic driving-operation data (D_d1, D_d2, ..., D_dp) as a dynamic component (K_dyn) of the track atlas (SA) in the track elements (Si, where i = 1 to p)in parts (D_d(K_dyn)1, D_d(K_dyn)2, ..., D_d(K_dyn)p) related to the track elements.
2. Protection method according to claim 1,
   characterised in that
   the following are provided as dynamic driving-operation data:

   - characteristic data for slippery sections on the track sections linked by the track elements and/or

   - characteristic data for speed restrictions on the track sections linked by the track elements and/or

   - characteristic data for track blocks on the track sections linked by the track elements.
3. Protection method for a rail network, which is divided by track elements (S1, S2, ..., Sp) into track sections (G1, G2, ..., Gq) and on which vehicles (Z1, Z2, ..., Zr) can travel in dependence on data from components of a track atlas,

   - in which the vehicles (Z1, Z2, ..., Zr) are embodied so as to request from selected track elements, steps (B, R, M) for assignment as a route element,

   - in which each of the selected track elements (Si, where i = 1 to p) is embodied in each case so as to automatically assign itself as a route element, under predefined conditions, for each vehicle (Zm, where m = 1 to r) which requests the steps for assignment as a route element from it and
   characterised in that

   - the vehicles (Z1, Z2, ..., Zr) are embodied so as to deposit manually input and/or manually released dynamic driving-operation data (D_d1, D_d2, ..., D_dp) as a dynamic component (K_dyn) of the track atlas (SA) in the track elements (Si, where i = 1 to p) in parts (D_d(K_dyn)1, D_d(K_dyn)2, ..., D_d(K_dyn)p) related to the track elements.
4. Protection method according to claim 3,
   characterised in that
   the following are provided as dynamic driving-operation data:

   - characteristic data for slippery sections on the track sections linked by the track elements and/or

   - characteristic data for speed restrictions on the track sections linked by the track elements and/or

   - characteristic data for track blocks on the track sections linked by the track elements.

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