EP3331744B1 - Security method and security system for a railway network - Google Patents

Description

The invention relates to a security method for a track network which is divided into track sections by track elements and can be driven on by vehicles, in which the vehicles request steps for allocation as track element from selected ones of the track elements.

The invention also relates to a security system for a track network, which is divided into track sections by track elements and can be driven on by vehicles, in which the vehicles are designed to request steps for allocation as track element from selected ones of the track elements.

A generic security method and a generic security system are from the patent DE 44 06 720 C2 known.

The invention is based on the object of further developing the generic security method and the generic security system in such a way that the sequence of vehicles (train sequence) and the course of routes of the vehicles in the track network can be optimized.

• dass jedes der ausgewählten Streckenelemente jeweils für jedes Fahrzeug, das zumindest einen der Schritte zur Zuteilung als Fahrwegelement bei ihm anfordert, zumindest ein Signal vorgibt, wobei das jeweilige Streckenelement für das jeweilige Fahrzeug die Art, die Position und den Zustand des zumindest einen Signals vorgibt,
• dass zumindest eines der Signale als ein virtuelles Hauptsignal an einem Bremszielpunkt vorgegeben wird, der ein Gefahrenpunkt ist, und
• dass zumindest eines der Signale als ein virtuelles Zielsignal an einem Bremszielpunkt vorgegeben wird, der kein Gefahrenpunkt ist.
  Gelöst wird diese Aufgabe bei einem Sicherungssystem mit den Merkmalen des Patentanspruches 2 dadurch,
• dass jedes der ausgewählten Streckenelemente geeignet ausgebildet ist, jeweils für jedes Fahrzeug, das zumindest einen der Schritte zur Zuteilung als Fahrwegelement bei ihm anfordert, zumindest ein Signal vorzugeben, wobei das jeweilige Streckenelement geeignet ausgebildet ist, für das jeweilige Fahrzeug die Art, die Position und den Zustand des zumindest einen vorzugeben,
• dass zumindest eines der Signale als ein virtuelles Hauptsignal an einem Bremszielpunkt vorgegeben ist, der ein Gefahrenpunkt ist, und
• dass zumindest eines der Signale als ein virtuelles Zielsignal an einem Bremszielpunkt vorgegeben ist, der kein Gefahrenpunkt ist.

This object is achieved in a security method with the features of claim 1 in that

• that each of the selected route elements specifies at least one signal for each vehicle that requests at least one of the steps for allocation as a route element from it, the respective route element specifying the type, position and status of the at least one signal for the respective vehicle,
• that at least one of the signals is specified as a virtual main signal at a braking target point, which is a danger point, and
• that at least one of the signals is specified as a virtual target signal at a braking target point that is not a danger point.
  This object is achieved in a security system with the features of claim 2 in that
• that each of the selected route elements is suitably designed to specify at least one signal for each vehicle that requests at least one of the steps for allocation as a route element from it, the respective route element being suitably designed, the type, the position and for the respective vehicle to specify the condition of at least one,
• that at least one of the signals is specified as a virtual main signal at a braking target point, which is a danger point, and
• that at least one of the signals is specified as a virtual target signal at a braking target point that is not a danger point.

In order to start such a main signal, the vehicle can advantageously activate a flat braking curve of a first braking curve type. And in order to approach such a target signal, the vehicle can advantageously activate a steep braking curve of the first braking curve type.

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 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 Sicherungssystems ausgestattet ist,

Figuren 2

bis 10 den Ausschnitt aus dem Gleisstreckennetz gemäß Figur 1a, das mit der ersten Ausführungsform des 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 Sicherungssystems.

The invention is explained in more detail below with reference to the figures. They show

Figure 1a

an excerpt from a track network that is divided into a plurality of route sections by route elements and can be driven by vehicles depending on data from components of a route atlas and that with a first Embodiment of a security system is equipped, at a first point in time,

Figure 1b

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

Figures 2

to 10 the section of the track network according to Figure 1a , which is equipped with the first embodiment of the security system, at further times,

Figure 11

the section of the track network according to Figure 1a with a schematic representation of the route atlas,

Figure 12

another section of the track network, which is to the right of the in the Figure 11 section shown follows, also with a schematic representation of the route atlas and

Figure 13

a mobile device of a section element of the security system designed as a work zone.

the Figure 1 shows an excerpt from a track network 1 with a first embodiment of the security system 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 one another.

A second 4 of the subsystems is formed by track elements S1, S2, ..., Sp with track element controls TSC1, TSC2, ..., TSCp, the track elements dividing the track network 1 into a plurality of track sections G1, G2, ..., Gq subdivide. The route elements include, for example, switch devices, Level crossings, level crossings for travelers, buffer stop devices and derailment detector devices. The route elements also include mobile work zones. In the section shown, four route elements S1 to S4 initially link eight route sections G1 to G8. The four track elements S1 to S4 are each a switch device with a switch Wi with i = 1 to 4 and with an actuator STWi with i = 1 to 4 for the switch 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. In the excerpt shown there are four vehicles Z1 to Z4 by way of example.

The fourth subsystem 6 is formed by a control center OCC. The line element controls TSC1, TSC2, ..., TSCp and the vehicle controls 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, which can be designed as a 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 has entered the track network 1 via a track element (not shown in the figures) in the form of an entry / exit element FEAFE 1 and which has the track network 1 in the form of a track element (not shown in the figures) of an entry / exit element is to leave FEAFE 2, is on the route section G1 at a braking target point HP1 (-) in front of the minus side of the switch W1 (see also Figure 11 ). A route plan for train Z1, which he already had at his disposal before entering the track network 1 or which he received from the control center OCC when he entered the track network 1, reads with regard to the route section shown: $$\mathrm{<figure-callout\; id="1"\; label="Z"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">Z</figure-callout>}1|\mathrm{<figure-callout\; id="1"\; label="FEAFE"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}1|...|\mathrm{W.}1-|\mathrm{W.}2-|\mathrm{StopB}1:\mathrm{20th}|\mathrm{W.}3+|\mathrm{W.}\mathrm{4th}+|...|\mathrm{<figure-callout\; id="2"\; label="FEAFE"\; filenames="imgf0001.png,imgf0012.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}2|$$

Accordingly, the train 1 would like to pass the switch W1 in the negative position and thus in the direction of passage F4 and the switch W2 from its pointed side in the negative position and thus in the direction of passage F3. Train Z1 wants to stop for 20 seconds in station B1. After his stop, he would like to pass the switch W3 from its plus side in the plus position and thus in the passing direction F2 and the switch W4 from its pointed side in the plus position and thus drive on in the passing direction F1. The train Z1 would like to continue its journey on the route sections G3, G5, G6 and G7.

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

With regard to the route section shown, his route plan reads: $$\mathrm{<figure-callout\; id="2"\; label="Z"\; filenames="imgf0001.png,imgf0012.png"\; state="\{\{state\}\}">Z</figure-callout>}2|\mathrm{<figure-callout\; id="3"\; label="FEAFE"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}3|...|\mathrm{W.}1+|\mathrm{W.}2-|\mathrm{StopB}1:\mathrm{25th}|\mathrm{W.}3+|\mathrm{W.}\mathrm{4th}+|...|\mathrm{<figure-callout\; id="2"\; label="FEAFE"\; filenames="imgf0001.png,imgf0012.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}2|$$

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

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

With regard to the route section shown, his route plan reads: $$\mathrm{<figure-callout\; id="3"\; label="Z"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">Z</figure-callout>}3|\mathrm{<figure-callout\; id="1"\; label="FEAFE"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}1|...|\mathrm{W.}2-|\mathrm{StopB}1:\mathrm{20th}|\mathrm{W.}3+|\mathrm{W.}\mathrm{4th}-|...|\mathrm{FEAFE}\mathrm{4th}|$$

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

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

With regard to the route section shown, his route plan reads: $$\mathrm{Z}\mathrm{4th}|\mathrm{FEAFE}\mathrm{4th}|...|\mathrm{W.}3-|\mathrm{StopB}1:\mathrm{25th}|\mathrm{W.}2+|\mathrm{W.}1-|...|\mathrm{<figure-callout\; id="1"\; label="FEAFE"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">FEAFE</figure-callout>}1$$

The train Z4 would like the point W3 from its pointed side in the minus position and thus in the direction of passage F3, after a stop of 25 seconds in the station B1, the point W2 from its plus side in the plus position and thus in the direction of passage F2 and the switch W1 lying on their pointed side in the minus position and thus driven on in the direction of passage F3 in order to continue their journey on the route sections G4, G3 and G1.

The elaboration of the allocation of a route element as a route element for a vehicle and thus the decentralized elaboration of the driving license for a vehicle takes place over three individual process sections. A first of these procedural steps is a route inspection. A second of these procedural stages is a route definition. And the third of these procedural steps is the issuing of a driver's license. On the one hand, these three procedural stages in the development of the allocation of a route element as a route element for a vehicle serve to resolve the conflict. On the other hand, they advantageously ensure a demand and usage-optimized loading of the route elements and route sections of the track network.

When checking the route, the respective vehicle requests a first step for allocation in the form of an entry of a permit B. For this purpose, the respective vehicle issues a request to the respective route element located in its route for the entry of the permit B of the route element as a route element for the vehicle. The route element then automatically checks whether this entry of the permit is possible. The route element only prevents the entry of the permit if there is already an entry of a permit for another vehicle in the direct opposite direction with regard to the requested entry. In addition, the respective route element can still be used for other vehicles (trains). It can therefore issue allocations to other vehicles as a route element so that they can use the route element in their own route. If the entry of a permit is possible, the route element makes this entry and then issues a confirmation of the entry of the permit to the respective vehicle.

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

When the driver's license is issued, the respective vehicle requests a third step for allocation in the form of an entry of a marking M. To this end, the respective vehicle issues a request to the respective route element lying in its route element for the marking of the route element to be entered as a route element for the vehicle. Again, the route element automatically checks whether this marking of the registration is possible. The route element prevents the marking from being entered under given circumstances. If the marking can be entered, the route element makes this entry of the marking, arranges, if necessary, to switch the route element and then issues a confirmation of the marking to the respective vehicle. All other vehicles that apply for a mark to be entered must wait until the mark entered has been deleted again.

Receipt of the confirmation of the entry of the marking authorizes the respective vehicle to use the route element as a route element and to advance via the route element in the following route section to a specified point before the next route element, whereby the specified point from the route topology - i.e. from a topological component of a route atlas - is known. The vehicle also has a tracking system so that it always knows at what point in the track network it is currently located.

With the passage of the route element, the respective vehicle issues a confirmation of passage to the respective route element. Upon receipt of this confirmation of passage, the respective route element deletes the entered permit, the registered registration and the entered marking.

To carry out the three mentioned steps for allocation, storage locations are managed by each line element controller TSCi of the line elements.

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

In the security method for the track network, which is divided by the route elements S1, S2, ..., Sp into the route sections G1, G2, ..., Gq and depending on data from components of a route atlas by the vehicles Z1, Z2,. .., Zr can be driven over, so the vehicles Z1, Z2, ..., Zr request steps B, R, M from selected ones of the route elements for allocation as a route element.

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

In this case, each Si with i = 1 to p of the selected route elements is automatically assigned as a route element under specified conditions for each vehicle Zm with m = 1 to r that the steps for allocation as a route element request from it, by reacting 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 type of stress F1 requested by the respective vehicle; F2; F3; F4; f1; f2 authorizes 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 route 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 makes its marking M as a route element for the respective vehicle.

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 for the respective route element Si with i = 1 to p with m = 1 to r and i = 1 to p and outputs the requirements to the respective route element Si with i = 1 to p by means of a communication means KMZm assigned to the vehicle control OBUm.

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

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

The line element control TSCi of the respective line element Si with i = 1 to p is thus designed to meet the requirements A _B m, i, A _R m, i, A _M m, i with m = 1 to r and i = relating to the respective line element 1 to p to the respective vehicle Zm with m = 1 to r by means of a communication means KMSi assigned to the line element control TSCi.

The line element control TSCi of the respective line element Si with i = 1 to p determines the allocation of the respective line element Si on the basis of the received requests with i = 1 to p as a route element for the respective vehicle Zm with m = 1 to r and specifies 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 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 therefore designed to determine the allocation of the respective track element Si with i = 1 to p as a track element for the respective vehicle Zm with m = 1 to r based on the received requests to 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 line 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 specified conditions (rules) are as follows:

1. I: The respective line element Si with i = 1 to p takes the stress type F1; F2; F3; F4; f1; f2 requested authorization 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 stress type F1; F2; F3; F4; f1; f2 opposite type of stress F2; F1; F4; F3; f2; f1 has already carried out its authorization B and has not yet revoked this authorization.
2. II: The respective route element Si with i = 1 to p only then registers R as a route element for the respective vehicle Zm with m = 1 to r if it was previously in the one type of stress F1; F2; F3; F4; f1; f2 has issued its authorization B as a route element for the respective vehicle Zm with m = 1 to r and this authorization B has not yet revoked.
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 route element Si with i = 1 to p as a route element to this route element Si with i = 1 to p if the adjacent route element Sk with k = 1 to r in front of this route element in the direction of travel of this vehicle Zm with m = 1 to r p and k ≠ i made its marking M as a route element for this vehicle Zm with m = 1 to r and this marking M has not yet been canceled.
4. IV: The respective route element Si with i = 1 to p only takes its marking M as a route element for the respective vehicle Zm with m = 1 to r if it has previously registered R as a route element for this vehicle Zm with m = 1 to r and this registration R has not yet canceled.
5. V: The respective route element Si with i = 1 to p only uses its marking M as a guideway element for the respective vehicle if it does not already use its marking M as a guideway element for another vehicle Zn with n = 1 to r and n m and has not yet canceled this marking.
6. VI: The respective route element Si with i = 1 to p only then carries out its marking M as a route element for the respective vehicle Zm with m = 1 to r if, before its registration, R as a route element for this vehicle Zm with m = 1 to r has not already made its registration R as a guideway element for another vehicle Zn with n = 1 to r and n ≠ m, for which it has also made its authorization B in the respective one load type and has not yet canceled this registration R.
7. VII: The respective track element Si with i = 1 to p takes from the blunt side if it is designed as a switch device and if the one type of stress for which it has given its approval B for the respective vehicle Zm with m = 1 to r the switch W of the switch device assumes its marking M as a guideway 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 which it is in one of the pointed side the point W has made its authorization B, registered R as a route element and has not yet canceled this registration R.
8. VIII: 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 pointed side If the switch W of the switch device runs out, its registration R as a guideway element for this vehicle Zm with m = 1 to r only if it has not previously been for another vehicle for which it is subject to a type of stress originating from the blunt side of the switch W. has made his authorization B, has made his registration R and has made his marking M as a guideway element and has not yet canceled this marking M.
9. IX: And the respective vehicle Zm with m = 1 to r drives into a route section Gx with x = 1 to q between adjacent route elements Si, Sj with i = 1 to p and j = 1 to p and i ≠ j only then or . uses a route section Gx with x = 1 to q between adjacent route elements Si, Sj with i = 1 to p and j = 1 to p and i ≠ j only if these two adjacent route elements each have both their authorization B and their registration R as a guideway element for this vehicle Zm with m = 1 to r and have not yet canceled.

In the second embodiment of the security system according to Figure 1b the storage locations of the individual route elements Si each form cells of two separate tables. On the one hand, cells in a route request table labeled RRTi with i = 1 to p, and on the other hand Cells of a drive sequence table labeled 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 specified conditions (rules) are then as follows:

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

As already mentioned at the beginning, a track element S5 is provided which, after being integrated into the track network, forms a work zone AZ.

The route element S5 designed as a work zone is characterized in particular by the fact that it _{only receives the allocation confirmation Q M} m, 5 with m = 1 to r for the respective vehicle Zm with m = 1 to r after receipt of an allocation release Fm, 5 with m = 1 to r, the at least one route element S5 being provided for release by means MF5, via which the allocation release Fm, 5 with m = 1 to r is entered manually.

The track element S5 is therefore designed to form a work zone AZ after its integration into the track network and 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, the at least one line element S5 having means MF5 for release, via which the allocation release Fm, 5 with m = 1 to r is to be entered manually.

The track element S5, which forms the work zone AZ, is temporarily integrated into the track network between two initially adjacent track elements (S1, S2) and removed again from there.

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

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

The at least one line element S5 that forms the work zone AZ thus has means MO5 for determining its current position and is suitably designed to specify the current position of the work zone AZ between the two line elements (S1, S2) as a function of its current position.

In the case of the at least one route element that forms the work zone AZ, the route element control TSC5, the means MF5 for enabling and the means MO5 for determining the current position are provided as components of a mobile device D, in particular one portable by a person.

In the case of the at least one route element S5, which forms the work zone AZ, the route element control TSC5, the means MF5 for enabling and the means MO5 for determining the current position are designed as components of a mobile device D, in particular one that can be carried by a person.

According to the Figures 10 and 11 In the security method for a track network, the data of at least one of the components K _geo , K _top , K _{fb of} the route atlas SA in 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, ..., Ds (K _geo ) p, Ds (K _top ) p, D _s (K _fb ) p in the form of data records D _s 1, D _s 2, ..., D _s p stored locally at the line elements S1, S2, ..., Sp.

In the security system, the data are at least one of the components K _geo , K _top , K _{fb of} the route atlas SA in parts D _s (K _geo ) 1, D _s (K _top ) 1, D _s (K fb) _{related to the route elements.} 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 stored locally at the line elements S1, S2, ..., Sp.

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

The following are or are provided as geometry and location data:

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

A second component of the route atlas SA, the data of _{which is or is stored in parts D s} (K _fb ) 1, D _s (Kf _b ) 2, ..., D _s (K _fb ) p with the route elements, is or is provided as a _{driving operation 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

The following are or are provided as driving data:

• Inclination profile data of the route sections linked by the route elements and / or
• Train class-dependent speed limit data relating to the route sections linked by the route elements and / or
• Brake target point data from brake target points on the route sections linked by the route elements and / or
• Release point data from release points on the route sections linked by the route elements and / or
• Support point data from support points on the route sections linked by the route elements

A third component of the route atlas SA, the data of _{which is or is stored in parts D s} (K _top ) 1, D _s (K _top ) 2, ..., D _s (K _top ) p with the route elements, is or is is provided as a topographical component K _top with topological data that reflect the topological structure of the track network.

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

The following are or are provided as topological data:

• Linking data of route section ends of the route sections linked by the route elements in the track network and / or
• Orientation data of the route sections linked by the route elements in the track network.

As part of each of the data records, a route element identifier SKi with i = 1 to p is provided, which uniquely identifies the route element to which the data record Dsi with i = 1 to p relates.

As part of each of the data records, an up-to-dateness identifier AKi with i = 1 to p is also provided, which identifies a degree of up-to-dateness of the data record 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 or are provided by a version number VNi with i = 1 to p.

When the track network 1 is modified, the data records of the route elements affected by the modification are modified locally in the route elements. The route elements are thus designed in such a way that when the track network is modified, the data records of the route elements affected by the modification can be modified locally in the route elements.

In the case of a first authorization B or in the case of an initial registration R of a respective route element for a respective vehicle, the entire data record of the route element is transferred to the vehicle and stored there. The track elements and the vehicles are designed in such a way that in the case of a first-time authorization B or in the case of a first-time registration R of a respective track element for a respective vehicle, the entire data record of the track element is transferred to the vehicle and stored 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 from the data record that was stored with the route element is transferred to the vehicle if the degree of currency of one of the data stored on the vehicle and the The data record assigned to the route element differs from the degree of currency of the data record stored in the route element. The route elements and the vehicles are designed in such a way 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, at least some of the data is transferred to the vehicle from the data record that was stored with the route element and be stored there if the degree of currency of a data record stored on the vehicle and assigned to the route element differs from the degree of currency of the data record stored in the route element.

In the security system, the vehicles Z1, Z2, ..., Zr store manually entered and / or manually released dynamic driving data D _d 1, D _d 2, ..., D _d p as dynamic component K _{dyn of} the route atlas SA in Path elements related parts D _d (K _dyn ) 1, D _d (K _dyn ) 2, ..., D _d (K dyn) p for the _{path elements.}

In the system the vehicles are Z1, Z2, ... so Zr suitably formed, manually entered and / or manually released dynamic driving operation data D _d 1, D _d 2, ..., D _d p _dyn as a dynamic component K of the route atlas to be stored in parts related to the line elements D _d (K _dyn ) 1, D _d (K _dyn ) 2, ..., D _d (K _dyn ) p with the line 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.

The following are or are provided as dynamic driving data:

• Characteristic data of slippery sections on the route sections linked by the route elements and / or
• Characteristic data of speed restrictions on the route sections linked by the route elements and / or
• Characteristic data of route closures on the route sections linked by the route elements.

In the security system, each Si with i = 1 to p of the selected route elements gives at least one signal HS for each vehicle Zm with m = 1 to r that requests at least one of the steps B, R, M for allocation as a route element. ZS before.

In the security system, each Si with i = 1 to p of the selected route elements is suitably designed, in each case for each vehicle Zm with m = 1 to r that requests at least one of the steps B, R, M from it for allocation as a route element, at least a signal HS; ZS to be specified.

The respective route element Si with i = 1 to p gives the type, the position and the state of the at least one signal HS for the respective vehicle Zm with m = 1 to r; ZS before.

The respective route 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 to be specified.

At least one of the signals is or is specified 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 that is not a danger point.

In the process, various train sequence point types ZFT.I, ZFT.II are specified. In addition, different braking curves BKm _A. I, BKm _A. II of the same braking curve type A is provided. In this case, each of the different braking curves of the same braking curve type A of the respective vehicle Zm with m = 1 to r is assigned to one of the different train following point types.

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 is assigned to the respective vehicle. 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 (-), HP6 (Sp), HP6 (+), HP7 (-), HP7 (Sp) and HP9, although this list is not exhaustive.

A route element designed as a switch device specifies at least one braking target point HP, which is a danger point.

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

In addition, in a route 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 specifies 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 are, for example, the braking target points in the figures: ZP2 (-), ZP3 (+), ZP6 (-), ZP6 (SP), ZP7 (+), ZP7 (Sp), ZS8 (left) and ZS8 (right) , although this list is not exhaustive.

A route element designed as a fallback switch W _R specifies at least one further braking target point ZP which is not a danger point.
In addition, in a route 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 specifies at least one further braking target point ZP that is not a danger point .

Furthermore, a route element designed as a fictitious double entry / exit element FDME specifies at least one braking target point ZP which is not a danger point.
According to the conditions (rules) I. to X. or i. to vi. have those in the Figures 1a or 1b and 2 to 10, the following entries were made in the tables Ti or RRi and DSTi with regard to the vehicles (trains) Zm:
In the Figure 1a the route element S1 has made its approval B in response to the first request A _B 2, i of the vehicle Z2 in the load type F2 requested by the vehicle Z2. This is identified in table T1 by the subscript "B" on the reference symbol "Z1". In addition, the route element S1 has made its registration R as a route element for the vehicle Z2 _{in response to the second request A R 2, i of the vehicle Z2.} This is in of the table T1 by the subscript "R" at the reference symbol "Z1". Furthermore, the route element S1 has made its marking M as a route element for the vehicle Z2 _{in response to the third request A M 2, i of the vehicle Z2.} This is identified in table T1 by the subscript "M" attached to the reference symbol "Z1". The memory entry made by route element S1 for vehicle Z2 is therefore designated as a whole in table T1 as Z2 _BRM . The next cell to the left is - according to the rules - provided with a lock entry marked with "/".

For the vehicle Z1, the route element S1 has also made its registration R in addition to its authorization B in the stress type F4. The memory entry made by route element S1 for vehicle Z1 is therefore designated as a whole in table T1 with Z1 _BR . The cell to the left of this has - according to the rules - again a lock entry marked with "/".

The vehicle Z2 is therefore allowed to pass the route element S1 in front of the vehicle Z1. For this purpose, the route element S1, together with the assignment of the marking, had the switch W1 switched to its plus position by the control element STW1, provided it was not yet in the plus position. As soon as the vehicle has passed the release point related to route element 1 after passing through switch W1, which is not shown here for the sake of clarity, the vehicle issues a corresponding confirmation of passage to route element S1, which then stores entry Z2 _BRM and the left deletes the blocking entry "/" shown next to it - i.e. withdraws or removes its authorization, registration and marking for vehicle Z2 (cf. Figure 2 ). The vehicle Z1 could only approach the switch W1 as far as the braking target point HP1 (-). Correspondingly, the route 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 storage locations of the route element control TSC2 (in the cells of the table T2) and also those from it resulting lock entries "/". The route element S2 has thus become the one in the Figure 1a time shown only automatically assigned to vehicle Z3 as a route element. The vehicle Z2 may, however, approach the switch W2 up to the braking target point HP2 (Sp). In addition, the vehicle Z4 is allowed to approach the switch W2 up to the braking target point HP2 (+).

The line element S3 has to that in the Figure 1a shown time his 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 storage locations of the line element control TSC3 (in the cells of table T3) and also the resulting lock entries "/". The line element S3 has thus become that in the Figure 1 time shown only automatically assigned to vehicle Z4 as a route element. The vehicle Z3 may, however, approach the switch W3 up to the braking target point ZP3 (+).

The route element S4 has to that in the Figure 1a time shown his 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 line element control TSC4 (in the cells of the Table T4) and the resulting lock entries "/". The route element S4 has thus become the one in the Figure 1 The time shown is not assigned to any of the vehicles as a route element and must therefore not be driven over by any of the vehicles. Since it has also not issued a license as a route element, none of the vehicles are allowed to enter the sections of the route that are linked by the switch W4. The vehicle Z4 has already passed a release point related to the route element S4, which is not shown here for the sake of clarity, and a corresponding confirmation of passage is issued to the route element S4, so that the route element S4 has already withdrawn - that is, deleted - its entries for the vehicle Z4.

To the one in the Figure 2 time shown, the route _{element S1 has deleted its entry Z2 BRM} for the vehicle Z2 and the resulting lock entry "/". Furthermore, the line _{element S2 has deleted its entry Z3 BRM} and the resulting lock entry "/". In addition, the _{link element S3 has deleted its entry Z4 BRM} and the resulting lock entry "/".

Compared to the one in the Figure 1a The point in time shown has the line element S1 at that in the Figure 3 time shown now made his marking M for the vehicle Z1 and thus completed its automatic allocation for the vehicle Z1. The line element control TSC1 causes the switch W1 to be switched to its minus position by the control element STW1.

The route element S2 has to that in the Figure 3 time shown his marking M made for the vehicle Z2 and thus completed its automatic allocation for the vehicle Z2. The line element control TSC2 causes the switch W2 to be switched to its minus position by the control element STW2.

Initially, however, the vehicle Z2 must not enter the track section G5 as long as the route element S3 has not yet registered R for the vehicle Z2. Accordingly, the vehicle Z1 may not yet enter the track section G3 either.

The vehicle Z2 issues its second request for registration of the route element S3 as a route element to the route element S3. In response to this second request, the route element S3 informs the vehicle Z2 that that it has already registered for vehicle Z3, informs it of the communication address of vehicle Z3 and makes its registration for vehicle Z2. The vehicle Z2 then makes contact with the vehicle Z3. Based on the current position of the end of the vehicle of vehicle Z3, vehicle Z2 is given a current braking target point ZP (Z3) or HP (Z3) up to which vehicle Z2 is currently moving up behind vehicle Z3. The current target braking point ZP (Z3) is not a danger point and therefore a train following point of the second train following point type ZFT.II as long as the vehicle Z3 is traveling in the direction of the route element S3 - that is, it continues to move forward. Vehicle Z2 therefore switches on its steep braking curve _{BK2 A} .II in order to follow vehicle Z3 quickly, even if it should slip slightly over 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 a train following point of the second train following point type ZFT.II. Therefore, the vehicle Z2 then switches from its steep braking curve BK1 _A. II on its flat braking curve BK2 _A. I um, because it must not slip over the braking target point HP (Z3).

In the same way, the vehicle Z1 outputs its second request for registration of the route element S2 as a route element to the route element S2. In response to this second request, the route element S2 informs the vehicle Z1 that it has already registered for the vehicle Z2, informs it of the communication address of the vehicle Z2 and registers it for the vehicle Z1. The vehicle Z1 then makes contact with the vehicle Z2. Based on the current position of the end of the vehicle of vehicle Z2, vehicle Z1 is given a current braking target point up to which vehicle Z1 then currently moves up behind vehicle Z2. Here, too, the current braking target point ZP (Z2) is not a danger point and therefore a train following point of the second train following point type ZFT.II as long as the vehicle Z2 is in The direction of the line element S2 moves - that is, it continues to move forward. The vehicle Z1 therefore switches its braking curve BK1 _A , which runs out steeply. II to follow the vehicle Z2 quickly, even if it should slip a little over the braking target point ZP (Z2). If, however, the vehicle Z2 would come to a stop, 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 thus a train following point of the second train following point type ZFT.II. Therefore, the vehicle Z1 would then be from its steep braking curve BK1 _A. II on its flat braking curve BK1 _A. I switch over because it must not slip over the braking target point HP2 (SP).

At the time of the Figure 4 is shown, the vehicle Z1 is initially not allowed to drive into the track section G5, since the route element S3 has not yet made a registration R for the vehicle Z1.

The vehicle Z1 issues its second request for registration of the route element S3 as a route element to the route element S3. In response to this second request, the route element S3 informs the vehicle Z1 that it has already registered for the vehicle Z2, informs it of the communication address of the vehicle Z2 and registers it for the vehicle Z1. The vehicle Z1 then makes contact with the vehicle Z2. Based on the current position of the vehicle end of vehicle Z2, vehicle Z1 is given a current braking target point ZP (Z2) or HP (Z2) up to which vehicle Z1 is currently moving up behind vehicle Z2. The current target braking point ZP (Z2) is not a danger point and therefore a train following point of the second train following point type ZFT.II as long as the vehicle Z2 is traveling in the direction of the route element S3 - that is, it continues to move forward. The vehicle Z1 therefore switches its braking curve BK1 _A , which runs out steeply. II on, in order to follow the vehicle Z2 quickly, even if it slips slightly over the braking target point ZP (Z2) should. However, as soon as the vehicle Z2 has come to a stop at the braking target point HP (Z3) behind the vehicle Z3, the current braking target point for the vehicle Z1 is a danger point and thus a train following point of the second train following point type ZFT.II. Therefore, the vehicle Z1 then switches from its steep braking curve BK1 _A. II on its flat braking curve BK1 _A. I um, because it must not slip over the braking target point HP (Z2).

A train driver of vehicle Z1, not shown here, has to work at the in Figure 5 The position of the track section G3 shown in the figure shows distortions in the track bed. He therefore inputs, via an interface of the vehicle control, characteristic data of a slow-speed driving area LFS including point P as dynamic driving operation data into the vehicle control OBU1. The vehicle stores its dynamic driving data at least for the route element S2 located in its direction of travel as soon as the manual input has been completed by saving. Dynamic driving data, for example in the form of slippery sections, can also be recorded by sensors of the respective vehicle and only released manually by the train driver, with the respective vehicle then also storing its dynamic driving data at least for the route element in its direction of travel as soon as it is released are. The storage is preferably carried out during the next communication with the respective route element lying in the direction of travel. The vehicle Z1 therefore stores the characteristic data of the speed limit stop at the point in time at which it issues its confirmation of passage to the route element S2.

According to Figure 5 a pack R is already approaching position P of track section G3 in order to eliminate the distortions in the track bed. To protect the crew, a foreman carries the portable device D with him, which, in addition to the line element control 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 in the track network be integrated, which after its integration forms the work zone AZ to protect the rotting. After its activation, the line element control TSC5 specifies the current position of the work zone AZ depending on its current position and logs on to the line elements S1 and S2. The route element S1 informs the route element S5 that it has entered its approval as a route element for the vehicle Z4. In response to this, the route element S5 also enters its approval for the vehicle Z4 as a route element. The route section G3 is thus temporarily divided by the route element S5.

According to Figure 6 the route element S2 has made its marking for the vehicle Z4 and the vehicle Z4 requests the registration of the route element S1. The route element S1 then informs the vehicle Z4 of the temporarily inserted route element S5, which forms the work zone AZ, and in particular notifies it of the communication address of the route element S5. The vehicle now requests registration as a route element from route element S5.

According to Figure 7 the route element S5 carries out its registration for the vehicle Z4, so that the vehicle Z4 can advance to the braking target point HP4 (re).

According to Figure 8 the vehicle Z4 requests the marking of the route element S5. In response, the route element carries out its marking, but does not yet issue a marking confirmation to the vehicle Z4.

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

According to Figure 9 the foreman ensures that the entire gang leaves the danger area on the track and stays away and then enters the allocation release Fm, 5 with m = 1 to r via the release means MF5 of the device D. Only after Receipt of this allocation release Fm, 5 with m = 1 to r, the line element S5 outputs the marking confirmation Q _M 4, 5, the marking confirmation Q _M 4, 5 forming the allocation confirmation. The vehicle Z4 requests the registration of the route element S1. The route element S1 carries out this registration.

According to Figure 10 Now the vehicle Z4 advances to the braking target point HP1 (Sp). The vehicle Z4 issues a corresponding _{confirmation of passage to the route element S5, which then deletes the memory entry Z4 BRM} and the blocking entry "/" shown to the left - that is, withdraws or cancels its authorization, registration and marking for vehicle Z4. The crew can then return to work in the danger area.

Claims (2)

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

   - each (Si, where i = 1 to p) of the selected track elements in each case specifies at least one signal (HS; ZS) for each vehicle (Zm, where m = 1 to r), which requests at least one of the steps (B, R, M) for assignment as a route element from it, wherein the respective track element (Si, where i = 1 to p) specifies the type, the position and the status of the at least one signal (HS; ZS) for the respective vehicle (Zm, where m = 1 to r),

   - at least one of the signals is specified as a virtual main signal (HS) at a braking target point (HP), which is a danger point, and

   - at least one of the signals is specified as a virtual target signal (ZS) at a braking target point (ZP), which is not a danger point.
2. Protection system for a rail network, which is divided by track elements (S1, S2, ..., Sp) into track sections (SA1, SA2, ..., SEq) and on which vehicles (G1, G2, ..., Gr) can travel,
   in which the vehicles (Z1, Z2, ..., Zr) are suitably embodied to request, from selected track elements, steps (B, R, M) for assignment as a route element,
   wherein

   - each (Si, where i = 1 to p) of the selected track elements is suitably embodied in each case to specify at least one signal (HS; ZS) for each vehicle (Zm, where m = 1 to r), which requests at least one of the steps (B, R, M) for assignment as a route element from it, wherein the respective track element (Si, where i = 1 to p) is suitably embodied to specify the type, the position and the status of the at least one signal (HS; ZS) for the respective vehicle (Zm, where m = 1 to r),

   - at least one of the signals is specified as a virtual main signal (HS) at a braking target point (HP), which is a danger point, and

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

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