EP3448736B1 - Method and arrangement for securing a railroad crossing - Google Patents

Description

The optimization of the closing times of level crossings is of great importance in practice when operating track-bound vehicles, which can be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains. In the event that the route or the route of the lane-bound vehicles crosses other traffic routes, in particular roads, there is, on the one hand, the requirement that the corresponding intersection areas are reliably secured by means of level crossings. In particular, it must be ensured that the level crossing is secured in good time before the arrival of the respective lane-bound vehicle and that the respective lane-bound vehicle can be brought to a standstill before the level crossing in the event of problems with securing the level crossing. On the other hand, the effects on crossing traffic, for example road traffic, should be kept as low as possible by not securing the level crossing for longer than necessary. The level crossing can be appropriately secured, for example, by means of a barrier or several barriers. Furthermore, there is also the possibility, for example, that the level crossing is only secured by a corresponding signaling indicating a traffic ban. Such signaling can be a light signal, for example. In addition, further devices and methods for securing level crossings are known, which can also be combined with one another if necessary. For example, there is the possibility that a level crossing is secured by means of barriers and, at the same time or in particular, approaching traffic is warned by a corresponding light signal and / or a warning tone.

the DE 10 2007 022 837 A relates to a device and a method for influencing trains at a level crossing, wherein a rail vehicle has an ETCS vehicle device and level crossing safety devices, in particular railway barriers, are controlled by switch-on contacts on the track. In order to enable ETCS train control at the level crossing as well, it is provided that an evaluation device monitoring the level crossing safety devices is connected to a fixed switching balise on the track, located behind the switch-on contact and at least at the braking distance in front of the level crossing, which interacts with the ETCS vehicle equipment.

The document DE 10 2011 079 186 A1 shows a method for operating a railway safety system with at least one line facility, taking into account a speed measurement value recorded when the rail vehicle enters the switch-on line of the railway safety system, whereby when the rail vehicle enters the switch-on line, the speed measurement value is used to check whether a correction time for forwarding a message from the a route device is to be set to an assigned railway safety arrangement according to the speed measurement variable, and a set correction time is then checked to determine whether this should remain effective as a function of at least one further influencing variable of the rail vehicle that determines the travel time.

The present invention is based on the object of specifying a method for securing a level crossing that allows timely securing of the respective level crossing and at the same time is particularly efficient and reliable. According to the invention, this object is achieved by a method for securing a level crossing, with sensor data relating to a track-bound vehicle approaching the level crossing being detected by a track-side sensor device, which include at least the current speed of the track-bound vehicle, the detected sensor data from the track-side sensor device to a stationary control device are transmitted, a switch-on time is determined by the stationary control device taking into account the transmitted sensor data as well as route data, when the switch-on time is reached, the stationary control device initiates securing of the level crossing and after the successful securing of the At the level crossing, a control device of a train control system determines a driving license that extends beyond the level crossing and transfers it to the lane-bound vehicle as a replacement for a previous driving license that ended before the level crossing.

According to the first step of the method according to the invention, sensor data relating to a lane-bound vehicle approaching the level crossing are recorded by a trackside sensor device, which include at least the current speed of the lane-bound vehicle. The trackside sensor device used for this purpose can in principle be any desired sensor device known per se. This includes, for example, cameras or light barriers as well as other systems known per se for determining the speed of lane-bound vehicles. The trackside sensor device can preferably be designed as a two-channel wheel sensor or axle counter. This is advantageous because the corresponding sensor devices are highly reliable sensor devices that are widespread in the field of railway signal technology. Regardless of the type of trackside sensor device used, the detection of the track-bound vehicle also detects the location of the same at the time of detection, which usually corresponds to the location of the trackside sensor device.

According to the second step of the method according to the invention, the sensed sensor data are transmitted from the trackside sensor device to a stationary control device. The term “stationary” expresses the fact that the relevant control device is arranged outside the track-bound vehicle at a fixed location. The stationary control device can be localized on the route side, ie in the area or in the vicinity of a route of the track-bound vehicle, or it can also be arranged at any desired distance from the respective route. The transmission of the sensor data from the track-bound vehicle to the stationary control device can in principle take place in any manner known per se. The sensor data are preferably transmitted from the trackside sensor device to the stationary control device, but at least in part of the communication path wirelessly, ie for example radio-based.

According to the third step of the method according to the invention, a switch-on time is determined by the stationary control device, taking into account the transmitted sensor data and route data. The route data include at least one parameter related to a route of the lane-bound vehicle. As a rule, the relevant, at least one parameter will relate to a region of the route between the route-side sensor device and the level crossing. However, there is also the possibility that the route data relate wholly or partially to an area of the route of the lane-bound vehicle behind the level crossing when viewed in the direction of travel, provided that this has an impact on the driving behavior of the lane-bound vehicle in an area in front of the level crossing.

According to the fourth feature of the method according to the invention, when the switch-on time is reached, the stationary control device causes the level crossing to be secured. This means that the stationary control device acts directly or indirectly on at least one component provided for securing the level crossing in such a way that it initiates or carries out the securing of the level crossing. Depending on the type of means used to secure the level crossing, a corresponding safeguarding can take place, for example, by switching on one or more signal lamps, closing railway barriers or initiating another action to secure the level crossing.

According to the last step of the method according to the invention, after the level crossing has been successfully secured, a control device of a train control system determines a driving license that extends beyond the level crossing and replaces a previous one that ended before the level crossing Transfer the driving license to the track-bound vehicle. In this way it is possible for the stationary control device to act on the track-bound vehicle in the case of the confirmed security of the level crossing by transmitting a driving license to it that extends beyond the level crossing. A corresponding driving license is also referred to as a "movement authority" and in this specific case has the consequence that the lane-bound vehicle does not come to a standstill in front of the level crossing according to the previous driving license, but can pass the level crossing without stopping and possibly without reducing its speed.

The method according to the invention is characterized in that it includes the control device of the train control system in the method for securing the level crossing beyond the usual system boundaries. This advantageously makes it possible to provide feedback to the track-bound vehicle by transmitting a corresponding upgraded driving license, whereby a communication channel that is already provided for communication between the track-bound vehicle and the control device of the train control system is advantageously used for the transmission of the driving license.

The method according to the invention is also particularly powerful in that it uses both sensor data relating to the respective lane-bound vehicle approaching the level crossing and route data to determine the switch-on time. The method according to the invention enables a timely securing of the level crossing in a particularly reliable manner, with a closing time of the level crossing being achievable depending on the respective circumstances, which is largely constant regardless of the speed of the respective lane-bound vehicle.

In the context of the method according to the invention, the switch-on time can be determined or specified in absolute terms, i.e. for example by specifying a time that is preferably at least a second, or also indirectly.

According to a particularly preferred development of the method according to the invention, a switch-on time is determined in the form of a switch-on delay. The switch-on delay is a period of time after which the level crossing is secured. The determination of a switch-on time in the form of a switch-on delay is advantageous because it enables the method to be implemented in a particularly simple manner. Specifying a switch-on delay has the advantage that this specification is independent of an absolute time and allows direct comparability and plausibility checks regardless of the respective time.

The method according to the invention can preferably also be designed in such a way that the route data include at least one of the following parameters: distance between the route-side sensor device and the level crossing, permissible route speed, position of a stop, position of a speed limit stop, route topology. This embodiment of the method according to the invention is advantageous in that the parameters mentioned are those which have a direct influence on how long the approach time is, i.e. the time that the track-bound vehicle needs to be detected by the trackside sensor device (at the earliest ) to get to the level crossing. In order to achieve the best possible accuracy when determining the switch-on time, all available and relevant parameters are preferably taken into account as route data. As already mentioned above, the route data generally relate to a route between the route-side sensor device and the level crossing. For example in relation to the position of a stop or At a speed limit stop, however, there is also the possibility that a section or area of the route located behind the level crossing, viewed in the direction of travel, has an impact on the driving behavior of the lane-bound vehicle in the area in front of the level crossing.

The method according to the invention can preferably be further developed in such a way that specific vehicle data, in particular a vehicle type, are taken into account when determining the switch-on time for the respective lane-bound vehicle. Taking corresponding vehicle data into account has the advantage that it allows the accuracy of the determination of the switch-on time to be further improved and thus in particular to avoid unnecessarily early switch-on or securing of the level crossing. Here, for example, a vehicle type or a vehicle type, for example in the form of a distinction between passenger trains and freight trains, can take into account vehicle-type-specific properties, such as permissible maximum speed, acceleration capacity or braking capacity.

In principle, the stationary control device can be any component of a lane-bound traffic system in which or by which the lane-bound vehicle is operated. Thus, depending on the particular circumstances and circumstances, a different implementation of the stationary control device can be expedient.

According to a further particularly preferred embodiment of the method according to the invention, a local control component of the level crossing is used as the stationary control device. A corresponding local control component can be, for example, a level crossing control of the relevant level crossing. This has the advantage that corresponding level crossing controls are frequent for the purpose of control and monitoring are already connected to an interlocking in terms of communication or signaling technology, and thus communication with the interlocking and possibly other components connected to the interlocking is possible. The use of the local control component of the level crossing as a stationary control device also offers the advantage that a largely decentralized solution is implemented as a result. This leads in particular to the fact that, in the event of a malfunction or failure of the stationary control device, this preferably only affects the relevant level crossing. It should be noted that the local control component can also be an independent control of the level crossing. In this case, however, it is linked to the usual level crossing control in terms of communication technology, so that the level crossing can be secured via this.

According to another particularly preferred embodiment, the method according to the invention is designed in such a way that a signal box is used as the stationary control device and the level crossing is secured by transmitting a safety signal from the signal box to a local control component of the level crossing and from the local control component to the Receipt of the safety signal to the safety of the level crossing is triggered. This embodiment of the method according to the invention offers the advantage that interlockings are usually already connected to local control components of level crossings in terms of communication or signaling and are preferably designed to control corresponding external elements in a preferably signal-technically secure manner. A corresponding central implementation of the stationary control device as a signal box advantageously avoids changes to the respective level crossings or their local control components. This can result in particular savings or advantages in Relation to effort and costs for the realization of the procedure result.

According to another preferred development of the method according to the invention, this is designed in such a way that the control device of the train control system is used as the stationary control device and the level crossing is secured in that the control device of the train control system sends a request to secure the level crossing to a level crossing connected to the level crossing in terms of communication technology Interlocking is transmitted, from the interlocking thereupon a security signal is transmitted to a local control component of the level crossing and the security of the level crossing is triggered by the local control component upon receipt of the security signal. The use of the control device of the train control system as a stationary control device has the advantage that it often has a communication link to the track-bound vehicle on the one hand, but is also connected in terms of communication technology to a local control component of the level crossing via an interlocking, on the other hand. Depending on the particular situation, this can lead in particular to the fact that no additional, new communication connections need to be provided for implementing the method, which simplifies the implementation of the method and saves costs.

According to a particularly preferred embodiment of the two aforementioned preferred developments of the method according to the invention, after the level crossing has been successfully secured, a confirmation signal is transmitted from the local control component to the stationary control device. This makes it possible, in the event that the stationary control device itself is not located in the immediate vicinity of the level crossing or is implemented as a local control component thereof, to provide the stationary control device with a corresponding feedback after the level crossing has been successfully secured by means of the confirmation signal admit. This then allows the stationary control device to determine the driving license that extends beyond the level crossing or to pass on feedback on the successful securing of the level crossing to the control device of the train control system.

The method according to the invention can preferably also be designed in such a way that the switch-on time is determined by the stationary control device while additionally taking into account a speed profile that is possible for a further approach of the lane-bound vehicle to the level crossing. Here, for example, an acceleration of the track-bound vehicle measured by the trackside sensor device or a known acceleration capacity of the track-bound vehicle can be taken into account. This offers the advantage that, in contrast to an alternative procedure, which assumes driving at a constant speed of the track-bound vehicle, an increase in the speed of the track-bound vehicle is taken into account by the method with a view to securing the level crossing in good time.

According to another particularly preferred development of the method according to the invention, the switch-on time is determined by the stationary control device, taking into account a period of time required to secure the level crossing. The time taken into account here preferably includes all times or delays that can occur when securing the level crossing. This includes, for example, a barrier running time, a pre-lighting / clearing time and / or required communication and activation times. By appropriately taking into account the length of time required to secure the level crossing, timely securing of the level crossing can advantageously be reliably ensured even under unfavorable circumstances. The method according to the invention can preferably also be developed in such a way that a control device of a train control system with continuous communication between the control device and the track-bound vehicle is used, in particular a control device according to one of the standards ETCS (European Train Control System), CTCS (Chinese Train Control System) or PTC (Positive Train Control). This embodiment of the method according to the invention is advantageous in that, in particular, train control systems with continuous communication between the track-bound vehicles and the control device of the train control system are suitable for implementing the method according to the invention. This applies in particular to train control systems according to ETCS Level 2 or 3, CTCS Level 3 or 4 or the American train control system PTC. Due to the high speeds supported, corresponding modern train control systems often do not provide for level crossings at all. However, the present invention now makes it possible to ensure reliable and timely protection of level crossings also and especially in such systems and thereby to minimize the closing time of the level crossing in the sense of the best possible "constant warning time".

The present invention also relates to an arrangement for securing a level crossing.

With regard to the arrangement, the present invention is based on the object of specifying an arrangement that supports a method for securing a level crossing that allows the respective level crossing to be secured in a timely manner and at the same time is particularly efficient and reliable.

This object is achieved according to the invention by an arrangement for securing a level crossing, with a track-side sensor device for detecting sensor data relating to a lane-bound vehicle approaching the level crossing, which at least the current speed of the lane-bound vehicle, and to transmit the detected sensor data from the trackside sensor device to a stationary control device, the stationary control device to determine a switch-on time taking into account the transmitted sensor data and route data and to initiate the safety of the level crossing when the switch-on time is reached and to a control device a train control system for determining a driving license that extends beyond the level crossing after successfully securing the level crossing and for transferring the determined driving license to the track-bound vehicle as a replacement for a previous driving license that ended before the level crossing.

The advantages of the arrangement according to the invention essentially correspond to those of the method according to the invention, so that reference is made in this regard to the corresponding explanations above. The same applies to the preferred developments of the arrangement according to the invention mentioned below in relation to the respective preferred development of the method according to the invention, so that reference is also made in this regard to the respective explanations above.

According to a particularly preferred embodiment of the arrangement according to the invention, the stationary control device is a local control component of the level crossing.

As an alternative to this, the arrangement according to the invention can advantageously also be designed in such a way that the stationary control device is an interlocking.

According to a further particularly preferred embodiment of the arrangement according to the invention, the stationary control device is the control device of the train control system.

According to a further particularly preferred development of the arrangement according to the invention, this is to carry out the Method designed according to one of the aforementioned preferred developments of the method according to the invention.

Figur 1

in einer ersten schematischen Skizze zur Erläuterung eines ersten Ausführungsbeispiels des erfindungsgemäßen Verfahrens ein erstes Ausführungsbeispiel der erfindungsgemäßen Anordnung,

Figur 2

in einer zweiten schematischen Skizze zur Erläuterung eines zweiten Ausführungsbeispiels des erfindungsgemäßen Verfahrens ein zweites Ausführungsbeispiel der erfindungsgemäßen Anordnung und

Figur 3

in einer dritten schematischen Skizze zur Erläuterung eines dritten Ausführungsbeispiels des erfindungsgemäßen Verfahrens ein drittes Ausführungsbeispiel der erfindungsgemäßen Anordnung.

The invention is explained in more detail below with the aid of exemplary embodiments. This shows

Figure 1

in a first schematic sketch to explain a first embodiment of the method according to the invention, a first embodiment of the arrangement according to the invention,

Figure 2

in a second schematic sketch to explain a second embodiment of the method according to the invention, a second embodiment of the arrangement according to the invention and

Figure 3

in a third schematic sketch to explain a third embodiment of the method according to the invention, a third embodiment of the arrangement according to the invention.

In the figures, identical or identically acting components are identified with identical reference symbols for reasons of clarity.

Figure 1 shows in a first schematic sketch to explain a first embodiment of the method according to the invention a first embodiment of the arrangement 100 according to the invention.

A level crossing 10 is indicated in detail, which is approached by a lane-bound vehicle 20 coming from the left. In the representation of the Figure 1 a control device 30 of a train control system can also be seen. In the context of the exemplary embodiment described, it is assumed here that that the control device 30 is a route control center in the form of a radio block center (RBC) of a train control system according to the standard or the ETCS (European Train Control System) level 2 standard. In addition, the representation of the Figure 1 an interlocking 40 and a local control component 50 of the level crossing 10 are indicated. The interlocking 40 is on the one hand connected to the control device 30 in terms of communication via a bidirectional communication link 41. On the other hand, the interlocking 40 is also connected to the local control component 50 of the level crossing 10 via a bidirectional communication link 51 in terms of communication or signaling.

According to the representation of the Figure 1 there is also a bidirectional communication link 61, 62 between a vehicle-mounted antenna 25 of the track-bound vehicle 20 and an antenna 35 of the control device 30 of the train control system Figure 1 indicated as a wireless, mobile communication link and should take place in the context of the exemplary embodiment described via the railway-specific mobile radio network GSM-R (Global System for Mobile Communications - Railway). For this purpose, the indicated mobile radio network identified by the reference numeral 70 has a base station 60 via which bidirectional communication between the track-bound vehicle 20 and the control device 30 is possible by means of partial routes or partial communication connections 61 and 62. To avoid misunderstandings, it should be pointed out at this point that the corresponding communication connection could of course also be at least partially wired. For example, it is conceivable that the control device 30 is connected to the mobile radio network 70 or the base station 60 of the same in a wired manner, that is to say for example via a copper or fiber optic cable. In addition to the components already mentioned, in Figure 1 a trackside sensor device 80 can be seen, which in the context of the illustrated embodiment is a radio feedback device arranged at a distance s in front of the level crossing 10. The trackside sensor device 80 comprises a wheel sensor 81 and a radio module 82, via which the trackside sensor device 80 via the cellular network 70 or the base station 60 of the same (or another base station of the cellular network 70) set up a communication connection 83, 84 with the local control component 50 and to can transmit this data. For this purpose, the local control component 50 of the level crossing 10 has an antenna 55. As an alternative to this, a wired communication connection between the local control component 50 and the mobile radio network 70 or between the local control component 50 of the level crossing 10 and the trackside sensor device 80 would also be conceivable. In the embodiment of Figure 1 the communication connection 83, 84 is designed as a unidirectional connection; alternatively, this could of course also be a bidirectional communication connection.

In the Figure 1 The arrangement 100 shown can now be used, for example, to secure the level crossing 10 in such a way that the track-side sensor device 80 when the lane-bound vehicle 20 drives past the lane-bound vehicle 20 which is approaching the level crossing 10 is recorded, which at least the current speed of the lane-bound vehicle 20 Vehicle 20 include. In addition, the sensor data could also include, for example, information on a possible acceleration of the lane-bound vehicle in the detection area, the number of axles of the lane-bound vehicle 20 or also the position of the lane-bound vehicle 20 on the route. The latter results implicitly from the fact that the track-bound vehicle 20 is at the position or at the time of its detection by the sensor device 80 stays at the location of the sensor device 80 or the wheel sensor 81 of the same.

In the next step, the recorded sensor data can now be transmitted from the trackside sensor device 80 to the local control component 50 of the level crossing 10 by means of the radio module or the antenna 82 via the communication link or partial communication links 83, 84 and the antenna 55. The local control component 50 of the level crossing 10, which can also be referred to as a stationary control device, can for example be designed either as part of a level crossing control or as a separate component. Independently of this, the local control component 50 of the level crossing 10 is “local” in that it is assigned to the level crossing 10 and is arranged in the area of the level crossing 10.

A switch-on time is now determined by the stationary control device in the form of the local control component 50 of the level crossing 10, taking into account the transmitted sensor data and route data. The route data here preferably include, in particular, the distance or distance between the route-side sensor device 80 and the level crossing 10, that is to say the length of the approach route. In addition, the route data can preferably also include further parameters, such as a permissible route speed, a stop located between the route-side sensor device and the level crossing or close behind the level crossing when viewed in the direction of travel, a stop between the route-side sensor device and the level crossing (or close behind the level crossing ) arranged speed limit stop or also the route topology in general, for example in the form of information on the inclination of the route, ie, for example, on sections with an uphill or downhill gradient.

The switch-on time can generally be specified in any format. It is only essential here that a point in time lying in the future is clearly determined in this way. This means that the switch-on time can be specified as the time, for example. However, the switch-on time is preferably determined in the form of a switch-on delay. The switch-on delay indicates after which period of time (based on the detection of the lane-bound vehicle 20 by the trackside sensor device 80) the switch-on or the securing of the level crossing 10 is to be initiated. Consequently, one result of the determination of the switch-on time, taking into account the transmitted sensor data and the route data, can be, for example, that a switch-on delay of 28 seconds is determined, i.e. that the level crossing must be secured after 28 seconds. The time required for actually securing the level crossing 10 is preferably taken into account when determining the switch-on time.

According to the above statements, when the switch-on time is reached, the stationary control device in the form of the local control component 50 of the level crossing 10 initiates the securing of the level crossing 10. After successful securing of the level crossing 10, which the local control component 50 detects itself or is notified by a level crossing control of the level crossing 10, the local control component 50 transmits a confirmation signal to the interlocking 40 via the communication link 51, which it sends to the control device 30 via the communication link 41 of the train control system. Thus, the control device 30 of the train control system has received feedback that the level crossing 10 has been successfully secured. This allows the control device 30 of the train control system to determine a driving license for the track-bound vehicle 20 that extends beyond the level crossing 10 and uses this as a replacement for a previous one before the level crossing 10 to transmit the ending driving license to the track-bound vehicle 20 via the communication link 62, 61. As a result, the lane-bound vehicle 20, based on the received driving license, which is also referred to as the "movement authority", can pass the level crossing 10 without stopping and possibly without reducing its speed and is therefore not impaired in its driving operation through the level crossing 10. Conversely, the described method with regard to the level crossing 10 or to participants in the traffic crossing at the level crossing 10 has the advantage that the situation-related determination of the switch-on time avoids unnecessarily long securing of the level crossing 10 and thus the corresponding impairment is kept as low as possible. In particular, a largely identical closing time of the level crossing, ie a "constant warning time", can be implemented in this way for lane-bound vehicles of different types and for different operational situations.

When determining the switch-on time, vehicle data specific to the respective lane-bound vehicle 20 can advantageously also be taken into account. Such vehicle data can in particular be a type of vehicle, i.e. for example a type of train. A corresponding distinction, for example between passenger trains and freight trains, enables the determination of the switch-on time to be further optimized due to the differences associated therewith, for example in relation to maximum speed, acceleration capacity or braking capacity.

Furthermore, the switch-on time can be determined by the stationary control device in the form of the local control component 50 of the level crossing 10, additionally taking into account a possible speed profile for a further approach of the lane-bound vehicle 20 to the level crossing 10. For this purpose, different forecasts can be created or made within the framework of the method used can be determined with which, for example, possible changes in speed within the approach distance can be taken into account. Specifically, for example, the acceleration or the acceleration capacity of the respective lane-bound vehicle 20 in relation to the timely securing of the level crossing 10 by the method can be taken into account.

The time required for securing the level crossing 10 is determined by the respective level crossing 10, so that after this period a message "secured" can be expected as feedback from the level crossing 10 or the level crossing control. If there is no corresponding message or if it cannot be transmitted due to a fault, for example, then based on the driver's license available for the lane-bound vehicle 20, braking of the lane-bound vehicle 20 is usually initiated at the latest possible time, the latest possible time or the corresponding location and possibly the final speed upon reaching the level crossing 10 (eg complete stop or walking pace) are known or specified as such and at ETCS Level 2 can or are stored, for example, in a speed profile of the lane-bound vehicle 20.

According to the above, the selective detection of the sensor data by the sensor device 80 in combination with the communication between the control device 30 of the train control system and the track-bound vehicle 20 allows the closing time of the level crossing 10 to be optimized in the sense of a "constant warning time".

Figure 2 shows a second exemplary embodiment of the arrangement 110 according to the invention in a second schematic sketch to explain a second exemplary embodiment of the method according to the invention.

The representation of the Figure 2 essentially corresponds to that of Figure 1 . In contrast to Figure 1 the sensor data in the embodiment of Figure 2 however, transmitted from the sensor device 80 via a communication link 83, 85 to the interlocking 40 or a computer on the interlocking side of the interlocking. This is in Figure 2 indicated by the fact that the signal box 40 has an antenna 45 or a corresponding radio module.

With regard to the course of the procedure, the above statements in connection with essentially apply Figure 1 in a corresponding manner. However, in the embodiment, the Figure 2 , in which the interlocking 40 is used as a stationary control device, the security of the level crossing 10 is initiated by the fact that a security signal is transmitted from the interlocking 40 to the local control component 50 of the level crossing 10 and the local control component 50 upon receipt of the security signal Securing the level crossing 10 is triggered. In a corresponding manner, after the level crossing 10 has been secured, a corresponding confirmation signal is transmitted from the local control component 50 via the communication link 51 to the interlocking 40 and from there via the communication link 41 analogously to the exemplary embodiment in FIG Figure 1 forwarded to the control device 30 of the train control system.

The embodiment of the arrangement 110 according to the invention according to Figure 2 is particularly advantageous in that additional components or changes in the area of the level crossing 10 or its local control component 50 are advantageously avoided.

Figure 3 shows a third exemplary embodiment of the arrangement 120 according to the invention in a third schematic sketch to explain a third exemplary embodiment of the method according to the invention.

The representation of the Figure 3 again essentially corresponds to that of Figures 1 and 2 . However, in the embodiment, the Figure 3 the control device 30 of the train control system is used as a stationary control device and thus to determine the switch-on time. For this purpose, the control device 30 receives the sensor data from the sensor device 80 via the communication connection 83, 62 and determines the switch-on time taking into account the received sensor data and route data. The level crossing 10 is secured in that the control device 30 of the train control system transmits a request to secure the level crossing 10 to the interlocking 40 connected to the level crossing 10 for communication purposes. Thereupon, a safety signal is transmitted from the interlocking 40 to the local control component 50 of the level crossing 10, and the safety of the level crossing 10 is triggered by the local control component 50 upon receipt of the safety signal. After the level crossing 10 has been successfully secured, a confirmation signal is transmitted from the local control component 50 via the interlocking 40 to the stationary control device in the form of the control device 30 of the train control system.

The embodiment according to Figure 3 is particularly useful or advantageous for those cases in which the control device 30 of the train control system already has a communication connection, for example in the form of a radio connection, which can be used for communication with the trackside sensor device 80.

According to the above statements in connection with the described exemplary embodiments of the method according to the invention and the arrangement according to the invention, these have the particular advantage that they enable the level crossing 10 to be secured in a particularly efficient and reliable manner. This is advantageous an unnecessarily long closing time of the level crossing 10 is avoided and a largely uniform closing time is achieved. At the same time, possible risks due to late securing of the level crossing 10 or a disruption in the implementation of the same, in particular due to the upgrading of the driving license of the track-bound vehicle 20 only after the level crossing 10 has been successfully secured, are reliably excluded. Due to the possibility of corresponding continuous communication between the control device 30 of the train control system and the track-bound vehicle 20, the procedure described is particularly advantageous in connection with the train control systems ETCS Level 2 and 3, CTCS Level 3 and 4 and PTC.

Claims (16)

1. Method for securing a railroad crossing (10), wherein

   - sensor data relating to a rail-borne vehicle (20) approaching the railroad crossing (10) is detected by a track-side sensor device (80), said sensor data comprising at least the current speed of the rail-borne vehicle (20),

   - the detected sensor data is transmitted by the track-side sensor device (80) to a stationary control device,

   - a switch-on time is determined by the stationary control device taking into account the transmitted sensor data and track data,

   - upon reaching the switch-on time, securing of the railroad crossing (10) is initiated by the stationary control device, and

   - after the railroad crossing (10) has been successfully secured, a travel permission that extends beyond the railroad crossing (10) is determined by a control device (30) of a train control system and is transmitted to the rail-borne vehicle (20) to replace a previous travel permission that expired prior to reaching the railroad crossing (10).
2. Method according to claim 1,

   characterised in that

   a switch-on time in the form of a switch-on delay is determined.
3. Method according to claim 1 or 2,

   characterised in that

   the track data comprises at least one of the following parameters:

   - distance between the track-side sensor device (80) and the railroad crossing (10),

   - permissible track speed,

   - position of a station,

   - position of a speed restriction section,

   - track topology.
4. Method according to one of the preceding claims,

   characterised in that

   when determining the switch-on time for the respective rail-borne vehicle (20), specific vehicle data, in particular a vehicle type, is taken into account.
5. Method according to one of the preceding claims,

   characterised in that

   a local control component (50) of the railroad crossing (10) is used as the stationary control device.
6. Method according to one of claims 1 to 4,

   characterised in that

   a signal box (40) is used as the stationary control device, and securing of the railroad crossing (10) is initiated by the fact that

   - a securing signal is transmitted by the signal box (40) to a local control component (50) of the railroad crossing (10), and

   - securing of the railroad crossing (10) is triggered by the local control component (50) upon receipt of the securing signal.
7. Method according to one of claims 1 to 4,

   characterised in that

   the control device (30) of the train control system is used as the stationary control device and securing of the railroad crossing (10) is initiated by the fact that

   - a request for securing the railroad crossing (10) is transmitted by the control device (30) of the train control system to a signal box (40) which is connected in terms of communication to the railroad crossing (10),

   - a securing signal is transmitted by the signal box (40) to a local control component (50) of the railroad crossing (10), and

   - securing of the railroad crossing (10) is triggered by the local control component (50) upon receipt of the securing signal.
8. Method according to claim 6 or 7,

   characterised in that

   after the railroad crossing (10) has been successfully secured, an acknowledgement signal is transmitted by the local control component (50) to the stationary control device.
9. Method according to one of the preceding claims,

   characterised in that

   the switch-on time is determined by the stationary control device by also taking into account a speed curve possible for the rail-borne vehicle (20) further approaching the railroad crossing (10).
10. Method according to one of the preceding claims,

    characterised in that

    the switch-on time is determined by the stationary control device by taking into account a period required for securing the railroad crossing (10).
11. Method according to one of the preceding claims,

    characterised in that

    a control device (30) of a train control system with continuous communication between the control device (30) and the rail-borne vehicle (20) is used, in particular a control device (30) according to one of the standards ETCS (European Train Control System), CTCS (Chinese Train Control System) or PTC (Positive Train Control).
12. Arrangement for securing a railroad crossing (10), having

    - a track-side sensor device (80)

    - for detecting sensor data relating to a rail-borne vehicle (20) approaching the railroad crossing (10), said sensor data comprising at least the current speed of the rail-borne vehicle (10), and

    - for transmitting the detected sensor data from the track-side sensor device (80) to a stationary control device,

    - the stationary control device

    - for determining a switch-on time by taking into account the transmitted sensor data and track data and

    - for initiating securing of the railroad crossing (10) when the switch-on time is reached, and having

    - a control device (30) of a train control system

    - for determining a travel permission that extends beyond the railroad crossing (10) after the railroad crossing (10) has been successfully secured and

    - for transmitting the determined travel permission to the rail-borne vehicle (20) to replace a previous travel permission that expired prior to reaching the railroad crossing (10).
13. Arrangement according to claim 12,

    characterised in that

    the stationary control device is a local control component (50) of the railroad crossing (10).
14. Arrangement according to claim 12,

    characterised in that

    the stationary control device is a signal box (40).
15. Arrangement according to claim 12,

    characterised in that

    the stationary control device is the control device (30) of the train control system.
16. Arrangement according to claim 12,

    characterised in that

    it is designed for carrying out the method according to one of claims 2 to 11.

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