EP3782870B1 - Method and route control centre for operating a railway track - Google Patents

Method and route control centre for operating a railway track Download PDF

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Publication number
EP3782870B1
EP3782870B1 EP20185625.9A EP20185625A EP3782870B1 EP 3782870 B1 EP3782870 B1 EP 3782870B1 EP 20185625 A EP20185625 A EP 20185625A EP 3782870 B1 EP3782870 B1 EP 3782870B1
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EP
European Patent Office
Prior art keywords
occupied
track section
subsection
subsections
waiting time
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EP20185625.9A
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German (de)
French (fr)
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EP3782870A1 (en
Inventor
Anna-Janina BEDNAREK
Slawa Lang
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3782870A1 publication Critical patent/EP3782870A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the invention relates to a method for operating a rail route that is divided into route sections and the route sections of which are monitored by means of technical devices to determine whether they are occupied or vacant, with the formation of an occupancy report, each of the route sections being divided into one or more virtual subsections, each of which a status information describing the occupancy of the respective subsection is assigned, with at least one status information being available which designates a free, passable subsection and is hereinafter referred to as "free", and at least one status information is available which indicates a subsection that is not or only partially passable describes, and wherein the rail route is controlled at least also on the basis of the status information of the subsections.
  • Such a method is provided, for example, in the train control system ETCS (European Train Control System), Level 3, which is expected to form a fundamental component of a future uniform European rail traffic control system ERTMS.
  • ETCS European Train Control System
  • Level 3 which is expected to form a fundamental component of a future uniform European rail traffic control system ERTMS.
  • the document EP 3 428 036 A1 discloses a method for operating a rail line in a mixed operation with radio-controlled and non-radio-controlled trains.
  • a signal from the track circuit is delayed by a period of time and the authorization of the approaching train is not updated during this period of time.
  • the invention is based on the object of a method of type described above to further improve.
  • the invention provides that in the event that a rail vehicle is granted an entry permit into one of the route sections, hereinafter referred to as the target route section, has been issued at a point in time at which the occupancy information of the target route section has indicated the vacancy of the target route section and the status information of all subsections of the target route section "free", and at a later point in time the busy report information changes and indicates that the target route section is busy, a timer is started, It is monitored whether, within a specified waiting time after the timer has started, the rail vehicle to which the entry permit has been granted sends a position report confirming entry into the target route section to a trackside route control center, and in the event that such a position report is received from the Route control center is received, at least to the subsection or subsections of the route section, which are named in the position report or can be identified as currently being used by the rail vehicle, which or one of those status information is assigned t, which describes a sub-section that is not or only partially passable, and in the event that such
  • a major advantage of the method according to the invention is that this "ghost train", that is to say rail vehicles that are not known to the route control center that controls and monitors the rail route, for example because they have not registered with the route control center in the intended form, can be recognized. If the target route section is recognized as being occupied and the rail vehicle with entry permission does not confirm the entry into the target route section or does not confirm it in a timely manner, the occupancy message may under certain circumstances be based on such a ghost train. As a result of the implementation of the status information provided according to the invention to “not at all or only to a limited extent” passable ", a hazard caused by a ghost train that may be present can be reduced in a particularly simple manner.
  • Train control system ETCS European Train Control System
  • Level 3 can be provided, but is not limited to this and can also be used in other train control systems.
  • At least one of the status information describes a subsection that is considered to be occupied and therefore not or only partially accessible and is hereinafter referred to as "occupied” and in the event that the position report is received from the route control center within the waiting time the status information "occupied” is assigned to the subsection (s) of the route section which are named in the position report or which are identifiable as being currently used by the rail vehicle, and in the event that such a position report is not received by the route control center within the waiting time, to all subsections of the The status indication "occupied" is assigned to the target route section.
  • At least one of the status information describes a subsection that is viewed as occupied and therefore not or only restrictedly passable and is hereinafter referred to as "occupied” and at least one of the status information describes a subsection whose occupancy status is unknown and is therefore viewed as not or only partially navigable, and hereinafter referred to as "unknown”, in the event that the position report is received by the route control center within the waiting time, at least the sub-section (s) of the route section that is mentioned in the position report or as can be identified by the rail vehicle currently being driven on, the status indication "occupied” is assigned, and in the event that such a position report is provided within the waiting time is not received by the route control center, the status information "unknown" is assigned to all subsections of the target route section.
  • At least one of the status information describes a subsection that is viewed as being occupied by a single vehicle and is therefore not or only partially passable and is hereinafter referred to as "occupied”, and at least one of the status information describes one as being occupied describes a subsection that is considered to be occupied several times and is therefore not or only partially passable and is hereinafter referred to as "not unambiguously" and at least one of the status information describes a subsection, the occupation status of which is regarded as unknown and is therefore not or only partially passable, and hereinafter referred to as "unknown”, in the event that the position report is received by the route control center within the waiting time, at least the sub-section (s) of the route section mentioned in the position report or as can be identified by the rail vehicle currently being used, the status information "occupied” or “not clearly” is assigned, and in the event that such a position report is not received by the route control center within the waiting time, the status information "unknown” is assigned to all subsections of the
  • the check as to whether a multi-unit vehicle forms a connected train formation and has not split up into train parts due to a defect, i.e. continues to form a "single" vehicle, can be carried out in a known manner on the vehicle and / or track side.
  • a second timer is started when the waiting time expires.
  • the invention also relates to a route control center for the operation of a rail line, which is divided into route sections and whose route sections are monitored by means of technical devices of the route control center or external technical devices for being occupied or vacant with the formation of an occupancy report, the route control center being designed to to subdivide each of the route sections into one or more virtual subsections and each one of the occupancy status of the subsection descriptive status information is to be assigned, wherein at least one status information is available which designates a free, passable subsection and is hereinafter referred to as "free", and at least one status information is available which describes a sub-section that is not or only partially passable.
  • the route control center is designed in such a way that, in the event that a rail vehicle is given permission to enter one of the route sections, hereinafter referred to as the target route section, at a point in time at which the occupancy report for the target route section indicates the vacancy of the target route section and the status information of all subsections of the target route section "Free" displayed, and at a later point in time the occupancy report changes and indicates that the target route section is occupied, a timer starts and monitors whether the rail vehicle to which the entry permit has been granted is entering within a specified waiting time after the timer has started sends a position report confirming the target route section to the route control center, and in the event that such a position report is received from the route control center within the waiting time, at least the sub-section or sections of the route section, which is named in the position report or identifiable as being currently traveled by the rail vehicle, which is assigned to one of the status information that describes a sub-section that is not or only partially passable, and in the event that such a position report
  • the line control center can be formed, for example, by a control center or a component of a control center, an interlocking or a component of an interlocking or, in the case of ETCS systems, a so-called radio block center.
  • the Figure 1 shows an embodiment for a rail line 10, which is divided into route sections.
  • three route sections of the rail line 10 are shown by way of example and denoted by the reference symbols SA1, SA2 and SA3.
  • the route sections SA1, SA2 and SA3 are checked for occupancy or vacancy by means of technical devices not shown for reasons of clarity (for example in the form of wheel or axle sensors, axle counting devices, etc.) with the formation of occupancy reports B (SA1), B (SA2 ) and B (SA3) monitored.
  • a route control center 20 is used to monitor and operate the rail line 10, which can be formed, for example, by a control center or a component of a control center, an interlocking or a component of an interlocking or, in the case of ETCS systems, a so-called radio block center.
  • the route control center 20 is designed to divide each of the route sections SA1 to SA3 into virtual subsections subdivide and assign a status specification describing the occupancy status of the subsection to each of these.
  • the route section SA1 comprises the subsections UA11 to UA15, the route section SA2 the subsections UA21 to UA24 and the route section SA3 the subsections UA31 to UA33.
  • the number of subsections is of course only to be understood as an example; the route sections can alternatively have more or fewer subsections.
  • the route control center 20 can, for example, assign the status information "free” to free, passable subsections and the status information "occupied” as occupied and therefore not or only partially navigable subsections.
  • further status information for example the status information “unknown” or “not unambiguous”, can be used.
  • a possible monitoring method of the route control center 20 is explained by way of example on the basis of the two status indications "free” and "occupied”; execution variants with the additional status information "unknown” or “not clear” are then dealt with.
  • the route control center 20 preferably has a computing device 21 and a memory 22 in which a control program module SPM is stored.
  • this or the line control center 20 preferably works as shown in the flowchart according to an example Figure 2 shown is:
  • the route control center 20 in a permit sub-step 100, has issued the rail vehicle SF traveling on the route section SA1, for example at its request, with an entry permit EE into the route section SA2 following in the direction of travel P, hereinafter also sometimes referred to as the target route section.
  • the entry permit EE can, for example, on the first subsection UA21 of the route section SA2 may be restricted.
  • the entry permit EE is preferably only issued if, at the time of the decision, the occupancy report information B (SA2) of the target route section SA2 has indicated the vacancy of the target route section SA2 and the status information of all subsections UA21-UA24 of the target route section SA2 "free".
  • the route control center 20 will start a timer in a timer start step 110.
  • the route control center 20 will in an update step 130 assign the status indication "occupied" to the subsection or subsections of the route section SA2, which are named in the position report POS or can be identified as being currently used by the rail vehicle SF. If, for example, the position report POS is received immediately after the rail vehicle SF has entered the first subsection UA21 and the position report POS indicates the subsection UA21 as currently being used, then the route control center 20 becomes the status information of the subsection Change UA21 from "free" to "occupied". The status information of the other subsections remain unchanged.
  • radio e.g. mobile radio according to the GSM-R standard
  • the route control center 20 does not receive such a position report POS from the rail vehicle SF within the waiting time T1
  • another vehicle which the route control center 20 is not aware of and is referred to below as the ghost train GZ
  • the Figure 4 shows the rail route 10 as an example for the case that such a ghost train GZ has entered the target route section SA2 from the route section SA3, which is behind the target route section SA2 from the point of view of the rail vehicle SF.
  • such a ghost train GZ could also drive up in front of the rail vehicle SF and have driven from the route section SA1 into the target route section SA2, as shown by way of example in FIG Figure 5 shows.
  • the route control center 20 will assign the status indication "occupied" to all subsections UA21-UA24 of the destination route section SA2 in an alarm step 140.
  • the route control center 20 will preferably generate a ghost train warning signal GWS in the alarm step 140.
  • the route control center 20 will preferably revoke the entry permit EE for the rail vehicle SF into the target route section SA2, for example by means of a revocation signal S (EE).
  • the route control center 20 can also inform the rail vehicle SF in the alarm step 140 that it should stop or continue in a safety mode.
  • the route control center 20 starts a second timer in the alarm step 140 at the time when the waiting time T1 has expired.
  • the route control center 20 will preferably monitor in a second timer monitoring step 150 whether the occupancy message information B (SA2) of the target route section SA2 changes within a predetermined second waiting time T2 after the start of the second timer and indicates that the target route section SA2 is vacant.
  • SA2 occupancy message information B
  • the route control center 20 preferably immediately changes the status information from free to "occupied" in an update step 160 for all subsections of the route section SA1 in front, if it is still reported as occupied, and the route section SA3 behind it, if it is reported as occupied. change, in each case starting from the interface SA1 / SA2 or SA2 / SA3 to the target route section SA2 for all subsections marked as "free” up to the first subsection marked as "occupied".
  • the status information "occupied” was assigned to subsections UA12 and UA33 and the status information "free” was assigned to subsections UA13 to UA15 and subsections UA31 and UA32, the status information "occupied” is now assigned to each of these subsections UA13-UA15 and UA31-UA32 .
  • the described update step 160 is preferably carried out immediately after the second timer has expired.
  • the route control center 20 in alarm step 140 assigns the status indication "unknown” to all subsections UA21-UA24 of the target route section SA2 and in the update step 160 implements the implementation of the status information starting from the interfaces SA1 / SA2 or SA2 / SA3 for all subsections marked as "free” up to the first subsection marked as "occupied” or “not unambiguously".

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

Die Erfindung bezieht sich auf ein Verfahren zum Betreiben einer Schienenstrecke, die in Streckenabschnitte unterteilt ist und deren Streckenabschnitte mittels technischer Einrichtungen auf ein Besetztsein oder Freisein unter Bildung einer Besetztmeldungsangabe überwacht werden, wobei jeder der Streckenabschnitte in einen oder mehr virtuelle Unterabschnitte unterteilt wird, denen jeweils eine den Belegungszustand des jeweiligen Unterabschnitts beschreibende Zustandsangabe zugeordnet wird, wobei zumindest eine Zustandsangabe zur Verfügung steht, die einen freien, befahrbaren Unterabschnitt bezeichnet und nachfolgend "frei" genannt wird, und zumindest eine Zustandsangabe zur Verfügung steht, die einen nicht oder nur eingeschränkt befahrbaren Unterabschnitt beschreibt, und wobei die Schienenstrecke zumindest auch auf der Basis der Zustandsangaben der Unterabschnitte gesteuert wird.The invention relates to a method for operating a rail route that is divided into route sections and the route sections of which are monitored by means of technical devices to determine whether they are occupied or vacant, with the formation of an occupancy report, each of the route sections being divided into one or more virtual subsections, each of which a status information describing the occupancy of the respective subsection is assigned, with at least one status information being available which designates a free, passable subsection and is hereinafter referred to as "free", and at least one status information is available which indicates a subsection that is not or only partially passable describes, and wherein the rail route is controlled at least also on the basis of the status information of the subsections.

Ein derartiges Verfahren ist beispielsweise bei dem Zugbeeinflussungssystem ETCS (European Train Control System), Level 3, vorgesehen, das voraussichtlich einen grundlegenden Bestandteil eines zukünftigen einheitlichen europäischen Eisenbahnverkehrsleitsystems ERTMS bilden wird.Such a method is provided, for example, in the train control system ETCS (European Train Control System), Level 3, which is expected to form a fundamental component of a future uniform European rail traffic control system ERTMS.

Die Offenbarung " ERTMS Hybrid Level 3" von Maarten Bartholomeaus et Al, veröffentlicht in Signal und Draht, Band 110, Nr. 1+2 vom 12. Februar 2018 , beschreibt ein Verfahren zum Betreiben einer Schienenstrecke in dem streckenseitige Zugortungsabschnitte in mehrere virtuelle Unterabschnitte unterteilt werden. Der Status des virtuellen Unterabschnitts basiert dabei sowohl auf der Zugpositionsinformation vom Fahrzeug als auch auf der streckenseitigen Zugortungsinformation. Um die unterschiedliche zeitliche Genauigkeiten der streckenseitigen Zugortung und der ETCS Zugposition zu berücksichtigen, werden die zusätzliche mögliche Zustände "unklar" und "unbekannt" eingeführt.The revelation " ERTMS Hybrid Level 3 "by Maarten Bartholomeaus et Al, published in Signal und Draht, Volume 110, No. 1 + 2 of February 12, 2018 , describes a method for operating a railroad track in which trackside train location sections are divided into several virtual subsections. The status of the virtual subsection is based both on the train position information from the vehicle and on the trackside train location information. In order to take into account the different temporal accuracies of the trackside train location and the ETCS train position, the additional possible states "unclear" and "unknown" are introduced.

Das Dokument EP 3 428 036 A1 offenbart ein Verfahren zum Betreiben einer Schienenstrecke in einem gemischten Betrieb mit funkgesteuerten und nicht-funkgesteuerten Zügen. Ein Signal des Gleisstromkreises wird um eine Zeitperiode verzögert, und die Fahrtberechtigung des sich nähernden Zuges wird während dieser Zeitperiode nicht aktualisiert.The document EP 3 428 036 A1 discloses a method for operating a rail line in a mixed operation with radio-controlled and non-radio-controlled trains. A signal from the track circuit is delayed by a period of time and the authorization of the approaching train is not updated during this period of time.

Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren der oben beschriebenen Art weiter zu verbessern.The invention is based on the object of a method of type described above to further improve.

Diese Aufgabe wird erfindungsgemäß durch ein Verfahren mit den Merkmalen gemäß Patentanspruch 1 gelöst. Vorteilhafte Ausgestaltungen des erfindungsgemäßen Verfahrens sind in Unteransprüchen angegeben.According to the invention, this object is achieved by a method having the features according to patent claim 1. Advantageous refinements of the method according to the invention are specified in the subclaims.

Danach ist erfindungsgemäß vorgesehen, dass im Falle, dass einem Schienenfahrzeug eine Einfahrterlaubnis in einen der Streckenabschnitte, nachfolgend Zielstreckenabschnitt genannt, zu einem Zeitpunkt erteilt worden ist, zu dem die Besetztmeldungsangabe des Zielstreckenabschnitts das Freisein des Zielstreckenabschnitts und die Zustandsangaben aller Unterabschnitte des Zielstreckenabschnitts "frei" angezeigt haben, und zu einem späteren Zeitpunkt die Besetztmeldungsangabe wechselt und das Besetztsein des Zielstreckenabschnitts anzeigt, ein Timer gestartet wird, überwacht wird, ob innerhalb einer vorgegebenen Wartezeit nach dem Starten des Timers das Schienenfahrzeug, dem die Einfahrterlaubnis erteilt worden ist, einen das Einfahren in den Zielstreckenabschnitt bestätigenden Positionsbericht an eine streckenseitige Streckenzentrale sendet, und im Falle, dass innerhalb der Wartezeit ein solcher Positionsbericht von der Streckenzentrale empfangen wird, zumindest dem oder den Unterabschnitten des Streckenabschnitts, die im Positionsbericht genannt oder als von dem Schienenfahrzeug aktuell befahren identifizierbar sind, die oder eine derjenigen Zustandsangaben zugeordnet wird, die einen nicht oder nur eingeschränkt befahrbaren Unterabschnitt beschreibt, und im Falle, dass innerhalb der Wartezeit ein solcher Positionsbericht von der Streckenzentrale nicht empfangen wird, allen Unterabschnitten des Zielstreckenabschnitts die oder eine derjenigen Zustandsangaben zugeordnet wird, die einen nicht oder nur eingeschränkt befahrbaren Unterabschnitt beschreibt.According to this, the invention provides that in the event that a rail vehicle is granted an entry permit into one of the route sections, hereinafter referred to as the target route section, has been issued at a point in time at which the occupancy information of the target route section has indicated the vacancy of the target route section and the status information of all subsections of the target route section "free", and at a later point in time the busy report information changes and indicates that the target route section is busy, a timer is started, It is monitored whether, within a specified waiting time after the timer has started, the rail vehicle to which the entry permit has been granted sends a position report confirming entry into the target route section to a trackside route control center, and in the event that such a position report is received from the Route control center is received, at least to the subsection or subsections of the route section, which are named in the position report or can be identified as currently being used by the rail vehicle, which or one of those status information is assigned t, which describes a sub-section that is not or only partially passable, and in the event that such a position report is not received by the route control center within the waiting time, all subsections of the target route section are assigned the status information that is not or only partially passable Subsection describes.

Ein wesentlicher Vorteil des erfindungsgemäßen Verfahrens besteht darin, dass sich mit diesem "Geisterzüge", also Schienenfahrzeuge, die der die Schienenstrecke steuernden und überwachenden Streckenzentrale nicht bekannt sind, beispielsweise weil sich diese bei der Streckenzentrale nicht in vorgesehener Form angemeldet haben, erkannt werden können. Wird nämlich der Zielstreckenabschnitt als besetzt erkannt und bestätigt das Schienenfahrzeug mit Einfahrterlaubnis das Einfahren in den Zielstreckenabschnitt nicht oder nicht zeitnah, so kann unter Umständen die Besetztmeldung auf einem solchen Geisterzug beruhen. Durch die erfindungsgemäß vorgesehene Umsetzung der Zustandsangaben auf "nicht oder nur eingeschränkt befahrbar" kann eine Gefährdung durch einen etwaig vorhandenen Geisterzug in besonders einfacher Weise reduziert werden.A major advantage of the method according to the invention is that this "ghost train", that is to say rail vehicles that are not known to the route control center that controls and monitors the rail route, for example because they have not registered with the route control center in the intended form, can be recognized. If the target route section is recognized as being occupied and the rail vehicle with entry permission does not confirm the entry into the target route section or does not confirm it in a timely manner, the occupancy message may under certain circumstances be based on such a ghost train. As a result of the implementation of the status information provided according to the invention to “not at all or only to a limited extent” passable ", a hazard caused by a ghost train that may be present can be reduced in a particularly simple manner.

Das Verfahren kann in vorteilhafter Weise bei dem o. g. Zugbeeinflussungssystem ETCS (European Train Control System), insbesondere Level 3, vorgesehen werden, ist aber darauf nicht beschränkt und kann auch bei anderen Zugbeeinflussungssystemen eingesetzt werden.The method can advantageously be used in the above. Train control system ETCS (European Train Control System), in particular Level 3, can be provided, but is not limited to this and can also be used in other train control systems.

Als vorteilhaft wird es angesehen, wenn zumindest eine der Zustandsangaben einen als besetzt angesehenen und deshalb als nicht oder nur eingeschränkt befahrbar angesehenen Unterabschnitt beschreibt und nachfolgend "besetzt" genannt wird und im Falle, dass innerhalb der Wartezeit der Positionsbericht von der Streckenzentrale empfangen wird, zumindest dem oder den Unterabschnitten des Streckenabschnitts, die im Positionsbericht genannt oder als von dem Schienenfahrzeug aktuell befahren identifizierbar sind, die Zustandsangabe "besetzt" zugeordnet wird, und im Falle, dass innerhalb der Wartezeit ein solcher Positionsbericht von der Streckenzentrale nicht empfangen wird, allen Unterabschnitten des Zielstreckenabschnitts die Zustandsangabe "besetzt" zugeordnet wird.It is considered advantageous if at least one of the status information describes a subsection that is considered to be occupied and therefore not or only partially accessible and is hereinafter referred to as "occupied" and in the event that the position report is received from the route control center within the waiting time the status information "occupied" is assigned to the subsection (s) of the route section which are named in the position report or which are identifiable as being currently used by the rail vehicle, and in the event that such a position report is not received by the route control center within the waiting time, to all subsections of the The status indication "occupied" is assigned to the target route section.

Bei einer anderen vorteilhaften Ausgestaltung des Verfahrens ist vorgesehen, dass zumindest eine der Zustandsangaben einen als besetzt angesehenen und deshalb als nicht oder nur eingeschränkt befahrbar angesehenen Unterabschnitt beschreibt und nachfolgend "besetzt" genannt wird und zumindest eine der Zustandsangaben einen Unterabschnitt beschreibt, dessen Besetzungszustand als unbekannt angesehen und deshalb als nicht oder nur eingeschränkt befahrbar angesehen wird, und nachfolgend "unbekannt" genannt wird, wobei im Falle, dass innerhalb der Wartezeit der Positionsbericht von der Streckenzentrale empfangen wird, zumindest dem oder den Unterabschnitten des Streckenabschnitts, die im Positionsbericht genannt oder als von dem Schienenfahrzeug aktuell befahren identifizierbar sind, die Zustandsangabe "besetzt" zugeordnet wird, und wobei im Falle, dass innerhalb der Wartezeit ein solcher Positionsbericht von der Streckenzentrale nicht empfangen wird, allen Unterabschnitten des Zielstreckenabschnitts die Zustandsangabe "unbekannt" zugeordnet wird.In another advantageous embodiment of the method, it is provided that at least one of the status information describes a subsection that is viewed as occupied and therefore not or only restrictedly passable and is hereinafter referred to as "occupied" and at least one of the status information describes a subsection whose occupancy status is unknown and is therefore viewed as not or only partially navigable, and hereinafter referred to as "unknown", in the event that the position report is received by the route control center within the waiting time, at least the sub-section (s) of the route section that is mentioned in the position report or as can be identified by the rail vehicle currently being driven on, the status indication "occupied" is assigned, and in the event that such a position report is provided within the waiting time is not received by the route control center, the status information "unknown" is assigned to all subsections of the target route section.

Bei einer wiederum anderen vorteilhaften Ausgestaltung des Verfahrens ist vorgesehen, dass zumindest eine der Zustandsangaben einen als mit einem einzigen Fahrzeug besetzt angesehenen und deshalb als nicht oder nur eingeschränkt befahrbar angesehenen Unterabschnitt beschreibt und nachfolgend "besetzt" genannt wird, zumindest eine der Zustandsangaben einen als besetzt, aber womöglich mehrfach besetzt angesehenen und deshalb als nicht oder nur eingeschränkt befahrbar angesehenen Unterabschnitt beschreibt und nachfolgend "nicht eindeutig" genannt wird und zumindest eine der Zustandsangaben einen Unterabschnitt beschreibt, dessen Besetzungszustand als unbekannt angesehen und deshalb als nicht oder nur eingeschränkt befahrbar angesehen wird, und nachfolgend "unbekannt" genannt wird, wobei im Falle, dass innerhalb der Wartezeit der Positionsbericht von der Streckenzentrale empfangen wird, zumindest dem oder den Unterabschnitten des Streckenabschnitts, die im Positionsbericht genannt oder als von dem Schienenfahrzeug aktuell befahren identifizierbar sind, die Zustandsangabe "besetzt" oder "nicht eindeutig" zugeordnet wird, und wobei im Falle, dass innerhalb der Wartezeit ein solcher Positionsbericht von der Streckenzentrale nicht empfangen wird, allen Unterabschnitten des Zielstreckenabschnitts die Zustandsangabe "unbekannt" zugeordnet wird. Die Prüfung (Integritätsprüfung), ob ein mehrgliedriges Fahrzeug einen verbundenen Zugverband bildet und sich nicht aufgrund eines Defekts in Zugteile aufgespalten hat, also weiterhin ein "einziges" Fahrzeug bildet, kann in bekannter Weise fahrzeug- und/oder streckenseitig erfolgen.In yet another advantageous embodiment of the method it is provided that at least one of the status information describes a subsection that is viewed as being occupied by a single vehicle and is therefore not or only partially passable and is hereinafter referred to as "occupied", and at least one of the status information describes one as being occupied describes a subsection that is considered to be occupied several times and is therefore not or only partially passable and is hereinafter referred to as "not unambiguously" and at least one of the status information describes a subsection, the occupation status of which is regarded as unknown and is therefore not or only partially passable, and hereinafter referred to as "unknown", in the event that the position report is received by the route control center within the waiting time, at least the sub-section (s) of the route section mentioned in the position report or as can be identified by the rail vehicle currently being used, the status information "occupied" or "not clearly" is assigned, and in the event that such a position report is not received by the route control center within the waiting time, the status information "unknown" is assigned to all subsections of the target route section will. The check (integrity check) as to whether a multi-unit vehicle forms a connected train formation and has not split up into train parts due to a defect, i.e. continues to form a "single" vehicle, can be carried out in a known manner on the vehicle and / or track side.

Besonders vorteilhaft ist es, wenn im Falle, dass innerhalb der Wartezeit ein Positionsbericht von der streckenseitigen Streckenzentrale nicht empfangen wird, die Einfahrterlaubnis widerrufen wird und/oder dem Fahrzeug mitgeteilt wird, dass es anhalten soll oder in einem Sicherheitsmodus weiterfahren soll.It is particularly advantageous if, in the event that a position report is not received from the route control center on the route within the waiting time, the entry permit is revoked and / or the vehicle is informed that it should stop or continue in a safety mode.

Auch ist es von Vorteil, wenn im Falle, dass innerhalb der Wartezeit ein solcher Positionsbericht von der Streckenzentrale nicht empfangen wird, zum Zeitpunkt des Ablaufs der Wartezeit ein Geisterzugwarnsignal erzeugt wird.It is also advantageous if, in the event that such a position report is not received by the route control center within the waiting time, a ghost train warning signal is generated when the waiting time has expired.

Darüber hinaus kann in vorteilhafter Weise vorgesehen sein, dass im Falle, dass innerhalb der Wartezeit ein solcher Positionsbericht von der Streckenzentrale nicht empfangen wird, zum Zeitpunkt des Ablaufs der Wartezeit ein zweiter Timer gestartet wird.In addition, it can advantageously be provided that in the event that such a position report is not received by the route control center within the waiting time, a second timer is started when the waiting time expires.

Wird ein zweiter Timer gestartet und werden die drei Zustandsangaben "unbekannt", "frei" und "besetzt" verwendet, so ist es vorteilhaft, wenn überwacht wird, ob innerhalb einer vorgegebenen zweiten Wartezeit nach dem Starten des zweiten Timers die Besetztmeldungsangabe des Zielstreckenabschnitts wechselt und ein Freisein des Zielstreckenabschnitts anzeigt, und falls dies der Fall ist, bei Unterabschnitten des davorliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, und des dahinterliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, die Zustandsangaben auf "unbekannt" geändert werden, und zwar jeweils ausgehend von der Schnittstelle zum Zielstreckenabschnitt für alle als "frei" markierten Unterabschnitte bis hin zum ersten als "besetzt" markierten Unterabschnitt.If a second timer is started and the three status indications "unknown", "free" and "occupied" are used, it is advantageous to monitor whether the occupancy indication of the target route section changes within a predetermined second waiting time after the start of the second timer indicates that the target route section is vacant and, if this is the case, the status information is changed to "unknown" for subsections of the preceding route section, provided it is reported as occupied, and the downstream route section, provided it is reported as occupied starting from the interface to the target route section for all subsections marked as "free" up to the first subsection marked as "occupied".

Im Falle von drei Zustandsangaben "unbekannt", "frei" und "besetzt" ist es außerdem vorteilhaft, wenn überwacht wird, ob innerhalb einer vorgegebenen zweiten Wartezeit nach dem Starten des zweiten Timers die Besetztmeldungsangabe des Zielstreckenabschnitts wechselt und ein Freisein des Zielstreckenabschnitts anzeigt, und falls dies nicht der Fall ist, bei Ablauf der zweiten Wartezeit bei Unterabschnitten des davorliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, und des dahinterliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, die Zustandsangaben auf "unbekannt" geändert werden, und zwar jeweils ausgehend von der Schnittstelle zum Zielstreckenabschnitt für alle als "frei" markierten Unterabschnitte bis hin zum ersten als "besetzt" markierten Unterabschnitt.In the case of three status indications "unknown", "free" and "occupied", it is also advantageous if it is monitored whether the occupancy indication of the target route section changes within a predetermined second waiting time after the start of the second timer and indicates that the target route section is vacant, and if this is not the case, at the end of the second waiting time for subsections of the route section in front, if this is reported as occupied, and the route section behind it, if this is reported as occupied, the status information is changed to "unknown", in each case starting from the interface to the target route section for all subsections marked as "free" up to the first subsection marked as "occupied".

Wird ein zweiter Timer gestartet und werden die vier Zustandsangaben "unbekannt", "frei", "nicht eindeutig" und "besetzt" verwendet, so ist es vorteilhaft, wenn überwacht wird, ob innerhalb einer vorgegebenen zweiten Wartezeit nach dem Starten des zweiten Timers die Besetztmeldungsangabe des Zielstreckenabschnitts wechselt und ein Freisein des Zielstreckenabschnitts anzeigt, und falls dies der Fall ist, bei Unterabschnitten des davorliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, und des dahinterliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, die Zustandsangaben auf "unbekannt" geändert werden, und zwar jeweils ausgehend von der Schnittstelle zum Zielstreckenabschnitt für alle als "frei" markierten Unterabschnitte bis hin zum ersten als "besetzt" oder "nicht eindeutig" markierten Unterabschnitt.If a second timer is started and the four status indications "unknown", "free", "not clear" and "occupied" are used, it is advantageous if it is monitored whether within a predetermined second waiting time after the start of the second timer The occupancy report of the target route section changes and indicates that the target route section is vacant, and if this is the case, the status information is changed to "unknown" for subsections of the preceding route section, if this is reported as occupied, and the following route section, if this is reported as occupied starting from the interface to the target route section for all subsections marked as "free" up to the first subsection marked as "occupied" or "not clearly".

Im Falle von vier Zustandsangaben "unbekannt", "frei", "nicht eindeutig" und "besetzt" ist es außerdem vorteilhaft, wenn überwacht wird, ob innerhalb einer vorgegebenen zweiten Wartezeit nach dem Starten des zweiten Timers die Besetztmeldungsangabe des Zielstreckenabschnitts wechselt und ein Freisein des Zielstreckenabschnitts anzeigt, und falls dies nicht der Fall ist, bei Ablauf der zweiten Wartezeit bei Unterabschnitten des davorliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, und des dahinterliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, die Zustandsangaben auf "unbekannt" geändert werden, und zwar jeweils ausgehend von der Schnittstelle zum Zielstreckenabschnitt für alle als "frei" markierten Unterabschnitte bis hin zum ersten als "besetzt" oder "nicht eindeutig" markierten Unterabschnitt.In the case of four status indications "unknown", "free", "not unambiguous" and "occupied", it is also advantageous if it is monitored whether the occupancy indication of the target route section changes within a predetermined second waiting time after the start of the second timer and whether it is vacant of the target route section, and if this is not the case, when the second waiting time has elapsed for subsections of the route section in front, if this is reported as occupied, and the route section behind, if this is reported as occupied, the status information is changed to "unknown" , in each case starting from the interface to the target route section for all subsections marked as "free" up to the first subsection marked as "occupied" or "not clearly".

Im Falle von nur zwei Zustandsangaben "frei" und "besetzt" ist es vorteilhaft, wenn überwacht wird, ob innerhalb einer vorgegebenen zweiten Wartezeit nach dem Starten des zweiten Timers die Besetztmeldungsangabe des Zielstreckenabschnitts wechselt und ein Freisein des Zielstreckenabschnitts anzeigt, und falls dies der Fall ist, bei Unterabschnitten des davorliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, und des dahinterliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, die Zustandsangaben auf "besetzt" geändert werden, und zwar jeweils ausgehend von der Schnittstelle zum Zielstreckenabschnitt für alle als "frei" markierten Unterabschnitte bis hin zum ersten als "besetzt" markierten Unterabschnitt.In the case of only two status indications "free" and "occupied", it is advantageous to monitor whether the occupancy indication of the target route section changes within a predetermined second waiting time after the start of the second timer and indicates that the target route section is free, and if this is the case is, for subsections of the preceding route section, if this is reported as occupied, and the following route section, if this is reported as occupied, the status information is changed to "occupied", starting from the interface to the target route section as "free" for all "marked subsections up to the first subsection marked as" occupied ".

Im Falle von zwei Zustandsangaben "unbekannt" und "besetzt" ist es außerdem vorteilhaft, wenn überwacht wird, ob innerhalb einer vorgegebenen zweiten Wartezeit nach dem Starten des zweiten Timers die Besetztmeldungsangabe des Zielstreckenabschnitts wechselt und ein Freisein des Zielstreckenabschnitts anzeigt, und falls dies nicht der Fall ist, bei Ablauf der zweiten Wartezeit bei Unterabschnitten des davorliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, und des dahinterliegenden Streckenabschnitts, sofern dieser als besetzt gemeldet ist, die Zustandsangaben auf "besetzt" geändert werden, und zwar jeweils ausgehend von der Schnittstelle zum Zielstreckenabschnitt für alle als "frei" markierten Unterabschnitte bis hin zum ersten als "besetzt" markierten Unterabschnitt.In the case of two status indications "unknown" and "occupied", it is also advantageous if it is monitored whether the occupancy indication of the target route section changes within a predetermined second waiting time after the start of the second timer and indicates that the target route section is free, and if this is not the case The case is, when the second waiting time expires, the status information is changed to "occupied" for subsections of the route section in front, if this is reported as occupied, and the route section behind, if it is reported as occupied, starting from the interface to Target route section for all subsections marked as "free" up to the first subsection marked as "occupied".

Die Erfindung bezieht sich außerdem auf eine Streckenzentrale zum Betreiben einer Schienenstrecke, die in Streckenabschnitte unterteilt ist und deren Streckenabschnitte mittels technischer Einrichtungen der Streckenzentrale oder externer technischer Einrichtungen jeweils auf ein Besetztsein oder Freisein unter Bildung einer Besetztmeldungsangabe überwacht werden, wobei die Streckenzentrale dazu ausgebildet ist, jeden der Streckenabschnitte in einen oder mehr virtuelle Unterabschnitte zu unterteilen und diesen jeweils eine den Belegungszustand des Unterabschnitts beschreibende Zustandsangabe zuzuordnen, wobei zumindest eine Zustandsangabe zur Verfügung steht, die einen freien, befahrbaren Unterabschnitt bezeichnet und nachfolgend "frei" genannt wird, und zumindest eine Zustandsangabe zur Verfügung steht, die einen nicht oder nur eingeschränkt befahrbaren Unterabschnitt beschreibt.The invention also relates to a route control center for the operation of a rail line, which is divided into route sections and whose route sections are monitored by means of technical devices of the route control center or external technical devices for being occupied or vacant with the formation of an occupancy report, the route control center being designed to to subdivide each of the route sections into one or more virtual subsections and each one of the occupancy status of the subsection descriptive status information is to be assigned, wherein at least one status information is available which designates a free, passable subsection and is hereinafter referred to as "free", and at least one status information is available which describes a sub-section that is not or only partially passable.

Erfindungsgemäß ist die Streckenzentrale derart ausgestaltet, dass sie im Falle, dass einem Schienenfahrzeug eine Einfahrterlaubnis in einen der Streckenabschnitte, nachfolgend Zielstreckenabschnitt genannt, zu einem Zeitpunkt erteilt worden ist, zu dem die Besetztmeldungsangabe des Zielstreckenabschnitts das Freisein des Zielstreckenabschnitts und die Zustandsangaben aller Unterabschnitte des Zielstreckenabschnitts "frei" angezeigt haben, und zu einem späteren Zeitpunkt die Besetztmeldungsangabe wechselt und das Besetztsein des Zielstreckenabschnitts anzeigt, ein Timer startet, überwacht, ob innerhalb einer vorgegebenen Wartezeit nach dem Starten des Timers das Schienenfahrzeug, dem die Einfahrterlaubnis erteilt worden ist, einen das Einfahren in den Zielstreckenabschnitt bestätigenden Positionsbericht an die Streckenzentrale sendet, und im Falle, dass innerhalb der Wartezeit ein solcher Positionsbericht von der Streckenzentrale empfangen wird, zumindest dem oder den Unterabschnitten des Streckenabschnitts, die im Positionsbericht genannt oder als von dem Schienenfahrzeug aktuell befahren identifizierbar sind, die oder eine derjenigen Zustandsangaben zugeordnet wird, die einen nicht oder nur eingeschränkt befahrbaren Unterabschnitt beschreibt, und im Falle, dass innerhalb der Wartezeit ein solcher Positionsbericht von der Streckenzentrale nicht empfangen wird, allen Unterabschnitten des Zielstreckenabschnitts die oder eine derjenigen Zustandsangaben zugeordnet wird, die einen nicht oder nur eingeschränkt befahrbaren Unterabschnitt beschreibt.According to the invention, the route control center is designed in such a way that, in the event that a rail vehicle is given permission to enter one of the route sections, hereinafter referred to as the target route section, at a point in time at which the occupancy report for the target route section indicates the vacancy of the target route section and the status information of all subsections of the target route section "Free" displayed, and at a later point in time the occupancy report changes and indicates that the target route section is occupied, a timer starts and monitors whether the rail vehicle to which the entry permit has been granted is entering within a specified waiting time after the timer has started sends a position report confirming the target route section to the route control center, and in the event that such a position report is received from the route control center within the waiting time, at least the sub-section or sections of the route section, which is named in the position report or identifiable as being currently traveled by the rail vehicle, which is assigned to one of the status information that describes a sub-section that is not or only partially passable, and in the event that such a position report from the route control center is not within the waiting time is received, all subsections of the target route section are assigned the or one of those status information which describes a subsection that is not passable or is only passable to a limited extent.

Bezüglich der Vorteile und vorteilhafter Ausgestaltungen der erfindungsgemäßen Streckenzentrale sei auf die obigen Ausführungen im Zusammenhang mit dem erfindungsgemäßen Verfahren und dessen vorteilhafter Ausgestaltungen verwiesen.With regard to the advantages and advantageous configurations of the line control center according to the invention, reference is made to the above statements in connection with the method according to the invention and its advantageous refinements.

Die Streckenzentrale kann beispielsweise durch eine Leitzentrale oder einen Bestandteil einer Leitzentrale, ein Stellwerk oder einen Bestandteil eines Stellwerks oder bei ETCS-Systemen ein sogenanntes Radio Block Center gebildet werden.The line control center can be formed, for example, by a control center or a component of a control center, an interlocking or a component of an interlocking or, in the case of ETCS systems, a so-called radio block center.

Die Erfindung wird nachfolgend anhand von Ausführungsbeispielen näher erläutert; dabei zeigen beispielhaft

Figur 1
ein Ausführungsbeispiel für eine Schienenstrecke, die mit einem Ausführungsbeispiel für eine erfindungsgemäße Streckenzentrale ausgestattet ist, wobei anhand der Schienenstrecke Ausführungsbeispiele für das erfindungsgemäße Verfahren beschrieben werden und wobei die Figur 1 einen Zustand der Schienenstrecke zeigt, bei dem einem Schienenfahrzeug eine Einfahrterlaubnis in einen Zielstreckenabschnitt erteilt worden ist,
Figur 2
ein Flussdiagramm zur Veranschaulichung einer möglichen Arbeitsweise der Streckenzentrale gemäß Figur 1,
Figur 3
die Schienenstrecke gemäß Figur 1 nach Einfahrt des Schienenfahrzeugs in den Zielstreckenabschnitt,
Figur 4
die Schienenstrecke gemäß Figur 1 bei Vorhandensein eines Geisterzugs, der an einem - vom genannten Schienenfahrzeug aus gesehen - schienenfahrzeugfernen Abschnittsende des Zielstreckenabschnitts in diesen eingefahren ist,
Figur 5
die Schienenstrecke gemäß Figur 1 bei Vorhandensein eines Geisterzugs, der - vom genannten Schienenfahrzeug aus gesehen - an einem schienenfahrzeugnahen Abschnittsende des Zielstreckenabschnitts in diesen eingefahren ist,
Figur 6
die Schienenstrecke gemäß Figur 1, nachdem der Geisterzug den Zielstreckenabschnitt am schienenfahrzeugfernen Abschnittsende wieder verlassen hat, und
Figur 7
die Schienenstrecke gemäß Figur 1, nachdem der Geisterzug den Zielstreckenabschnitt am schienenfahrzeugnahen Abschnittsende wieder verlassen hat.
The invention is explained in more detail below on the basis of exemplary embodiments; show by way of example
Figure 1
an exemplary embodiment for a rail line which is equipped with an exemplary embodiment for a line control center according to the invention, wherein exemplary embodiments for the method according to the invention are described with reference to the rail line and wherein the Figure 1 shows a state of the rail route in which a rail vehicle has been granted an entry permit into a target route section,
Figure 2
a flow chart to illustrate a possible mode of operation of the route control center according to FIG Figure 1 ,
Figure 3
the rail route according to Figure 1 after the rail vehicle has entered the destination section,
Figure 4
the rail route according to Figure 1 in the presence of a ghost train that entered the target route section at an end of the target route section remote from the rail vehicle, as seen from the rail vehicle mentioned,
Figure 5
the rail route according to Figure 1 in the presence of a ghost train, the - from the mentioned From the view of the rail vehicle - has entered at a section end of the target route section close to the rail vehicle,
Figure 6
the rail route according to Figure 1 , after the ghost train has left the target route section at the end of the section remote from the rail vehicle, and
Figure 7
the rail route according to Figure 1 after the ghost train has left the target route section at the end of the section near the rail vehicle.

In den Figuren werden der Übersicht halber für identische oder vergleichbare Komponenten stets dieselben Bezugszeichen verwendet.For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

Die Figur 1 zeigt ein Ausführungsbeispiel für eine Schienenstrecke 10, die in Streckenabschnitte unterteilt ist. In der Figur 1 sind beispielhaft drei Streckenabschnitte der Schienenstrecke 10 gezeigt und mit den Bezugszeichen SA1, SA2 und SA3 bezeichnet. Die Streckenabschnitte SA1, SA2 und SA3 werden mittels aus Gründen der Übersicht nicht weiter gezeigter technischer Einrichtungen (zum Beispiel in Form von Rad- oder Achssensoren, Achszähleinrichtungen usw.) auf ein Besetztsein oder Freisein unter Bildung von Besetztmeldungsangaben B(SA1), B(SA2) und B(SA3) überwacht.the Figure 1 shows an embodiment for a rail line 10, which is divided into route sections. In the Figure 1 three route sections of the rail line 10 are shown by way of example and denoted by the reference symbols SA1, SA2 and SA3. The route sections SA1, SA2 and SA3 are checked for occupancy or vacancy by means of technical devices not shown for reasons of clarity (for example in the form of wheel or axle sensors, axle counting devices, etc.) with the formation of occupancy reports B (SA1), B (SA2 ) and B (SA3) monitored.

Zur Überwachung und zum Betrieb der Schienenstrecke 10 dient eine Streckenzentrale 20, die beispielsweise durch eine Leitzentrale oder einen Bestandteil einer Leitzentrale, ein Stellwerk oder einen Bestandteil eines Stellwerks oder bei ETCS-Systemen ein sogenanntes Radio Block Center gebildet sein kann.A route control center 20 is used to monitor and operate the rail line 10, which can be formed, for example, by a control center or a component of a control center, an interlocking or a component of an interlocking or, in the case of ETCS systems, a so-called radio block center.

Die Streckenzentrale 20 ist dazu ausgebildet, jeden der Streckenabschnitte SA1 bis SA3 in virtuelle Unterabschnitte zu unterteilen und diesen jeweils eine den Belegungszustand des Unterabschnitts beschreibende Zustandsangabe zuzuordnen. Bei dem Ausführungsbeispiel gemäß der Figur 1 umfasst der Streckenabschnitt SA1 die Unterabschnitte UA11 bis UA15, der Streckenabschnitt SA2 die Unterabschnitte UA21 bis UA24 und der Streckenabschnitt SA3 die Unterabschnitte UA31 bis UA33. Die Anzahl der Unterabschnitte ist selbstverständlich nur beispielhaft zu verstehen, die Streckenabschnitte können alternativ mehr oder weniger Unterabschnitte aufweisen.The route control center 20 is designed to divide each of the route sections SA1 to SA3 into virtual subsections subdivide and assign a status specification describing the occupancy status of the subsection to each of these. In the embodiment according to Figure 1 the route section SA1 comprises the subsections UA11 to UA15, the route section SA2 the subsections UA21 to UA24 and the route section SA3 the subsections UA31 to UA33. The number of subsections is of course only to be understood as an example; the route sections can alternatively have more or fewer subsections.

Als Zustandsangaben zur Angabe des Belegungszustands kann die Streckenzentrale 20 beispielsweise die Zustandsangabe "frei" freien, befahrbaren Unterabschnitten und die Zustandsangabe "besetzt" als besetzt angesehenen und deshalb nicht oder nur eingeschränkt befahrbaren Unterabschnitten zuordnen. Zusätzlich können, wie weiter unten noch beispielhaft näher erläutert wird, weitere Zustandsangaben, beispielsweise die Zustandsangaben "unbekannt" oder "nicht eindeutig" verwendet werden. Zunächst wird beispielhaft ein mögliches Überwachungsverfahren der Streckenzentrale 20 anhand der zwei Zustandsangaben "frei" und "besetzt" erläutert; auf Ausführungsvarianten mit den weiteren Zustandsangaben "unbekannt" oder "nicht eindeutig" wird danach eingegangen.As status information for indicating the occupancy status, the route control center 20 can, for example, assign the status information "free" to free, passable subsections and the status information "occupied" as occupied and therefore not or only partially navigable subsections. In addition, as will be explained in more detail below by way of example, further status information, for example the status information “unknown” or “not unambiguous”, can be used. First, a possible monitoring method of the route control center 20 is explained by way of example on the basis of the two status indications "free" and "occupied"; execution variants with the additional status information "unknown" or "not clear" are then dealt with.

Die Streckenzentrale 20 weist vorzugsweise eine Recheneinrichtung 21 und einen Speicher 22 auf, in dem ein Steuerprogrammmodul SPM abgespeichert ist. Bei Ausführung des Steuerprogrammmoduls SPM durch die Recheneinrichtung 21 arbeitet diese bzw. die Streckenzentrale 20 vorzugsweise so, wie dies beispielhaft in dem Flussdiagramm gemäß Figur 2 gezeigt ist:
In der Figur 2 wird beispielhaft davon ausgegangen, dass die Streckenzentrale 20 in einem Erlaubniserteilschritt 100 dem auf dem Streckenabschnitt SA1 fahrenden Schienenfahrzeug SF, beispielsweise auf dessen Anfrage hin, eine Einfahrterlaubnis EE in den in Fahrtrichtung P folgenden Streckenabschnitt SA2, nachfolgend mitunter auch Zielstreckenabschnitt genannt, erteilt hat. Die Einfahrterlaubnis EE kann beispielsweise auf den ersten Unterabschnitt UA21 des Streckenabschnitts SA2 beschränkt sein.The route control center 20 preferably has a computing device 21 and a memory 22 in which a control program module SPM is stored. When the control program module SPM is executed by the computing device 21, this or the line control center 20 preferably works as shown in the flowchart according to an example Figure 2 shown is:
In the Figure 2 It is assumed, for example, that the route control center 20, in a permit sub-step 100, has issued the rail vehicle SF traveling on the route section SA1, for example at its request, with an entry permit EE into the route section SA2 following in the direction of travel P, hereinafter also sometimes referred to as the target route section. The entry permit EE can, for example, on the first subsection UA21 of the route section SA2 may be restricted.

Die Einfahrterlaubnis EE wird vorzugsweise nur erteilt, wenn zum Zeitpunkt der Entscheidung darüber die Besetztmeldungsangabe B(SA2) des Zielstreckenabschnitts SA2 das Freisein des Zielstreckenabschnitts SA2 und die Zustandsangaben aller Unterabschnitte UA21-UA24 des Zielstreckenabschnitts SA2 "frei" angezeigt haben.The entry permit EE is preferably only issued if, at the time of the decision, the occupancy report information B (SA2) of the target route section SA2 has indicated the vacancy of the target route section SA2 and the status information of all subsections UA21-UA24 of the target route section SA2 "free".

Wechselt zu einem späteren Zeitpunkt die Besetztmeldungsangabe B(SA2) des Zielstreckenabschnitts SA2 und wird das Besetztsein des Zielstreckenabschnitts angezeigt, so wird die Streckenzentrale 20 in einem Timerstartschritt 110 einen Timer starten.If, at a later point in time, the busy report information B (SA2) of the target route section SA2 changes and the occupancy of the target route section is displayed, the route control center 20 will start a timer in a timer start step 110.

Anschließend wird sie in einem Timerüberwachungsschritt 120 überwachen, ob innerhalb einer vorgegebenen Wartezeit T1 nach dem Starten des Timers - also bevor die Zeit t die Wartezeit T1 erreicht oder überschritten hat - das Schienenfahrzeug SF, dem die Einfahrterlaubnis EE erteilt worden ist, einen das Einfahren in den Zielstreckenabschnitt SA2 bestätigenden Positionsbericht POS an die streckenseitige Streckenzentrale 20 sendet.In a timer monitoring step 120, it will then monitor whether, within a predetermined waiting time T1 after the timer has started - i.e. before the time t has reached or exceeded the waiting time T1 - the rail vehicle SF, to which the entry permit EE has been granted, is entering sends the position report POS confirming the target route section SA2 to the route-side route control center 20.

Im Falle, dass innerhalb der Wartezeit T1 ein solcher Positionsbericht POS beispielsweise über Funk (z. B. Mobilfunk gemäß GSM-R-Standard) von der Streckenzentrale 20 empfangen wird (siehe Figur 3), wird die Streckenzentrale 20 in einem Aktualisierungsschritt 130 dem oder den Unterabschnitten des Streckenabschnitts SA2, die im Positionsbericht POS genannt oder als von dem Schienenfahrzeug SF aktuell befahren identifizierbar sind, die Zustandsangabe "besetzt" zuordnen. Wird beispielsweise der Positionsbericht POS unmittelbar nach dem Einfahren des Schienenfahrzeugs SF in den ersten Unterabschnitt UA21 empfangen und gibt der Positionsbericht POS den Unterabschnitt UA21 als aktuell befahren an, so wird die Streckenzentrale 20 die Zustandsangabe des Unterabschnitts UA21 von "frei" auf "besetzt" ändern. Die Zustandsangaben der übrigen Unterabschnitte bleiben unverändert.In the event that such a position report POS is received by the line control center 20, for example via radio (e.g. mobile radio according to the GSM-R standard) within the waiting time T1 (see FIG Figure 3 ), the route control center 20 will in an update step 130 assign the status indication "occupied" to the subsection or subsections of the route section SA2, which are named in the position report POS or can be identified as being currently used by the rail vehicle SF. If, for example, the position report POS is received immediately after the rail vehicle SF has entered the first subsection UA21 and the position report POS indicates the subsection UA21 as currently being used, then the route control center 20 becomes the status information of the subsection Change UA21 from "free" to "occupied". The status information of the other subsections remain unchanged.

Im Falle, dass die Streckenzentrale 20 innerhalb der Wartezeit T1 einen solchen Positionsbericht POS von dem Schienfahrzeug SF nicht empfängt, so geht sie davon aus, dass womöglich ein anderes Fahrzeug, das der Streckenzentrale 20 nicht bekannt ist und nachfolgend Geisterzug GZ genannt wird, in den Zielstreckenabschnitt SA2 eingefahren sein könnte. Die Figur 4 zeigt die Schienenstrecke 10 beispielhaft für den Fall, dass ein solcher Geisterzug GZ von dem aus Sicht des Schienenfahrzeugs SF hinter dem Zielstreckenabschnitt SA2 liegenden Streckenabschnitt SA3 aus in den Zielstreckenabschnitt SA2 eingefahren ist. Alternativ könnte ein solcher Geisterzug GZ auch vor dem Schienenfahrzeug SF herfahren und vom Streckenabschnitt SA1 in den Zielstreckenabschnitt SA2 eingefahren sein, wie dies beispielhaft die Figur 5 zeigt.In the event that the route control center 20 does not receive such a position report POS from the rail vehicle SF within the waiting time T1, it assumes that another vehicle, which the route control center 20 is not aware of and is referred to below as the ghost train GZ, may be in the Target route section SA2 could be retracted. the Figure 4 shows the rail route 10 as an example for the case that such a ghost train GZ has entered the target route section SA2 from the route section SA3, which is behind the target route section SA2 from the point of view of the rail vehicle SF. Alternatively, such a ghost train GZ could also drive up in front of the rail vehicle SF and have driven from the route section SA1 into the target route section SA2, as shown by way of example in FIG Figure 5 shows.

Um mit Blick auf die Möglichkeit der Existenz eines Geisterzugs GZ eine Kollision oder Gefährdung zu vermeiden, wird die Streckenzentrale 20 in einem Alarmschritt 140 allen Unterabschnitten UA21-UA24 des Zielstreckenabschnitts SA2 die Zustandsangabe "besetzt" zuordnen.In order to avoid a collision or danger in view of the possibility of a ghost train GZ, the route control center 20 will assign the status indication "occupied" to all subsections UA21-UA24 of the destination route section SA2 in an alarm step 140.

Darüber hinaus wird die Streckenzentrale 20 in dem Alarmschritt 140 vorzugsweise ein Geisterzugwarnsignal GWS erzeugen.In addition, the route control center 20 will preferably generate a ghost train warning signal GWS in the alarm step 140.

Zusätzlich wird die Streckenzentrale 20 in dem Alarmschritt 140 vorzugsweise die Einfahrterlaubnis EE für das Schienenfahrzeug SF in den Zielstreckenabschnitt SA2 beispielsweise mittels eines Widerrufsignals S(EE) widerrufen. Auch kann die Streckenzentrale 20 in dem Alarmschritt 140 dem Schienenfahrzeug SF mitteilen, dass es anhalten soll oder in einem Sicherheitsmodus weiterfahren soll.In addition, in the alarm step 140, the route control center 20 will preferably revoke the entry permit EE for the rail vehicle SF into the target route section SA2, for example by means of a revocation signal S (EE). The route control center 20 can also inform the rail vehicle SF in the alarm step 140 that it should stop or continue in a safety mode.

Auch ist es vorteilhaft, wenn die Streckenzentrale 20 in dem Alarmschritt 140 zum Zeitpunkt des Ablaufs der Wartezeit T1 einen zweiten Timer startet.It is also advantageous if the route control center 20 starts a second timer in the alarm step 140 at the time when the waiting time T1 has expired.

Wird ein zweiter Timer gestartet, so wird die Streckenzentrale 20 vorzugsweise in einem zweiten Timerüberwachungsschritt 150 überwachen, ob innerhalb einer vorgegebenen zweiten Wartezeit T2 nach dem Starten des zweiten Timers die Besetztmeldungsangabe B(SA2) des Zielstreckenabschnitts SA2 wechselt und ein Freisein des Zielstreckenabschnitts SA2 anzeigt.If a second timer is started, the route control center 20 will preferably monitor in a second timer monitoring step 150 whether the occupancy message information B (SA2) of the target route section SA2 changes within a predetermined second waiting time T2 after the start of the second timer and indicates that the target route section SA2 is vacant.

Falls diese Bedingung vor dem Ablauf des zweiten Timers erfüllt wird, weil der Geisterzug GS beispielsweise wieder aus dem Zielstreckenabschnitt SA2 herausgefahren ist (vgl. Figur 6 und 7), so wird die Streckenzentrale 20 vorzugsweise unverzüglich in einem Aktualisierungsschritt 160 bei allen Unterabschnitten des davorliegenden Streckenabschnitts SA1, sofern dieser noch als besetzt gemeldet ist, und des dahinterliegenden Streckenabschnitts SA3, sofern dieser als besetzt gemeldet ist, die Zustandsangaben von frei auf "besetzt" ändern, und zwar jeweils ausgehend von der Schnittstelle SA1/SA2 bzw. SA2/SA3 zum Zielstreckenabschnitt SA2 für alle als "frei" markierten Unterabschnitte bis hin zum ersten als "besetzt" markierten Unterabschnitt. War beispielsweise den Unterabschnitten UA12 und UA33 die Zustandsangabe "besetzt" und den Unterabschnitten UA13 bis UA15 sowie den Unterabschnitten UA31 und UA32 die Zustandsangabe "frei" zugeordnet, so wird diesen Unterabschnitten UA13-UA15 und UA31-UA32 nun jeweils die Zustandsangabe "besetzt" zugeordnet.If this condition is met before the second timer has expired because the ghost train GS has driven out of the target route section SA2 again, for example (cf. Figure 6 and 7th ), the route control center 20 preferably immediately changes the status information from free to "occupied" in an update step 160 for all subsections of the route section SA1 in front, if it is still reported as occupied, and the route section SA3 behind it, if it is reported as occupied. change, in each case starting from the interface SA1 / SA2 or SA2 / SA3 to the target route section SA2 for all subsections marked as "free" up to the first subsection marked as "occupied". For example, if the status information "occupied" was assigned to subsections UA12 and UA33 and the status information "free" was assigned to subsections UA13 to UA15 and subsections UA31 and UA32, the status information "occupied" is now assigned to each of these subsections UA13-UA15 and UA31-UA32 .

Falls die genannte Bedingung vor Ablauf des zweiten Timers nicht erfüllt wird, so wird der beschriebene Aktualisierungsschritt 160 vorzugsweise unmittelbar nach Ablauf des zweiten Timers durchgeführt.If the mentioned condition is not met before the second timer has expired, the described update step 160 is preferably carried out immediately after the second timer has expired.

Im Zusammenhang mit den obigen Erläuterungen im Zusammenhang mit den Figuren 1 bis 7 wurde beispielhaft davon ausgegangen, dass als Zustandsangaben zur Angabe des Belegungszustands nur die Zustandsangaben "frei" und "besetzt" verwendet werden. Werden drei Zustandsangaben "frei", "besetzt" und "unbekannt" verwendet, so ist es vorteilhaft, wenn die Streckenzentrale 20 in dem Alarmschritt 140 allen Unterabschnitten UA21-UA24 des Zielstreckenabschnitts SA2 die Zustandsangabe "unbekannt" zuordnet und in dem Aktualisierungsschritt 160 bei den umzusetzenden Zustandsangaben die Umsetzung von "frei" auf "unbekannt" durchführt.In connection with the above explanations in connection with the Figures 1 to 7 it was assumed, for example, that only the status information "free" and "occupied" are used. If three status indications "free", "occupied" and "unknown" are used, it is advantageous if the route control center 20 assigns the status indication "unknown" to all subsections UA21-UA24 of the target route section SA2 in the alarm step 140 and assigns the status indication "unknown" in the update step 160 to the status information to be converted carries out the conversion from "free" to "unknown".

Werden vier Zustandsangaben "frei", "besetzt", "nicht eindeutig" und "unbekannt" verwendet, so ist es vorteilhaft, wenn die Streckenzentrale 20 in dem Alarmschritt 140 allen Unterabschnitten UA21-UA24 des Zielstreckenabschnitts SA2 die Zustandsangabe "unbekannt" zuordnet und in dem Aktualisierungsschritt 160 die Umsetzung der Zustandsangaben ausgehend von den Schnittstellen SA1/SA2 bzw. SA2/SA3 für alle als "frei" markierten Unterabschnitte bis hin zum ersten als "besetzt" oder "nicht eindeutig" markierten Unterabschnitt durchführt. Obwohl die Erfindung im Detail durch bevorzugte Ausführungsbeispiele näher illustriert und beschrieben wurde, so ist die Erfindung nicht durch die offenbarten Beispiele eingeschränkt und andere Variationen können vom Fachmann hieraus abgeleitet werden, ohne den Schutzumfang der Erfindung zu verlassen, der durch die Ansprüche definiert ist.If four status indications "free", "occupied", "not unambiguous" and "unknown" are used, it is advantageous if the route control center 20 in alarm step 140 assigns the status indication "unknown" to all subsections UA21-UA24 of the target route section SA2 and in the update step 160 implements the implementation of the status information starting from the interfaces SA1 / SA2 or SA2 / SA3 for all subsections marked as "free" up to the first subsection marked as "occupied" or "not unambiguously". Although the invention has been illustrated and described in more detail by preferred exemplary embodiments, the invention is not restricted by the disclosed examples and other variations can be derived therefrom by the person skilled in the art without departing from the scope of protection of the invention, which is defined by the claims.

BezugszeichenReference number

1010
SchienenstreckeRail line
2020th
StreckenzentraleRoute control center
2121
RecheneinrichtungComputing device
2222nd
SpeicherStorage
100100
ErlaubniserteilschrittPermit grant step
110110
TimerstartschrittTimer start step
120120
TimerüberwachungsschrittTimer monitoring step
130130
AktualisierungsschrittUpdate step
140140
AlarmschrittAlarm step
150150
zweiter Timerüberwachungsschrittsecond timer monitoring step
160160
AktualisierungsschrittUpdate step
B(SA1)B (SA1)
Besetztmeldungsangabe für den Streckenabschnitt SA1Occupancy information for the route section SA1
B(SA2)B (SA2)
Besetztmeldungsangabe für den Streckenabschnitt SA2Occupancy report for the route section SA2
B(SA3)B (SA3)
Besetztmeldungsangabe für den Streckenabschnitt SA3Occupancy report for the route section SA3
EEEE
EinfahrterlaubnisEntry permit
GWSGWS
GeisterzugwarnsignalGhost train warning signal
GZGZ
GeisterzugGhost train
PP.
FahrtrichtungDirection of travel
POSPOS
PositionsberichtPosition report
SA1SA1
StreckenabschnittRoute section
SA2SA2
StreckenabschnittRoute section
SA3SA3
StreckenabschnittRoute section
SFSF
SchienenfahrzeugRail vehicle
S(EE)LAKE)
WiderrufsignalCancellation signal
SPMSPM
SteuerprogrammmodulControl program module
tt
ZeitTime
T1T1
Wartezeitwaiting period
T2T2
zweite Wartezeitsecond wait
UA11-UA15UA11-UA15
Unterabschnitte des Streckenabschnitts SA1Subsections of the route section SA1
UA21-UA24UA21-UA24
Unterabschnitte des Streckenabschnitts SA2Subsections of the route section SA2
UA31-UA33UA31-UA33
Unterabschnitte des Streckenabschnitts SA3Subsections of the route section SA3

Claims (14)

  1. Method for operating a stretch of track (10), which is divided into track sections (SA1, SA2, SA3) and the track sections (SA1, SA2, SA3) of which are monitored by means of technical devices as to whether they are occupied or clear, with the formation of an occupied indication message (B(SA1), B(SA2), B(SA3)),
    - wherein each of the track sections (SA1, SA2, SA3) is divided into one or more virtual subsections (UA11-UA15, UA21-UA24, UA31-UA33), which in each case is assigned a status message that describes the occupancy state of the respective subsection, wherein at least one status message is available which designates a free, traversable subsection and is subsequently referred to as "clear", and at least one status message is available which describes a subsection which cannot be traversed or can only be traversed to a limited extent, and
    - wherein the stretch of track (10) is controlled at least also on the basis of the status messages of the subsections (UA11-UA15, UA21-UA24, UA31-UA33),
    wherein
    - in the event that a rail vehicle (SF) has been issued a permission to enter one of the track sections (SA1, SA2, SA3), subsequently referred to as destination track section, at a point in time at which the occupied indication message (B(SA1), B(SA2), B(SA3)) of the destination track section has indicated that the destination track section is clear and the status messages of all subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the destination track section have indicated "clear", and at a later point in time the occupied indication message (B(SA1), B(SA2), B(SA3)) switches and indicates that the destination track section is occupied, a timer is started,
    characterised in that
    - it is monitored whether, within a predefined waiting time (T1) after the starting of the timer, the rail vehicle (SF) which has been granted the permission to enter, transmits a position report (POS), which confirms the entry into the destination track section, to a track-side route control centre (20), and
    - in the event that such a position report (POS) is received by the route control centre (20) within the waiting time (T1), at least the subsection(s) (UA11-UA15, UA21-UA24, UA31-UA33) of the track section that are referred to in the position report (POS) or can be identified as currently being traversed by the rail vehicle (SF) are assigned the or one of the status messages which describes a subsection which cannot be traversed or can only be traversed to a limited extent, and
    - in the event that such a position report (POS) is not received by the route control centre (20) within the waiting time (T1), all subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the destination track section are assigned the or one of the status messages which describes a subsection which cannot be traversed or can only be traversed to a limited extent.
  2. Method according to claim 1,
    characterised in that
    at least one of the status messages describes a subsection which is considered to be occupied and is therefore considered to not be traversable, or only traversable to a limited extent, and is subsequently referred to as "occupied" and
    - in the event that the position report (POS) is received by the route control centre (20) within the waiting time (T1), at least the subsection(s) (UA11-UA15, UA21-UA24, UA31-UA33) of the track section that are referred to in the position report (POS) or can be identified as currently being traversed by the rail vehicle (SF) are assigned the status message "occupied", and
    - in the event that such a position report (POS) is not received by the route control centre (20) within the waiting time (T1), all subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the destination track section are assigned the status message "occupied".
  3. Method according to claim 1,
    characterised in that
    - at least one of the status messages describes a subsection which is considered to be occupied and is therefore considered to not be traversable, or only traversable to a limited extent, and is subsequently referred to as "occupied" and
    - at least one of the status messages describes a subsection, the occupancy state of which is considered to be unknown and therefore is considered to not be traversable, or only traversable to a limited extent, and is subsequently referred to as "unknown",
    - wherein in the event that the position report (POS) is received by the route control centre (20) within the waiting time (T1), at least the subsection(s) (UA11-UA15, UA21-UA24, UA31-UA33) of the track section that are referred to in the position report (POS) or can be identified as currently being traversed by the rail vehicle (SF) are assigned the status message "occupied", and
    - wherein in the event that such a position report (POS) is not received by the route control centre (20) within the waiting time (T1), all subsections (UA11-UA15, UA21-UA24, UA31S31-UA33) of the destination track section are assigned the status message "unknown".
  4. Method according to claim 1,
    characterised in that
    - at least one of the status messages describes a subsection which is considered to be occupied by a single vehicle and is therefore considered to not be traversable, or only traversable to a limited extent, and is subsequently referred to as "occupied",
    - at least one of the status messages describes a subsection which is considered to be occupied, but possibly occupied multiple times, and is therefore considered to not be traversable, or only traversable to a limited extent, and is subsequently referred to as "ambiguous" and
    - at least one of the status messages describes a subsection, the occupancy state of which is considered to be unknown and therefore is considered to not be traversable, or only traversable to a limited extent, and is subsequently referred to as "unknown",
    - wherein in the event that the position report (POS) is received by the route control centre (20) within the waiting time, at least the subsection(s) (UA11-UA15, UA21-UA24, UA31-UA33) of the track section that are referred to in the position report (POS) or can be identified as currently being traversed by the rail vehicle (SF) are assigned the status message "occupied" or "ambiguous", and
    - wherein in the event that such a position report (POS) is not received by the route control centre (20) within the waiting time (T1), all subsections (UA11-UA15, UA21-UA24, UA3131-UA33) of the destination track section are assigned the status message "unknown".
  5. Method according to one of the preceding claims,
    characterised in that
    in the event that a position report (POS) is not received by the track-side route control centre (20) within the waiting time (T1), the permission to enter is revoked and/or it is communicated to the vehicle that it should stop or should continue to travel in a safety mode.
  6. Method according to one of the preceding claims,
    characterised in that
    in the event that such a position report (POS) is not received by the route control centre (20) within the waiting time (T1), a ghost train warning signal (GWS) is generated at the point in time of the expiration of the waiting time.
  7. Method according to one of the preceding claims,
    characterised in that
    in the event that such a position report (POS) is not received by the route control centre (20) within the waiting time (T1), a second timer is started at the point in time of the expiration of the waiting time (T1).
  8. Method according to claim 7 with reference at least also to claim 3,
    characterised in that
    - monitoring takes place as to whether, within a predefined second waiting time (T2) after the starting of the second timer, the occupied indication message (B(SA1), B(SA2), B(SA3)) of the destination track section switches and indicates that the destination track section is clear, and
    - if this is the case, for subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the track section lying ahead, provided that this is reported as occupied, and the track section lying behind, provided that this is reported as occupied, the status messages are changed to "unknown", specifically in each case starting from the interface to the destination track section for all subsections (UA11-UA15, UA21-UA24, UA31-UA33) marked as "clear" up to the first subsection marked as "occupied".
  9. Method according to one of the preceding claims 7 to 8 with reference at least also to claim 3,
    characterised in that
    - monitoring takes place as to whether, within a predefined second waiting time (T2) after the starting of the second timer, the occupied indication message (B(SA1), B(SA2), B(SA3)) of the destination track section switches and indicates that the destination track section is clear, and
    - if this is not the case, in the event of the expiration of the second waiting time (T2), for subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the track section lying ahead, provided that this is reported as occupied, and the track section lying behind, provided that this is reported as occupied, the status messages are changed to "unknown", specifically in each case starting from the interface to the destination track section for all subsections (UA11-UA15, UA21-UA24, UA31-UA33) marked as "clear" up to the first subsection marked as "occupied".
  10. Method according to claim 7 with reference at least also to claim 4,
    characterised in that
    - monitoring takes place as to whether, within a predefined second waiting time (T2) after the starting of the second timer, the occupied indication message (B(SA1), B(SA2), B(SA3)) of the destination track section switches and indicates that the destination track section is clear, and
    - if this is the case, for subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the track section lying ahead, provided that this is reported as occupied, and the track section lying behind, provided that this is reported as occupied, the status messages are changed to "unknown", specifically in each case starting from the interface to the destination track section for all subsections (UA11-UA15, UA21-UA24, UA31-UA33) marked as "clear" up to the first subsection marked as "occupied" or "ambiguous".
  11. Method according to one of the preceding claims 7 or 10 with reference at least also to claim 4,
    characterised in that
    - monitoring takes place as to whether, within a predefined second waiting time (T2) after the starting of the second timer, the occupied indication message (B(SA1), B(SA2), B(SA3)) of the destination track section switches and indicates that the destination track section is clear, and
    - if this is not the case, in the event of the expiration of the second waiting time (T2), for subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the track section lying ahead, provided that this is reported as occupied, and the track section lying behind, provided that this is reported as occupied, the status messages are changed to "unknown", specifically in each case starting from the interface to the destination track section for all subsections (UA11-UA15, UA21-UA24, UA31-UA33) marked as "clear" up to the first subsection marked as "occupied" or "ambiguous".
  12. Method according to claim 7 with reference at least also to claim 2,
    characterised in that
    - monitoring takes place as to whether, within a predefined second waiting time (T2) after the starting of the second timer, the occupied indication message (B(SA1), B(SA2), B(SA3)) of the destination track section switches and indicates that the destination track section is clear, and
    - if this is the case, for subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the track section lying ahead, provided that this is reported as occupied, and the track section lying behind, provided that this is reported as occupied, the status messages are changed to "occupied", specifically in each case starting from the interface to the destination track section for all subsections (UA11-UA15, UA21-UA24, UA31-UA33) marked as "clear" up to the first subsection marked as "occupied".
  13. Method according to one of the preceding claims 7 or 12 with reference at least also to claim 2,
    characterised in that
    - monitoring takes place as to whether, within a predefined second waiting time (T2) after the starting of the second timer, the occupied indication message (B(SA1), B(SA2), B(SA3)) of the destination track section switches and indicates that the destination track section is clear, and
    - if this is not the case, in the event of the expiration of the second waiting time (T2), for subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the track section lying ahead, provided that this is reported as occupied, and the track section lying behind, provided that this is reported as occupied, the status messages are changed to "occupied", specifically in each case starting from the interface to the destination track section for all subsections (UA11-UA15, UA21-UA24, UA31-UA33) marked as "clear" up to the first subsection marked as "occupied".
  14. Route control centre (20) for operating a stretch of track (10), which is divided into track sections (SA1, SA2, SA3) and the track sections (SA1, SA2, SA3) of which are monitored by means of technical devices of the route control centre (20) or external technical devices as to whether they are occupied or clear in each case, with the formation of an occupied indication message (B(SA1), B(SA2), B(SA3)), wherein the route control centre (20) is embodied to divide each of the track sections (SA1, SA2, SA3) into one or more virtual subsections (UA11-UA15, UA21-UA24, UA31-UA33) and to assign these in each case a status message that describes the occupancy state of the subsection, wherein at least one status message is available which designates a free, traversable subsection and is subsequently referred to as "clear", and at least one status message is available which describes a subsection which cannot be traversed or can only be traversed to a limited extent,
    wherein the route control centre (20) is embodied such that
    - in the event that a rail vehicle (SF) has been issued a permission to enter (EE) one of the track sections (SA1, SA2, SA3), subsequently referred to as destination track section, at a point in time at which the occupied indication message (B(SA1), B(SA2), B(SA3)) of the destination track section has indicated that the destination track section is clear and the status messages of all subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the destination track section have indicated "clear", and at a later point in time the occupied indication message (B(SA1), B(SA2), B(SA3)) switches and indicates that the destination track section is occupied, the route control centre (20) starts a timer,
    characterised in that
    the route control centre (20) is embodied such that
    - it monitors whether, within a predefined waiting time (T1) after the starting of the timer, the rail vehicle (SF) which has been granted the permission to enter (EE), transmits a position report (POS), which confirms the entry into the destination track section, to a track-side route control centre (20), and
    - in the event that such a position report (POS) is received by the route control centre (20) within the waiting time (T1), at least the subsection(s) (UA11-UA15, UA21-UA24, UA31-UA33) of the track section that are referred to in the position report (POS) or can be identified as currently being traversed by the rail vehicle (SF) are assigned the or one of the status messages which describes a subsection which cannot be traversed or can only be traversed to a limited extent, and
    - in the event that such a position report (POS) is not received by the route control centre (20) within the waiting time (T1), all subsections (UA11-UA15, UA21-UA24, UA31-UA33) of the destination track section are assigned the or one of the status messages which describes a subsection which cannot be traversed or can only be traversed to a limited extent.
EP20185625.9A 2019-08-14 2020-07-14 Method and route control centre for operating a railway track Active EP3782870B1 (en)

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EP4079600A1 (en) * 2021-04-22 2022-10-26 Siemens Mobility AG Method for optimising occupancy assessment when issuing permission for a railway vehicle / train to proceed with a train ahead
CN113788052B (en) * 2021-11-15 2022-02-25 北京城建智控科技股份有限公司 Method and device for determining continuous occupation of pressure of logic section

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