EP4378793A1 - Method for determining a speed value of a track-guided vehicle - Google Patents

Abstract

The invention relates to a method for determining a speed value of a track-guided vehicle (FZ), in which measured values obtained when driving over at least one track-side device are evaluated using a computer. A first track circuit (TCO ... TC3) and a second track circuit (TCO ... TC3) following in the direction of travel (FR) of the vehicle (FZ) are used as track-side devices. The speed value is determined by calculating, for the first track circuit (TCO ... TC3), the quotient of the length of the first track circuit (TCO ... TC3) and the time difference between the time of entry (T1i ... T3i) of the vehicle (FZ) into the first track circuit (TCO ... TC3) and the time of entry (T1i ... T3i) of the vehicle (FZ) into the second track circuit (TCO ... TC3), and/or, for the second track circuit (TCO ... TC3), the quotient of the length of the second track circuit (TCO ... TC3) and the time difference between the time of exit (T0o ... T2o) of the vehicle (FZ) from the first track circuit (TCO ... TC3) and the time of exit (T0o ... T2o) of the vehicle (FZ) from the second track circuit (TCO ... TC3). The invention further comprises a method for operating a level crossing (BU), a method for predicting a time of arrival of a track-guided vehicle (FZ) at a route-related reference point, a method for predicting a time of departure of a route-related reference point by a track-guided vehicle (FZ) and a computer program directed thereto.

Description

The invention relates to a method for determining a speed value of a track-guided vehicle, in which measured values obtained when driving over at least one track-side device are evaluated with the aid of a computer. The invention also relates to a method for operating a railroad crossing. The invention also relates to a method for predicting a time of arrival of a track-guided vehicle at a track-related reference point and a method for predicting a time of departure of a track-guided vehicle from a track-related reference point. Finally, the invention relates to a computer program and a device for providing this computer program, the computer program being equipped with program instructions for carrying out this method.

document EP 2 718 168 B1 relates to a method for operating a railway safety system with at least one track device, taking into account a speed measurement value recorded by a wheel sensor (also known as an axle counter) when the rail vehicle enters the switch-on section of the railway safety system. When the rail vehicle enters the switch-on section, the speed measurement value is used to check whether a correction time for forwarding a message from one track device to an associated railway safety arrangement should be set in accordance with the speed measurement value. A set correction time is then checked to see whether it should remain effective depending on at least one other influencing variable of the rail vehicle that determines the travel time.

• erfasst mindestens ein Streckenelement während der Überfahrt des Schienenfahrzeugs Messdaten,
• werden rechnergestützt als Eigenschaften des Schienenfahrzeugs die Geschwindigkeit des Schienenfahrzeugs und die Beschleunigung des Schienenfahrzeugs aus den Messdaten ermittelt,
• wird eine Schließzeit zum Auslösen eines Schließens des Bahnübergangs in Abhängigkeit der ermittelten Eigenschaften des Schienenfahrzeugs bestimmt.

In the procedure for operating a level crossing as a railway safety system

• at least one track element records measurement data during the passage of the rail vehicle,
• the speed of the rail vehicle and the acceleration of the rail vehicle are determined from the measurement data using computer support,
• A closing time is determined to trigger the closing of the level crossing depending on the determined properties of the rail vehicle.

In the EP3984856A1 It is described that pattern recognition of rail vehicles can be carried out using wheel sensors, meaning that train types can be identified based on determined axle distances. Among other things, a level crossing can also be operated with an optimized closing time based on knowledge of the train types, whereby the closing times for freight trains, for example, can be shifted to a later point in time.

The solutions described above require the presence of wheel sensors in the approach area in front of the level crossing. The property of wheel sensors is used to determine the speed and acceleration of trains. However, wheel sensors are not available in all rail networks or are not intended to be used depending on the railway operator placing the order. Therefore, the solutions described cannot be used everywhere.

The object of the invention is to detect properties of the train with sufficient certainty without the (exclusive) use of wheel sensors so that a level crossing can be operated with an optimized closing time. For this purpose, a method and a device suitable for applying the method are to be specified. In addition, the object of the invention is to specify a computer program product and a provision device for this computer program product with which the aforementioned method can be carried out.

This object is achieved according to the invention with the subject matter of the claim (method) specified at the outset in that a first track circuit and a second track circuit following in the direction of travel of the vehicle are used as trackside devices, wherein the speed value is determined by calculating for the first track circuit the quotient of the length of the first track circuit and the time difference between the time the vehicle enters the first track circuit and the time the vehicle enters the second track circuit, and/or for the second track circuit the quotient of the length of the second track circuit and the time difference between the time the vehicle exits the first track circuit and the time the vehicle exits the second track circuit.

The speed value does not necessarily reflect the actual speed of the vehicle. Rather, it is an estimate that contains certain uncertainties due to the calculation formulas used. The speed value is advantageously calculated in such a way that it is correlated with an average speed of the vehicle in the area of the relevant track circuit.

The speed value according to the invention does not necessarily mean a real speed indication. Although this can be a speed indication that has a positive sign, it is merely a convention that makes the speed value easier to evaluate by the human mind. The question, for example, of whether the length of the track circuit is in the numerator or the denominator when forming the quotient is irrelevant for the method according to the invention. The unit of the speed value corresponds to a speed indication if the length of the track circuit is in the numerator. Otherwise, the reciprocal of a speed indication results, which can, however, be evaluated in the same way in the further process.

The question of whether the time related to the first track circuit is subtracted from the time related to the second DC circuit or vice versa has no effect on the result in terms of magnitude, but only on the sign. Therefore, both variants are possible to determine the speed value according to the invention.

The determination method according to the invention has the advantage that a speed value can be determined using track circuits. The invention uses a principle of not only evaluating the occupancy information of the track circuits independently of one another, as is usual for determining occupancy information, but also using measurable characteristic quantities of successive track circuits to calculate values such as the speed value already mentioned (preferably also a value for the time at which the start of the vehicle passes through the middle of the track circuit in question, a value for the time at which the start of the vehicle passes through the middle of the track section formed jointly by the first and second track circuits, an acceleration value for a vehicle traveling through the first and second track sections or for the length of the vehicle; more on these values below).

In the method according to the invention, reference is made to the start, middle or end of the vehicle depending on the operating situation. The start of the vehicle is preferably located by entering a track circuit and the end of the vehicle by exiting a track circuit, since the position of the track circuit on the route is known. Therefore, the start of the vehicle is represented by the first axle of the vehicle as seen in the direction of travel and the end of the vehicle is represented by the last axle of the vehicle as seen in the direction of travel. Overhangs of the vehicle can, however, be taken into account in a known manner by the respective distance of the actual start of the vehicle from the first axle and the actual end of the vehicle from the last axle if a higher accuracy for determining the location of the vehicle is required in certain applications. becomes.

The fact that we generally refer to values below is intended to make it clear that these values do not necessarily reflect real state variables of the vehicle over time. These can be, for example, average values or variables representing a specific state variable of the vehicle. According to the invention, the variables make it possible to estimate the operating state of the train, in particular its speed, and thus to use it for controlling the vehicle and track equipment within the framework of rail automation. Various control purposes come into consideration here (more on this below).

The simplest use case is to monitor the speed of the vehicle using the method according to the invention. In this case, the method according to the invention can also be used in pairs for consecutive track circuits, whereby a speed profile can be created for the vehicle even over longer sections of track (more on this below).

• Bahnübergang: Ankunftszeit des Fahrzeugs,
• Bahnsteig: Ankunftszeit des Fahrzeugs,
• Zeitpunkt der Belegung nachfolgender Gleisstromkreise,
• Belegung einer Weiche oder Weichengruppe.

In particular, the invention also enables a prediction of when a train will reach a certain reference point. This applies, for example, to a

• Railway crossing: arrival time of the vehicle,
• Platform: arrival time of the vehicle,
• Time of occupancy of subsequent track circuits,
• Occupancy of a switch or group of switches.

In the context of the invention, "computer-aided" or "computer-implemented" can be understood to mean an implementation of a method in which at least one computer or processor carries out at least one method step of the method.

In the context of the invention, a "computing environment" can be understood as an IT infrastructure consisting of components such as computers, storage units, programs and data to be processed with the programs, which are used to execute at least one application that has to fulfill a task. The IT infrastructure can in particular also consist of a network of the components mentioned.

A "computing instance" (or instance for short) can be understood as a functional unit within a computing environment that can be assigned to an application (given, for example, by a number of program modules) and can execute it. When the application is executed, this functional unit forms a physically (for example, computer, processor) and/or virtually (for example, program module) self-contained system.

The term "computer" or "computer" covers all electronic devices with data processing properties. Computers can be, for example, clients, servers, handheld computers, communication devices and other electronic devices for data processing, which can have processors and storage units and can also be connected to a network via interfaces.

In the context of the invention, a "processor" can be understood as, for example, a converter, a sensor for generating measurement signals or an electronic circuit. A processor can in particular be a main processor (Central Processing Unit, CPU), a microprocessor, a microcontroller or a digital signal processor, possibly in combination with a memory unit for storing program instructions and data. A processor can also be understood as a virtualized processor or a soft CPU.

A "storage unit" in connection with the Invention can be understood as, for example, a computer-readable memory in the form of a working memory (Random-Access Memory, RAM) or data storage (hard disk or data carrier).

"Program modules" are to be understood as individual software functional units that enable a program sequence of method steps according to the invention. These software functional units can be implemented in a single computer program or in several computer programs that communicate with each other. The interfaces implemented here can be implemented in software within a single processor or in hardware if several processors are used.

"Interfaces" can be implemented in hardware terms, for example wired or as a radio connection, and/or in software terms, for example as interaction between individual program modules of one or more computer programs.

According to one embodiment of the invention, it is provided that the first track circuit and the second track circuit do not directly abut one another and a distance between the first track circuit and the second track circuit is added to the length of the first track circuit and/or to the length of the second track circuit when calculating the speed.

The principle according to the invention for determining the speed value (and the other values mentioned) consists in comparing the events determined by adjacent track circuits. The events are, for example, entry into the first track circuit as seen in the direction of travel and entry into the second track circuit (generation of occupancy reports) as well as exit from the first circuit as seen in the direction of travel and the second track circuit (generation of vacancy reports).

Adjacent means that the track circuits follow one another. However, this does not necessarily mean that they are directly adjacent to one another. However, if the adjacent track circuits are not directly adjacent to one another, the distance between them must be taken into account for further calculations when it comes to the distance covered between the events mentioned. This is then not only determined by the respective length of the track circuits, but also by the distance between the two track circuits, because each event is determined by the subsequent track circuit.

The advantage if the adjacent track circuits do not have to be directly adjacent to one another is that existing track circuits whose position has already been determined can also be included in the method according to the invention if they are at a distance from one another or from track circuits newly added for the purpose of the method according to the invention. The track circuits newly added for the purpose of the method, which are simultaneously intended to serve another purpose that requires a specific position of the track circuit, can also be provided at a distance from the adjacent track circuits. This can advantageously reduce the number of track circuits to be installed.

• zur Berechnung des Mittendurchtritts des Fahrzeuganfangs zu dem Zeitpunkt des Eintritts des Fahrzeugs in den ersten Gleisstromkreis die Hälfte der positiven Zeitdifferenz zwischen dem Eintrittszeitpunkt des Fahrzeugs in den zweiten Gleisstromkreis und dem Eintrittszeitpunkt des Fahrzeugs in den ersten Gleisstromkreis addiert wird und/oder
• zur Berechnung des Mittendurchtritts des Fahrzeugendes zu dem Zeitpunkt des Austritts des Fahrzeugs aus dem ersten Gleisstromkreis die Hälfte der positiven Zeitdifferenz zwischen dem Austrittszeitpunkt des Fahrzeugs aus dem zweiten Gleisstromkreis und dem Austrittszeitpunkt des Fahrzeugs aus dem ersten Gleisstromkreis addiert wird.

According to one embodiment of the invention, it is provided that at least one point in time of a central passage of the vehicle in the track section formed by the first and/or second track circuit is determined by

• to calculate the central passage of the vehicle start at the time of entry of the vehicle into the first track circuit, half of the positive time difference between the time of entry of the vehicle into the second track circuit and the time of entry of the vehicle into the first track circuit is added and/or
• To calculate the central passage of the vehicle end at the time of the vehicle exiting the first track circuit, half of the positive time difference between the time of the vehicle exiting the second track circuit track circuit and the time at which the vehicle exits the first track circuit.

The determined times of the center crossing can be used advantageously for further calculations. But it is also possible to use the time of the center crossing to estimate the remaining distance that the vehicle has to cover to reach a reference point. The center of a section of track formed by a track circuit is known if the characteristic data of the track circuit, i.e. its length and its position on the track, are known.

• zur Berechnung des Mittendurchtritts des Fahrzeugmittelpunktes jeweils ein Zeitpunkt des Mittendurchtritts des Fahrzeuganfangs im durch den ersten und zweiten Gleisstromkreis gebildeten Streckenabschnitt bestimmt wird und zu dem Zeitpunkt des Mittendurchtritts des Fahrzeuganfangs im durch den ersten Gleisstromkreis gebildeten Streckenabschnitt die Hälfte der positiven Zeitdifferenz zwischen dem Zeitpunkt des Mittendurchtritts des Fahrzeugendes im durch den zweiten Gleisstromkreis gebildeten Streckenabschnitt und dem Zeitpunkt des Mittendurchtritts des Fahrzeuganfangs im durch den ersten Gleisstromkreis gebildeten Streckenabschnitt addiert wird und/oder
• zur Berechnung des Mittendurchtritts des Fahrzeuganfangs zu dem Zeitpunkt des Eintritts des Fahrzeuganfangs in den ersten Gleisstromkreis die Hälfte der positiven Zeitdifferenz zwischen dem Zeitpunkt des Eintritts des Fahrzeuganfangs in einen auf den zweiten Gleisstromkreis folgenden dritten Gleisstromkreis und dem Zeitpunkt des Eintritts des Fahrzeugs in den ersten Gleisstromkreis addiert wird und/oder
• zur Berechnung des Mittendurchtritts des Fahrzeugendes zu dem Zeitpunkt des Verlassens des Fahrzeugendes eines vor dem ersten Gleisstromkreis liegenden nullten Gleisstromkreises die Hälfte der positiven Zeitdifferenz zwischen dem Zeitpunkt des Verlassens des Fahrzeugendes des zweiten Gleisstromkreises und dem Zeitpunkt des Verlassens des Fahrzeugendes des nullten Gleisstromkreises vor dem ersten Gleisstromkreis addiert wird.

According to one embodiment of the invention, the time of a central passage of the vehicle in the track section formed jointly by the first and second track circuits is determined by

• to calculate the central passage of the vehicle centre, a time of the central passage of the vehicle start in the section of track formed by the first and second track circuits is determined and half of the positive time difference between the time of the central passage of the vehicle end in the section of track formed by the second track circuit and the time of the central passage of the vehicle start in the section of track formed by the first track circuit is added to the time of the central passage of the vehicle start in the section of track formed by the first track circuit and/or
• to calculate the central passage of the vehicle start at the time of entry of the vehicle start into the first track circuit, half of the positive time difference between the time of entry of the vehicle start into a third track circuit following the second track circuit and the time of entry of the vehicle into the first track circuit is added and/or
• for calculating the central passage of the vehicle end at the time of leaving the vehicle end of a half of the positive time difference between the time of leaving the vehicle end of the second track circuit and the time of leaving the vehicle end of the zeroth track circuit before the first track circuit is added to the time difference between the vehicle end of the zeroth track circuit before the first track circuit.

If the time of the center crossing is calculated using this method, this has the advantage that the center crossing refers to the track section formed jointly by the first track circuit and the second track circuit. As already mentioned, the principle according to the invention is based on the fact that two adjacent track circuits are used together to enable an evaluation that goes beyond the scope of the evaluation options available for a single circuit. If the center crossing is related to the said pair of track circuits, in other words, it is standardized for further calculations that also require the evaluation of both circuits (more on this below).

According to one embodiment of the invention, it is provided that the respective point in time of the middle passage of the relevant section of road is determined for the presence of the at least one speed value.

According to the invention, this is a way of using the time of the middle crossing to relate other calculated values to a specific time. At the same time, this time coincides with a presumed event at that very time, namely a defined location for a defined vehicle point (vehicle start, vehicle middle, vehicle end). The location is presumed because the actual location depends on the actual speed of the vehicle. This is not necessarily constant, and when passing through the track circuit, no statements can be made about how the speed changes during the passage due to occurring Accelerations of the vehicle are developed (braking processes are to be understood as negative acceleration in this sense). More on error analysis below.

Because the speed of the vehicle and a location on the route for which the speed applies are known according to the above-mentioned specifications and assumptions, forecasts can be calculated on this basis as to when the vehicle will arrive at a specific reference point. The distance of the reference point from the location of the middle crossing is taken into account, whereby the time when the vehicle will arrive at the reference point can be easily calculated based on a constant speed. This opens up possibilities for controlling train traffic more precisely, whereby the accuracy of the forecast can be taken into account.

According to one embodiment of the invention, it is provided that a speed value is determined for the first track circuit and for the second track circuit, and an acceleration value for the vehicle that has passed through the first track circuit and the second track circuit is determined by calculating the quotient of the difference between the speed of the vehicle in the first track circuit and the speed of the vehicle in the second track circuit and the difference between the time of the center passage of the vehicle start in the first track circuit and the time of the center passage of the vehicle end in the second track circuit.

The acceleration value can be used to improve the prediction of when the vehicle will arrive at a reference point. If the acceleration value of the vehicle is known as soon as it leaves the two track circuits that were used to calculate the acceleration value, a model can be created of how the speed of the vehicle is likely to develop. This is more accurate than if only the speed of the vehicle were taken into account. For example, a vehicle, which is currently accelerating (positively) will not initially slow down, and vice versa. From this, correction factors can be calculated that would not be available if only the speed (see above) were taken into account.

According to one embodiment of the invention, it is provided that a length value for the vehicle is determined by calculating half the product of the difference between the time at which the vehicle leaves the first track circuit and the time at which the vehicle enters the second track circuit and the sum of the speed of the vehicle in the first track circuit and the speed of the vehicle in the second track circuit.

In other words, the length of the vehicle can be determined by using two track circuits according to the invention. In particular, if the first track circuit is directly connected to the second track circuit, a point is created at the transition point at which the time at which the front of the train passes and the end of the train passes can be determined directly. Taking into account the speed, which can also be calculated using the track circuits, it is then possible to determine the length of the train. In order to be able to take into account the most accurate speed value possible, the speeds determined by the first track circuit and the second track circuit are taken into account together (added and divided by two).

• Voraussichtliche Räumung eines Streckenabschnitts
• Voraussichtliche Räumung einer Fahrstraße
• Voraussichtliche Räumung einer Weiche oder Weichengruppe

In addition, it is also possible to use the determined train length to predict the departure of a reference point:

• Expected evacuation of a section of road
• Expected clearing of a road
• Expected evacuation of a switch or group of switches

According to one embodiment of the invention, it is provided that the first track circuit and the second track circuit have the same length.

If both track circuits have the same length, the measurement results generated by the two track circuits are advantageously more comparable. This improves the significance of the values, which, as already mentioned, are only estimates. For example, the speed determined by taking both track circuits into account (see above) is more meaningful if the two speed values were obtained in a comparable way due to track circuits of the same length.

According to one embodiment of the invention, it is provided that the first track circuit and the second track circuit are at most 100 m long, preferably at most 50 m long.

The shorter the track circuits are, the more accurate the values determined are. In other words, uncertainties that arise, for example, due to an acceleration state of the vehicle traveling through the track circuit can be advantageously minimized. To this end, it is advantageous to provide the track circuits with a length that does not seem sensible at first glance if the longest possible distance is to be monitored with as few track circuits as possible (in the sense of the classic function of track circuits). However, the task according to the invention can be better accomplished if the track circuits are designed to be as short as possible.

According to one embodiment of the invention, it is provided that the first track circuit and the second track circuit belong to a sequence of more than two track circuits and that, for carrying out the method in the direction of travel of the vehicle, two adjacent track circuits are used alternately as the first track circuit and as the second track circuit.

With this embodiment of the invention it is achieved that on a route where a plurality (greater than 2) of consecutive track circuits, continuous monitoring of the vehicle is possible. Since the track circuits still have a certain length, this continuous monitoring can be described as quasi-continuous. This continuous monitoring according to the invention goes beyond the basic function of track circuits, i.e. the occupancy report and clearance report check according to the state of the art. As already explained, a speed development, an acceleration development and the train length can also be determined and monitored. Monitoring the train length can, for example, provide information about whether the train is complete.

In this case, the adjacent track circuits that the vehicle has just passed over take on the function of the first track circuit and the second track circuit in the sense of the invention. This naturally also applies to the zeroth track circuit located before the first track circuit and to the third track circuit located after the second track circuit. In other words, these move with the vehicle and with the first track circuit and the second track circuit, provided that they are used in the implementation of the method according to the invention. In other words, the terms zeroth track circuit, first track circuit, second track circuit, third track circuit chosen in the context of this description of the invention do not name specific track circuits on the route, but refer to the track circuits currently involved in the implementation of the method. The order of the numbering corresponds to the direction of travel of the vehicle.

und $$\mathrm{V}2\mathrm{m}=\mathrm{L}2/\left(\mathrm{T}2\mathrm{o}-\mathrm{T}1\mathrm{o}\right)$$

The speed values of the vehicle in the first track circuit and in the second DC circuit are respectively: $$\mathrm{V}1\mathrm{m}=\mathrm{<figure-callout\; id="1"\; label="L"\; filenames="imgf0003.png"\; state="\{\{state\}\}">L</figure-callout>}1/\left(\mathrm{T}2\mathrm{i}-\mathrm{T}1\mathrm{i}\right)$$

and $$\mathrm{V}2\mathrm{m}=\mathrm{L}2/\left(\mathrm{T}2\mathrm{O}-\mathrm{T}1\mathrm{O}\right)$$

und $$\mathrm{T}2\mathrm{m}=\mathrm{T}1\mathrm{o}+\left(\mathrm{T}2\mathrm{o}-\mathrm{T}1\mathrm{o}\right)/2$$

From this, the times of the middle passage of the vehicle start in the track section formed by the first or the vehicle end in the track section formed by the second track circuit can be calculated, whereby the middle passage is defined as the event that the vehicle, more precisely a vehicle start, a vehicle middle point or a vehicle end, has crossed exactly half of the track section formed by the relevant track circuit, as follows: $$\mathrm{T}1\mathrm{m}=\mathrm{T}1\mathrm{i}+\left(\mathrm{T}2\mathrm{i}-\mathrm{T}1\mathrm{i}\right)/2$$

and $$\mathrm{T}2\mathrm{m}=\mathrm{T}1\mathrm{O}+\left(\mathrm{T}2\mathrm{O}-\mathrm{T}1\mathrm{O}\right)/2$$

oder
der Zeitpunkt des Mittendurchtritts des Fahrzeuganfangs im durch den ersten und zweiten Gleisstromkreis gemeinsam gebildeten Streckenabschnitt berechnen, wobei der Mittendurchtritt in diesem Fall definiert ist als das Ereignis, dass der Fahrzeuganfang genau die Hälfte des durch beide Gleisstromkreise gemeinsam gebildeten Streckenabschnitts durchquert hat, zu: $$\mathrm{T}12\mathrm{m}=\mathrm{T}1\mathrm{i}+\left(\mathrm{T}3\mathrm{i}-\mathrm{T}1\mathrm{i}\right)/2$$

oder
der Zeitpunkt des Mittendurchtritts des Fahrzeugendes im durch den ersten und zweiten Gleisstromkreis gemeinsam gebildeten Streckenabschnitt berechnen, wobei der Mittendurchtritt in diesem Fall definiert ist als das Ereignis, dass das Fahrzeugende genau die Hälfte des durch beide Gleisstromkreise gemeinsam gebildeten Streckenabschnitts durchquert hat, zu: $$\mathrm{T}12\mathrm{m}=\mathrm{T}0\mathrm{o}+\left(\mathrm{T}2\mathrm{o}-\mathrm{T}0\mathrm{o}\right)/2$$

wobei sich die zweite der Formeln nur anwenden lässt, wenn auf die ersten beiden Gleisstromkreise ein dritter Gleisstromkreis folgt, mit dessen Hilfe sich T3i berechnen lässt, und sich die dritte der Formeln nur anwenden lässt, wenn vor dem ersten Gleisstromkreis ein nullter Gleisstromkreis liegt, mit dessen Hilfe sich T0o berechnen lässt.From this, the time of the vehicle crossing the middle (more precisely, an imaginary vehicle centre point lying in the middle between the vehicle start and the vehicle end) in the track section formed jointly by the first and second track circuits can be calculated, whereby the crossing of the middle in this case is defined as the event that the vehicle centre point has crossed exactly half of the track section formed jointly by both track circuits, as follows: $$\mathrm{T}12\mathrm{m}=\mathrm{T}1\mathrm{m}+\left(\mathrm{T}2\mathrm{m}-\mathrm{T}1\mathrm{m}\right)/2$$

or
the time of the middle passage of the vehicle start in the track section formed jointly by the first and second track circuits, whereby the middle passage in this case is defined as the event that the vehicle start has crossed exactly half of the track section formed jointly by both track circuits, to: $$\mathrm{T}12\mathrm{m}=\mathrm{T}1\mathrm{i}+\left(\mathrm{T}3\mathrm{i}-\mathrm{T}1\mathrm{i}\right)/2$$

or
calculate the time of the middle passage of the vehicle end in the track section formed jointly by the first and second track circuits, whereby the middle passage in this case is defined as the event that the vehicle end exactly has crossed half of the track section formed jointly by both track circuits, to: $$\mathrm{T}12\mathrm{m}=\mathrm{T}0\mathrm{O}+\left(\mathrm{T}2\mathrm{O}-\mathrm{T}0\mathrm{O}\right)/2$$

where the second of the formulas can only be applied if the first two track circuits are followed by a third track circuit, with the help of which T3i can be calculated, and the third of the formulas can only be applied if the first track circuit is preceded by a zeroth track circuit, with the help of which T0o can be calculated.

The acceleration value for a vehicle traveling through the first and second track sections can be calculated as: $$\mathrm{A}12=\left(\mathrm{V}2\mathrm{m}-\mathrm{V}1\mathrm{m}\right)/\left(\mathrm{T}2\mathrm{m}-\mathrm{T}1\mathrm{m}\right)$$

Taking into account the already determined dimensions, a length value of the train can be determined as: $$\mathrm{TLS}=1/2\cdot \left(\mathrm{T}1\mathrm{O}-\mathrm{T}2\mathrm{i}\right)\cdot \left(\mathrm{V}1\mathrm{m}+\mathrm{V}2\mathrm{m}\right).$$

As already explained, the determination of the values mentioned is based on model ideas, whereby the determined values deviate from the model ideas due to possible actual deviations, in particular the speed development (speed, acceleration) of the vehicle when passing the 1st track circuit and the 2nd track circuit. The possible deviations are to be estimated below, whereby a worst case scenario is also assumed for this purpose. The following considerations are decisive for this

If the speed of the vehicle is constant while crossing a track circuit, then the model for determining the speed is accurate and the error is, at least theoretically, 0. This also applies if the acceleration of the vehicle is constant while crossing the relevant track circuit is constant. However, a maximum error would be expected if the vehicle brakes (negatively accelerates) on the first half of the track while crossing the track circuit and accelerates (positively), or vice versa, i.e. accelerates on the first half of the track and brakes on the second half of the track. In the first case, the actual speed is below the speed calculated using the model and in the second case it is above the speed calculated using the model. In other words, in the two cases considered, only the sign of the error changes.

• Der Geschwindigkeit, mit der das Fahrzeug in den Gleisstromkreis einfährt (betrachtet werden die Geschwindigkeiten 50 km/h, 100 km/h und 150 km/h)
• der Länge des Gleisstromkreises (betrachtet werden Längen von 30 m, 50 m, 100 m, 200 m, 500 m)
• bezüglich des größten zu erwartenden Fehlers einer Abbremsung auf der 1. Hälfte des Gleisstromkreises und einer Beschleunigung auf der 2. Hälfte des Gleisstromkreises jeweils um den gleichen Betrag (betrachtet werden 0,1 m/s², 0,4 m/s², 0,7 m/s² und 1,0 m/s²).

These considerations make it clear that an error due to modeling depends on the following factors.

• The speed at which the vehicle enters the track circuit (the speeds considered are 50 km/h, 100 km/h and 150 km/h)
• the length of the track circuit (lengths of 30 m, 50 m, 100 m, 200 m, 500 m are considered)
• with respect to the largest expected error of a deceleration on the 1st half of the track circuit and an acceleration on the 2nd half of the track circuit, each by the same amount (0.1 m/s ² , 0.4 m/s ² , 0.7 m/s ² and 1.0 m/s ² are considered).

This results in the following amounts, which are detailed in the table, for the maximum possible model-related errors for the speed calculation in km/h. Worst case error (model-related) for speed value Entry speed 50 Length of track circuit 30 50 100 200 500 Acceleration (positive, negative) 0.1 0.20 0.33 0.66 1.33 3, 48 0.4 0.79 1.33 2.74 5, 87 0.7 1.40 2.38 5.05 11.91 1 2.03 3, 48 7, 65 Entry speed 100 Length of track circuit 30 50 100 200 500 Acceleration (positive, negative) 0.1 0.10 0.16 0.33 0.65 1, 65 0.4 0.39 0.65 1.31 2, 66 6, 97 0.7 0.69 1.15 2.32 4.76 13.04 1 0.98 1.65 3.35 6.97 20.34 Entry speed 150 Length of track circuit 30 50 100 200 500 Acceleration (positive, negative) 0.1 0.06 0.11 0.22 0.43 1.09 0.4 0.26 0.43 0.87 1.75 4.45 0.7 0.45 0.76 1.53 3.09 7.99 1 0.65 1.09 2.19 4.45 11.71

It is clear that the errors in determining the speed value become smaller the higher the speed of the vehicle and the shorter the track circuit used.

When modelling the worst case scenario, it should be noted that this would be less critical in reality. In the calculation, it was assumed that the vehicle would transition seamlessly from the braking state to the acceleration state at the time of entering the second half of the track circuit, with the assumed amount of braking or acceleration. In reality, of course, a A transition phase is required, which is, however, less critical than the assumption. This means that the errors calculated below would be less pronounced in reality.

For example, if you assume a speed of 100 km/h or more and a track length of 100 m, even with a deceleration/acceleration of 0.7 m/s ² the deviation is less than 2.5 km/h and thus better than 2.5%. If you also take into account a realistic transition from the vehicle's deceleration state to the acceleration state, you can even expect a deviation of less than 1%. Even with a track circuit with a length of 200 m, the deviation would still be less than 2%.

However, the method according to the invention becomes less accurate if the vehicle only travels at 50 km/h, for example. In this case, deviations of around 10% would be expected. Even if the track circuits for vehicles traveling at speeds of over 100 km/h were 500 m long, for example, the deviation would be around 10%.

At very low speeds, where complete braking of the vehicle in the relevant track circuit, combined with standstill times, is possible, the application of the method is not meaningful, since the error combined with the standstill time can theoretically be arbitrarily large.

The above considerations for calculating the model-related errors for determining the speed value also apply to the calculation of the further value of the train length which depends on the speed value.

• des ermittelten Geschwindigkeitswertes und
• des ermittelten Beschleunigungswertes

bestimmt wird.The above-mentioned object is alternatively achieved according to the invention with the subject matter of the claim (method) specified at the outset in that the speed and the acceleration are determined from the measurement data of at least two track elements designed as track circuits in accordance with the above explanation and the closing time of the level crossing taking into account

• of the determined speed value and
• of the determined acceleration value

is determined.

A track element is generally understood to mean track equipment that is installed along the track. This also includes sensors that are suitable for recording measurement data. The closing time of a level crossing is strictly speaking the time at which it is closed, not the period for which the level crossing is to remain closed.

A level crossing, preferably the entrance area of a level crossing, can be considered a reference point in the sense of the invention. Therefore, the method according to the invention can also be used, among other things, to adapt the closing time of a level crossing as precisely as possible to the vehicle approaching the level crossing. According to the invention, the determined speed values, the acceleration value and the train length can be used for this. The statements are preferably related to the time at which the vehicle passes through the middle of the first or second track circuit.

The above-mentioned object is alternatively achieved according to the invention with the subject matter of the claim (method) specified at the outset in that the method explained above is used to determine a speed value and acceleration value for the vehicle and the time of arrival at a specific reference point is estimated taking into account the speed value and the acceleration value.

The above-mentioned object is alternatively achieved according to the invention with the subject matter of the claim (method) specified at the outset in that the method explained above is used to determine a speed value, an acceleration value and a length value for the vehicle and the Time of leaving a certain reference point is estimated taking into account the speed value, the acceleration value and the train length.

According to one embodiment of the invention, it is provided that the reference point for a route object in the form of a level crossing or a platform or a switch or a group of switches or a route section or a route is specified.

For all of these route objects, it is useful if the arrival or departure time can be estimated as accurately as possible. This creates added value for the control of train traffic, delays can be prevented or existing delays can be reduced, and the safety of rail operations can be positively influenced.

According to one embodiment of the invention, it is provided that the reference point designates the route-related start or the route-related middle or the route-related end of the route object.

Depending on the extent and type of assessment, different areas of the track object can be used as a reference point. It is important that the reference point is clearly identified in order to enable a route estimate based on the track circuits involved in the method according to the invention.

For example, at a level crossing it is sensible to choose the entrance area as the reference point, as the level crossing must already be closed when the train arrives. For a platform it may be sensible to choose the end of the platform (seen in the direction of travel) as the reference point, as the train is supposed to enter the station completely. For track objects with a small extension in the direction of travel it may be sensible to define the track-related center as the reference point, as a deviation due to the extension of the track object can then has the same effect in both directions.

Furthermore, a computer program containing program modules with program instructions for carrying out the said method according to the invention and/or its embodiments is claimed, wherein the method according to the invention and/or its embodiments can be carried out by means of the computer program.

In addition, a provision device for storing and/or providing the computer program is claimed. The provision device is, for example, a storage unit that stores and/or provides the computer program. Alternatively and/or additionally, the provision device is, for example, a network service, a computer system, a server system, in particular a distributed, for example cloud-based computer system and/or virtual computer system, which stores and/or provides the computer program preferably in the form of a data stream.

The provision takes place in the form of a program data set as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program. This provision can also take place, for example, as a partial download consisting of several parts. Such a computer program is read into a system, for example, using the provision device, so that the method according to the invention is carried out on a computer.

Further details of the invention are described below with reference to the drawing. Identical or corresponding drawing elements are each provided with the same reference numerals and are only explained several times to the extent that there are differences between the individual figures.

The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the components of the embodiments described each represent individual features of the invention that are to be considered independently of one another, which also develop the invention independently of one another and are therefore to be considered as part of the invention individually or in a combination other than that shown. Furthermore, the components described can also be combined with the features of the invention described above.

• Figur 1 ein Ausführungsbeispiel der erfindungsbemäßen Vorrichtung mit ihren Wirkzusammenhängen schematisch, mit einem Beispiel einer Rechenumgebung für die Vorrichtung als Blockschaltbild, wobei die einzelnen Recheninstanzen Programmmodule ausführen, die jeweils in einem oder mehreren Computern ablaufen können und wobei die gezeigten Schnittstellen demgemäß softwaretechnisch in einem Computer oder hardwaretechnisch zwischen verschiedenen Computern ausgeführt sein können,
• Figur 2 schematisch den Ablauf des Verfahrens streckenseitig in einem Zeit-Weg-Diagramm mit dem Weg x und der Zeit t, d. h. das Durchlaufen des Fahrzeuges von mehreren Gleisstromkreisen, die alle direkt aneinanderstoßen, um Daten zur erfindungsgemäßen rechnergestützten Datenverabeitung zu sammeln.
• Figur 3 ein Ausführungsbeispiel des erfindungsgemäßen Verfahrens als Flussdiagramm, wobei die Funktionseinheiten und Schnittstellen gemäß Figur 1 beispielhaft angedeutet sind.

Show it:

• Figure 1 an embodiment of the device according to the invention with its functional relationships schematically, with an example of a computing environment for the device as a block diagram, wherein the individual computing instances execute program modules, each of which can run in one or more computers and wherein the interfaces shown can accordingly be implemented in software in one computer or in hardware between different computers,
• Figure 2 schematically shows the sequence of the method on the track side in a time-distance diagram with the distance x and the time t, ie the vehicle passing through several track circuits, which all directly adjoin one another, in order to collect data for the computer-aided data processing according to the invention.
• Figure 3 an embodiment of the method according to the invention as a flow chart, wherein the functional units and interfaces according to Figure 1 are indicated as examples.

In Figure 1 a track system with a track GL, a control center LZ and a signal box SW is shown. On the track GL, a vehicle FZ in the form of a train is driving towards a track object designed as a level crossing BU (the level crossing is only shown here as an example as a track object, another track object could also be used). A first track circuit TC1 and a second track circuit TC2 are installed on track GL, which are set up in a conventional manner to generate free and occupied messages for the relevant section of track GL.

The track circuits are arranged one after the other in the direction of travel of the trains and are directly adjacent to one another. They are also short, namely less than 50 m, so that they generate a measurement signal one after the other in a short time sequence. These measurement signals can now be used in the manner according to the invention to at least approximately determine the direction of travel FR of the train and the speed v of the train. More on this below. The actual speed v and the actual acceleration a of the train are indicated in figure one, in which the unit symbols mentioned are entered in figure one. It should be mentioned at this point that the actual speed is not to be determined using the method according to the invention, but can only be estimated using the track circuits.

The track circuit TC1 is connected to the signal box SW via a first interface S1 and the second track circuit TC2 is connected to it via a second interface S2, more precisely to a first computer CP1 in this signal box. The first computer CP1 also has a seventh interface S7 for the level crossing BU. The first computer CP1 is also connected to a first storage unit SE1 via a sixth interface S6.

In addition, communication between the signal box SW and the control center LZ is possible via a fourth interface S4 with a second computer CP2, which is connected to a second storage device SE2 via an eighth interface S8. The above-mentioned interfaces can be either wired (as shown) or radio interfaces, although in the latter case the antenna technology required to create radio interfaces is not shown.

Not shown are other signal boxes that are equipped with additional computers and additional storage units and communicate in a similar way with the track circuits TC1, TC2 via interfaces that are also not shown. These can take on other tasks, for example controlling signaling systems or predicting when the vehicle will enter a station.

If the vehicle FZ moves on the track GL towards the level crossing BU, the axles of the vehicle FZ first pass the first track circuit TC1 and then the second track circuit TC2. The recorded measured values can be transmitted to the first computer CP1 via the first interface S1 and the second interface S2, whereby the first computer CP1 is set up to carry out the method according to the invention. The first computer CP1 can also directly control the level crossing BU. Another possibility is that the first computer CP1 can be connected to another computer (in Figure 1 not shown), which is used via another interface to control the level crossing BU.

In Figure 1 only the first track circuit TC1 and the second track circuit TC2 are shown. These two track circuits are sufficient to carry out the method according to the invention. These two track circuits can, as in Figure 1 shown, in the approach area of a level crossing BU. This can be useful if axle counters are otherwise arranged in the track to generate occupancy and clearance reports. However, it is also possible for further track circuits to be arranged both before and after the track circuits TC1, TC2. These make it possible in particular to record further measurement data for the method according to the invention and to continuously use new adjacent track circuits in pairs for the method for vehicles FZ moving in the direction of travel. The other track circuits (not shown) are alternately used as the first track circuit TC1 and the second Track circuit TC2 and, if required, also zeroth track circuit TC0 and third track circuit TC3 are used.

In Figure 2 different positions of the vehicle FZ on the track GL are shown. Since these are shown at different times, a timeline t is shown as a z-axis to the left of the situations and an x-axis of a path-time diagram is shown for the path x. The transition points of the individual track circuits are shown in Figure 2 represented by circles on the GL track. In Figure 2 the zeroth track circuit extends from X0 to X1 and has a length L0, the second track circuit extends from X1 to X2 and has a length L1, the third track circuit extends from X2 to X3 and has a length L2 and the fourth track circuit extends from X3 to X4 and has a length L3.

Events are shown on the respective tracks, namely the input into the zeroth track circuit with E0, the output from the zeroth track circuit with A0, the input into the first track circuit with E1, etc. up to the output from the third track circuit with A3. The current event is shown in Figure 2 characterized in that the connection point in question is additionally circled at the beginning or end of the track circuit in question.

In Figure 2 the four track circuits, which are adjacent to each other, are laid in such a way that they directly abut each other. The transition points X1 ... X3 thus form the end as well as the beginning of a track circuit. This is not absolutely necessary. There may be a further distance between adjacent track circuits in a manner not shown, which must be taken into account in the calculations in the manner explained above. The indicated direction of travel FR decides on which side of the vehicle FZ the Figure 2 unspecified beginning of the vehicle and where the also unspecified end of the vehicle is located. The events described below refer to the end of the vehicle or the beginning of the vehicle.

Marked in Figure 2 are potential entries E into a track circuit: E0 for the zeroth track circuit to E3 in the third track circuit. Exits A from the track circuits are also shown: A0 for the first track circuit and A3 from the third track circuit.

At time T1i the start of the vehicle enters the first track circuit. This is event E1. At time T2i the start of the vehicle enters the second track circuit. This is event E2. At time T0o the end of the vehicle leaves the zeroth track circuit. This is event A0. At time T3i the start of the vehicle enters the third track circuit. This is event E3. At time T1o the end of the vehicle leaves the first track circuit. This is event A1. At time T2o the end of the vehicle leaves the second track circuit. This is event A2. These terms will be used below to explain the procedure.

This is an example. The order of events depends largely on the length of the train in relation to the length of the track circuits. Regardless of the order, the events mentioned serve to determine the input variables required for the method according to the invention, as will be explained in more detail below.

In Figure 3 A flow chart of the method according to the invention is shown, which is shown divided into 3 spheres. The left column shows the processes on the track GL. The middle shows the processes in the first computer CP1 and the right shows the first storage unit SE1.

On track GL, the procedure starts with the passage of a train through the Figure 2 shown track circuits, which correspond to the track circuits TC1, TC2 according to Figure 1 may correspond, whereby in addition (in Figure 1 not shown) a zeroth track circuit TC0 is provided before the first track circuit TC1 and a third track circuit TC3 is provided after the second track circuit TC2.

After the procedure has been started by a vehicle FZ passing through, its execution requires that the calculation procedure in the first computer CP1 has also been started. In a determination step ST_LCN, it is determined which track circuit is the zeroth track circuit, the first track circuit, the second track circuit and the third track circuit. These track circuits follow one another. The vehicle then crosses all track circuits in the specified order. The sequence of events according to Figure 3 differs from that according to Figure 2 . This represents the case where the vehicle is shorter than the length of the track circuits. The events E0, E1, A0, E2, A1, E3, A2, A3 then occur in the order given here (not all of the events given here are also in Figure 3 shown). A query step STP? then follows to determine whether the vehicle has reached its destination and will therefore not pass any further track circuits. If this is the case, the generation of measured values on track GL is stopped. Normally, however, the vehicle will continue to travel and so, for the purpose of continuous monitoring of the vehicle, a step is taken in which a newly added track circuit that is passed next is treated as the third track circuit, and the track circuits directly in front of it form the zeroth to second track circuits. The previously zeroth track circuit is no longer taken into account and the process is carried out again (also in the first computer CP1, whose computer-aided evaluation process is described below).

When the process is started in the first computer CP1, the time T0o is calculated based on the event A0 via the zeroth interface S0, the time T1i is calculated based on the event E1 via the first interface S1, the time T1o is calculated based on the event A1 via the first interface S1, the time T2 is calculated based on the event E2 via the second interface S2 the time T2i, due to the event A2 via the second interface S2 the time T2o, and due to the event E3 via the interface S3 the time T3i are read into the first computer. In Figure 3 the interfaces S0 to S3 are shown only as examples for the first run. In subsequent runs, the interfaces intended for the following track circuits are of course used. The interface designation in Figure 3 equals to Figure 1 .

As soon as the time T2i is available, the length L1 of the first track circuit can be read from the first storage device SE1 via the sixth interface S6. Then, using the calculation step CLC_V1m_T1m, both the speed and the time for the start of the vehicle to pass through the middle of the first track circuit can be calculated. As soon as the time T2o has also been read, the length L2 of the second track circuit is read from the first storage device SE1 via the sixth interface S6 and the speed and time for the end of the vehicle to pass through the middle of the second track circuit can be calculated using the calculation step CLC_V2m_T2m. As soon as this data has been calculated, the time for the vehicle to pass through the middle of the track section formed jointly by the first track circuit and the second track circuit can be calculated in a subsequent calculation step CLC_T12m. An alternative is also shown, according to which, after the occurrence of event E3 and reading in the time T3i, the calculation step CLC_T12m can be carried out with an alternative algorithm (depending on which data is available first).

In subsequent calculation steps, an acceleration value A12 of the vehicle in the track section formed by the first track circuit and the second track circuit can be calculated in the step CLC_A12. The train length TL can also be calculated in a calculation step CLC_TL. Finally, a forecast can be calculated in a calculation step CLC_PROG, which depends on the application. In the example according to Figure 1 For example, it would be about the arrival time of the Vehicle FZ at the railway crossing BU, which could be predicted in a corresponding calculation step. In this case, a probable movement sequence of the vehicle is calculated taking into account the determined speed value and the determined acceleration value.

A query step STP?, whether the procedure should be terminated, depends on whether the procedure on track GL has already been terminated. If this is the case, the calculation procedure is stopped. If this is not the case, the calculation procedure starts again.

List of reference symbols

GL

Track

FZ

Rail vehicle

BU

Railroad Crossing

LZ

Control center

SW

Signal box

A1 ... A3

antenna

S0 ... S8

interface

CP1 ... CP2

computer

SE1 ... SE2

Storage unit

FR

Direction of travel

TC0 ... TC3

Track circuit

v

actual speed of the vehicle

a

actual acceleration of the vehicle

X0 ... X4

Track location

L0 ... L3

Length of track circuits

E0 ... E3

Input into the track circuit

A0 ... A3

Output from the track circuit

T1i ... T3i

Time of entry of the vehicle

T0o ... T2o

Time of vehicle exit

T1m ... T2m

Time of passage of the vehicle start or end through the middle of the track section formed by the first or second track circuit

V1m ... V2m

Speed value for a vehicle passing through the first or second track section

T12m

Time of passage of the vehicle start or end through the middle of the track section formed jointly by the first and second track circuits

A12

Acceleration value for a vehicle passing through the first and second track sections

TLS

Length value for a vehicle passing through the first and second track sections

ST_LCN

Determination step for 0th to 3rd track circuit

ST_LCN+1

Shift step for 0th to 3rd track circuit

CLC_XXX

Calculation step for sizes

CLC_PROG

Calculation step for forecast

XXX_IN

Input step for measured values and constants

PROG_OT

Output step for forecast

STP?

Query step for end

Claims (17)

Method for determining a speed value of a track-guided vehicle (FZ), in which measured values obtained when driving over at least one track-side device are evaluated by computer,
characterized,
that a first track circuit (TC1) and a second track circuit (TC2) following in the direction of travel (FR) of the vehicle (FZ) are used as trackside equipment, whereby the speed value is determined by • for the first track circuit (TC1), the quotient of the length of the first track circuit (TC1) and the time difference between the entry time (T1i) of the vehicle (FZ) into the first track circuit (TC1) and the entry time (T2i) of the vehicle (FZ) into the second track circuit (TC2) is calculated, and/or • for the second track circuit (TC2), the quotient of the length of the second track circuit (TC2) and the time difference between the exit time (T1o) of the vehicle (FZ) from the first track circuit (TC1) and the exit time (T2o) of the vehicle (FZ) from the second track circuit (TC2) is calculated. Method according to claim 1
characterized,
that the first track circuit (TC1) and the second track circuit (TC2) do not directly adjoin one another and a distance between the first track circuit (TC1) and the second track circuit (TC2) is added to the length of the first track circuit (TC1) and/or to the length of the second track circuit (TC2) when calculating the speed. Method according to one of the preceding claims,
characterized,
that at least one point in time of the central passage of the vehicle (FZ) in the track section formed by the first and/or second track circuit (TC1 ... TC2) is determined by • to calculate the central passage of the vehicle start at the time of entry of the vehicle (FZ) into the first track circuit (TC1), half of the positive time difference between the time of entry of the vehicle (FZ) into the second track circuit (TC2) and the time of entry of the vehicle (FZ) into the first track circuit (TC1) is added and/or • to calculate the center passage of the vehicle end at the time of exit of the vehicle (FZ) from the first track circuit (TC1), half of the positive time difference between the time of exit of the vehicle (FZ) from the second track circuit (TC2) and the time of exit of the vehicle (FZ) from the first track circuit (TC1) is added. Method according to claim 3,
characterized,
that the time of a central passage of the vehicle (FZ) in the track section formed jointly by the first and second track circuits (TC1 ... TC2) is determined by • to calculate the central passage of the vehicle center, a time of the central passage of the vehicle start in the track section formed by the first and second track circuits (TC1 ... TC2) is determined and half of the positive time difference between the time of the central passage of the vehicle end in the track section formed by the second track circuit (TC2) and the time of the central passage of the vehicle start in the track section formed by the first track circuit (TC1) is added to the time of the central passage of the vehicle start in the track section formed by the first track circuit (TC1) and/or • to calculate the central passage of the vehicle start at the time of entry of the vehicle start into the first track circuit (TC1), half of the positive time difference between the time of entry of the vehicle start into a third track circuit following the second track circuit (TC2) track circuit (TC3) and the time of entry of the vehicle into the first track circuit (TC1) and/or • to calculate the centre passage of the vehicle end at the time of leaving the vehicle end of a zeroth track circuit (TC0) located in front of the first track circuit (TC1), half of the positive time difference between the time of leaving the vehicle end of the second track circuit (TC2) and the time of leaving the vehicle end of the zeroth track circuit (TC0) is added. Method according to claim 3 or 4,
characterized,
that the respective point in time at which the vehicle passes through the middle of the relevant section of road is determined for the occurrence of at least one speed value. Method according to claim 3, 4 or 5,
characterized,
that a speed value is determined for the first track circuit (TC1) and for the second track circuit (TC2) and an acceleration value for the vehicle (FZ) that has crossed the first track circuit (TC1) and the second track circuit (TC2) is determined by calculating the quotient of the difference between the speed of the vehicle (FZ) in the first track circuit (TC1) and the speed of the vehicle (FZ) in the second track circuit (TC2) and the difference between the time of the center passage of the start of the vehicle in the first track circuit (TC1) and the time of the center passage of the start of the vehicle in the second track circuit (TC2). Method according to one of the preceding claims,
characterized,
that a length value for the vehicle (FZ) is determined by multiplying half the product of the difference between the time of the vehicle (FZ) leaving the first track circuit (TC1) and the time of the vehicle (FZ) entering the second track circuit (TC2) and the sum of the speed of the vehicle (FZ) in the first track circuit (TC1) and the speed of the vehicle (FZ) in the second track circuit (TC2). Method according to one of the preceding claims,
characterized,
that the first track circuit (TC1) and the second track circuit (TC2) have the same length. Method according to one of the preceding claims,
characterized,
that the first track circuit (TC1) and the second track circuit (TC2) are no longer than 100 m, preferably no longer than 50 m. Method according to one of the preceding claims,
characterized,
that the first track circuit (TC1) and the second track circuit (TC2) belong to a sequence of more than two track circuits and that for carrying out the procedure in the direction of travel (FR) of the vehicle (FZ), two adjacent track circuits are used alternately as the first track circuit (TC1) and as the second track circuit (TC2). Method for operating a level crossing (BU), in which track-guided vehicles (FZ) approaching a level crossing (BU) • at least one track element records measurement data during the passage of the rail vehicle (FZ), • the speed (v) of the rail vehicle (FZ) and the acceleration (a) of the rail vehicle (FZ) are determined from the measurement data using computer support as properties of the rail vehicle (FZ), • a closing time for triggering the closing of the level crossing (BU) is determined depending on the determined properties of the rail vehicle (FZ), characterized,
that the speed and the acceleration are determined from the measurement data of at least two track elements designed as track circuits (TC0 ... TC3) according to one of claims 6 to 10 and the closing time of the level crossing (BU) is calculated taking into account • the determined speed value and • the determined acceleration value is determined. Method for predicting a time of arrival of a track-guided vehicle (FZ) at a route-related reference point,
characterized,
that a method according to one of claims 6 to 10 is used to determine a speed value and acceleration value for the vehicle (FZ) and the time of arrival is estimated taking into account the speed value and the acceleration value. Method for predicting the time at which a track-guided vehicle (FZ) will leave a track-related reference point,
characterized,
that a method according to one of claims 7 to 10 is used to determine a speed value, an acceleration value and a length value for the vehicle (FZ) and the time of departure is estimated taking into account the speed value, the acceleration value and the train length. Method according to claim 12 or 13,
characterized,
that the reference point for a route object is specified in the form of a level crossing (BU) or a platform or a switch or a group of switches or a route section or a route. Method according to claim 14,
characterized,
that the reference point designates the line-related start or the line-related middle or the line-related end of the line object. Computer program with program instructions for carrying out the method according to one of claims 1 - 15. Provision device for the computer program according to the last preceding claim, wherein the provision device stores and/or provides the computer program.

Images