WO1994007730A1

WO1994007730A1 - Process for correcting axle counting errors in railway layouts and device for implementing the process

Info

Publication number: WO1994007730A1
Application number: PCT/DE1993/000847
Authority: WO
Inventors: Gottfried Hoffmann; Johann Polz; Gerhard Wilms
Original assignee: Siemens Aktiengesellschaft
Priority date: 1992-10-01
Filing date: 1993-09-08
Publication date: 1994-04-14
Also published as: DE59305901D1; DK0662898T3; MX9306121A; AU666225B2; FI951543A; FI110082B; CN1086181A; ES2102054T3; ATE150398T1; CN1053150C; EP0662898A1; AU4943893A; FI951543A0; EP0662898B1; DE4233546A1

Abstract

Correction of the counter result (18) of a counting point (Z3) by the corresponding counter results (20) of neighbouring counting points (Z2, Z4) is permissible only if a further check has been made to ensure that the sections between these counting points which have been signalled as still occupied as a result of the counting difference are actually free; this is preferably done by comparing the counting results of other counting points (Z1, Z5) on either side of the faulty point (Z3). To correct counting errors also in the section containing branched lines, counter results are allocated to all lines in these sections. The free signal conditions for these sections are used to find free signal equations and from the two free signal equations for each counting point is found a correction equation which establishes the condition in which a counter result may be regarded as clearly false and correctable. The counter results are processed in computers which retain the axle counts of the counting points which they passed for each train. The counting point information is allocated to the storage fields in the computers for the individual trains by the concatenation of the counting points by the free signal equations applicable to them.

Description

Method for correcting axle counting errors in railway systems and device for carrying out the method

The invention relates to a method according to the preamble of claim 1 and to a device for carrying out the method.

Such a method is known from DE-OS 15 30 389. There, the individual metering points act on associated memories in which the metering results determined by the metering points are temporarily recorded. If the counting results of successive counting points match, the free signal of the track section lying between them is derived in a known manner; as long as this correspondence does not exist, the relevant section remains reported as occupied. If a train has now passed a sequence of track sections without train separation, but one of the metering points has counted too many or too few axes as a result of a fault, then the two sections adjacent to the disturbed metering point remain reported as occupied because their counting in and counting out points have different counting results. From the fact that the two metering points adjacent to the disturbed metering point have, according to the assumption, corresponding metering results, it is concluded according to the teaching of the aforementioned DE-OS that the train has passed the sections still reported as occupied without train separation. The two metering points with the matching metering results then cause the metering result for the metering point located between them to be corrected, which is automatically erroneously occupied by comparing the corrected metering result with the metering results stored for the adjacent metering points ^• Reported sections.

This known method for correcting axle counting errors does not take into account the possibility that e.g. B. in a train separation, a train stop that a shunting movement just as many axes can remain in a section as too little or too many were counted by an adjacent metering point due to a fault. The correction mechanism can then result in an incorrect vacant message for a section that is actually still occupied. The probability of coincidence of counting errors and train separations or train stops, which could lead to an unwanted release of an actually occupied section, is not to be considered as negligible, especially in the area of very low number of axles.

The known method can only be used for track sections without branches, because it is based on an unambiguous, rigid linkage of the counting results of neighboring metering points. The effort for storing and comparing the count results is considerable because of the decentralized design of the processing logic.

This effort is reduced when training the

Device for axle count correction according to the teaching of DE-PS 19 38 311. Here, a disturbed counting point is reset via the track vacancy signals of certain sections. To trigger such free signal signals, the counting result of each metering point is compared with the counting result of the first metering point of a route. The counting result of this counting point remains stored until the associated train has left the route. The route can be used by several trains at the same time be, the number of axes of which is then recorded in a corresponding plurality of associated memories for the entry area and provided for comparison with the number of axes of the metering points on the route.

In this known circuit arrangement there is no danger of an inadmissible axle count correction because the clearing of the individual sections does not result from the comparison of the axes entering and exiting these sections, but from the comparison of the axles

Extending sections is made dependent on the axles retracted into the first section of a route; when counting errors and train separations or train stops come together, this does not lead to erroneous clearance of a section that is actually still occupied and thus does not correct an actually correct counting result; however, a disturbance at the first point of metering of the route affects all sections of this route in such a way that these sections remain occupied after the train journey has been completed, even if they have actually been completely cleared.

This known device is also only suitable for use on continuous lines without branches.

Finally, DE-OS 17 80 i \ 69 suggests that for a counting point correction of a metering point not only the counting results of the two metering points directly adjacent to a faulty metering point should be compared with one another, but that it makes sense can be to perform the axle count comparison over three sections. In this way it should be achieved that counting errors at two directly successive counting points can also be corrected. The object of the invention is to provide a method according to the preamble of claim 1, which works highly reliably by correcting actually incorrect counting results, but which excludes unwanted vacancies in actually occupied sections as a result of an unfortunate interaction of counting errors and train separations . The invention also has the task of creating a device for carrying out the method.

The invention solves these problems by applying the characterizing features of claim 1 and claim 6, respectively, by the fact that the correction of a counting result, in addition to the counting results of neighboring counting points, also has an additional identifier for clearing the fault-related If sections that are reported to be occupied are made dependent, incorrect point of delivery corrections can no longer occur as a result of the encounter of counting errors and train separations or train stops. The management of the counting results of a large number of metering points of a certain route area in a common computer allows access to the metering results of different metering points required for axle count correction at any time.

A preferred embodiment of the method according to the invention consists, according to claim 2, in that for the additional checking / monitoring of the free state of track sections, the counting results from selected metering points are used which are outside the track sections which are still occupied due to the fault lie on both sides of the disturbed metering point. Through these measures, the effort for the additional free report required to correct a counting result is reduced Reduced to a minimum; separate means for generating a train termination message are not required.

The features of claim 3 allow the method according to the invention to be used also and especially for routes with branching tracks and to specifically access the counting results of those counting points that were passed by the train concerned in order to correct a counting result.

According to the teaching of claim 4, the metering point correction is to be brought about by taking into account the metering results of very specific neighboring metering points which result from a correction equation valid for the metering point concerned. These correction equations each apply to a certain type of track element; the numerical values of the counting results to be taken into account in each case result from the topography of the counting point to be corrected.

In order to be able to correct the counting result of the respective first or last metering point within a route area as required, the method features of claim 5 provide for this purpose to access the metering results of metering points in the adjacent route areas.

As a device for carrying out the method according to the preceding claims, computers should be provided according to claim 6, which manage the number of axes of a large number of metering points and which allow access to the number of axes required for the release and correction of metering results. According to the teaching of claim 7, these computers should store the number of axles at least until the axles extend from the respective route area and thus provide them for a maximum correction time.

In a departure from the prior art, the features of claim 8 provide for assigning a separate metering point with its own meter reading to each line of each track element, wherein according to claim 9, the metering points with their own meter reading can also be used jointly for adjacent track elements. Only by providing these counter readings on all lines pointing to a neighboring track element is a counting correction also possible in the area of branching switch lines and in the area of crossings.

For the simultaneous treatment of the number of axles of a plurality of vehicles or vehicle assemblies within a route area, provision is made according to the teaching of claim 10 to temporarily assign a memory to each vehicle / vehicle association when entering a route area, into the memory area continuously according to the advancement of the vehicle / vehicle association the number of axes of the metering points passed by these are loaded.

According to claim 11, to enable the correction of a counting result, the counting results of counting points are to be used, which are preferably assigned to the entry and exit sections of the vehicle / vehicle association in or out of the route area, because this corrects the counting results of all of them allows lying points of the route area.

For route-oriented linking of the counting results the computer should store the postage reporting equations of each metering point traveled at least until the vehicle / vehicle assembly has passed the following metering point, so that from the equality of the metering equations respectively assigned to these metering points to that of the vehicle / vehicle association closed path and thus the respective results can be brought together.

According to the teaching of claim 13, the computer deletes the memories temporarily installed for the individual vehicles / vehicle associations at the earliest when the vehicle / vehicle association leaves the route area, with which these memories can then be assigned to subsequent vehicles / vehicle associations.

The correction of a counting result should be carried out automatically or manually by an operator if the necessary conditions are met, according to the teaching of claim 14, whereby in each case each correction according to claim 15 should be recorded in a log.

Claim 16 identifies the use of metering points with different treatment of the counting results and claim 17 shows how a permanent malfunction of a metering point can be advantageously determined.

The invention is explained in more detail below on the basis of relationships shown graphically in the drawing.

The drawing shows in

1 shows the arrangement of metering points for different types of guideway elements together with associated free reporting equations, in

Figure 2 shows the principle of counting error correction according to the prior art, in

FIGS. 3 and 4 show two cases in which the known method can lead to an impermissible correction of counting results under unfavorable conditions, in FIG. 5 a route area consisting of four switches with counting results detected by the individual metering points, in FIG. 6 the occurrence the correction equation valid for a specific metering point as well as the assumptions and requirements for carrying out the error correction and in FIG. 7 the information stored in the computer for a vehicle / vehicle association about the counting results detected by the individual metering points as the vehicle / vehicle association advances as well as the free reporting equations used for linking the meter results in a route.

For a better understanding of the invention, the principle of correcting a counting error known from the prior art will first be explained with reference to FIG. 2. Figure 2 shows a route with a total of five metering points ZI to Z5, each through two adjacent

Points are shown. These points stand for any wheel detection devices for recognizing passing vehicle axles depending on the direction of travel. The route is said to be traveled by a vehicle association FV, which is said to have completely passed the metering point Z3 at a first observation time t1. This vehicle group should have 20 axes, which should be properly detected by the metering points ZI and Z2; the number of axes is plotted below the individual metering points, above the corresponding counting results of the metering points

ZI and Z2 the section is cleared between these metering points; sections that have been released are marked with an F, and sections that are reported as busy are marked with a B. The point of delivery Z3 should be two due to the fault

Have counted too few axes. As a result, the section located between the metering points Z2 and Z3 remains busy even when section b is cleared. If the vehicle association FV now passes the metering point Z4 and the metering point Z4 again detects 20 axes, it is assumed in application of the known method that the train has completely cleared the sections that have been reported as occupied, and a comparison of the counting results is then made at time t 2 the metering points Z2 and Z4 adjacent to the disturbed metering point. As a result of the matching

Counting results of this metering point are now corrected the counting result of the metering point Z3 included by them. As a result of this, agreement between the counting results of the metering points Z2 and Z3 as well as Z3 and Z4 is also established, which leads to the vacant reporting of the sections which are reported to be occupied due to the fault.

The correction method explained in more detail above can be used as long as it can be assumed that in a vehicle / vehicle group due to train separation, train stop or reoccupying of an already cleared section due to rolling back of vehicles, not just as many axes remain in a section as from e too many or too few axes were counted in a metering point adjacent to the section still occupied. Then it could be the case that the effects of both processes cancel each other out, so that an inadmissible release of an actually occupied section can occur. The probability for such a free notification, especially in the area of very low number of axles, it is not negligible. Figures 3 and 4 show two cases for such an accident. In the exemplary embodiment in FIG. 3, a vehicle association may have passed the route, a two-axle vehicle remaining in the section between the metering points ZI and Z2 due to train separation; the counting point Z3 is said to have detected a number of axes that is too large by two axes due to a fault. It can be seen from the graphical illustration of FIG. 3 that the counting result of the metering point Z2 is corrected on the basis of the corresponding number of axes of the metering points ZI and Z3, with the result that the sections located between these metering points are reported free, although the section between the metering points ZI and Z2 is actually still occupied.

In the exemplary embodiment in FIG. 4, a two-axle vehicle is said to have remained between the metering points Z4 and Z5; the metering point Z3 may have counted two axes too few. Here the matching counting results of the metering points Z3 and Z5 initially cause the correcting of the correct counting result for the metering point Z4 in the direction of the lower number of axles, with the result that the sections between the metering points Z3 to Z5 then match due to the agreement of the counting results Metering points are reported, even though the section between metering points Z4 and Z5 is actually still occupied.

These free messages, regardless of whether they come from the normal free message level or from the correction level, are inadmissible because they simulate the availability of route elements that are actually not available. The invention is based on the knowledge that these undesired and impermissible free messages can be avoided if the correction of counting results is not only made dependent on the meter readings of adjacent metering points, but also that it is ensured that the sections which served from the point of delivery with the different counting result, are actually free of vehicles. In relation to the examples in FIGS. 3 and 4, this means that no result correction may be carried out there because it is actually

Vehicles have remained on the route. The remaining of vehicles in a route can be recognized by train closing monitoring or by additional track monitoring of the sections which are occupied by a counting error by means of any one, at least this one

Sections comprising track vacancy detection. The information about the free status of a section which is reported to be occupied is preferably provided, however, by comparing the counting results of the metering points arranged at the beginning and at the end of a section of the route, but can also be obtained by comparing any other metering points outside the sections affected by the fault . The counting results of those metering points, by means of which the additional check of the free status of a route is determined, cannot be corrected without further ado, unless it is possible to access the counting results of other metering points, which are arranged on both sides of these metering points . If the metering points for the additional checking of the free status of a track are arranged at the beginning and at the end of a route area, and the counting results of these metering points are also to be corrected if necessary, the counting results of metering points in the adjacent route points access areas; this requires additional transmission measures between the individual route areas. In itself, the use of metering points arranged at the boundaries of a route area is advantageous for the additional checking of the free state of a track, because this enables the greatest possible number of metering points to be made available for a correction of the counting result. The usual free notification of the individual sections by the metering points delimiting the sections is made possible by the additional check of the free status of the

Route not affected, so that it takes place immediately after clearing a section. It is only in the case of counting errors that the clearing of the track sections affected by the incorrect counting is delayed until the route is cleared, which is checked by the metering points used for the additional check of the free state of the track. This delay can easily be accepted, since counting errors are exceptional cases that do not occur too often; Usually one counts with a counting error per metering point and year of operation.

In the exemplary embodiments in FIGS. 2 to 4, there are simple, clearly manageable conditions because the routes are continuous without branches, that is to say that the successive metering points must be provided that no counting errors and no train separations have occurred after a complete train journey always have the same meter reading. From the actual meter readings, it is easy to see whether the sections are free, whether they are occupied or whether an incorrect count has occurred. The prerequisites are different for lines with track branches. For this purpose, reference is made to FIG. 5 of the drawing. FIG. 5 shows a section of the route which is formed from four switches W1 to W4. It is initially assumed that only the axes entering and leaving this route area are detected at the metering points 26 ZU, Z8 and Z13. A total of three train journeys, each with 10, 20 or 8 axes, are said to have taken place; the train journeys are illustrated in the drawing by dash-dotted lines. The number of axles detected by the individual metering points are given in brackets next to the metering points. After completing the train journey, the metering points under consideration have all different meter readings. It is no longer easily recognizable whether the route between the metering points is free, whether it is occupied or whether a metering error has occurred anywhere.

In order to enable a statement about the presence of counting errors as a prerequisite for a subsequent correction of the counting results also for the area of track branches, the invention provides for a metering point with its own counting result to be added to each line of each track element pointing to a neighboring trackway element ¬ arrange, with the adjacent strands of adjacent track elements can each be assigned a common point of delivery. The assignment of the metering points to the individual neighboring track elements for the different types of track elements is shown in FIG. 1. A track section A, a switch W and an intersection K are shown with associated metering points on each branching branch. In addition to the three types of route element specified, the conditions for the free notification of the route element in question are listed in the form of a free reporting equation. The number NA of the vehicle axles in section A is equal to that Difference between the number of axles N14 and N15 detected by the limiting metering points depending on the direction of travel. For section A, a free message FA is triggered when the number of axes detected by metering point Z14 and moved into the section is equal to the number of axes detected by metering point Z15 and extended from the section.

In the turnout W, the number NW of the axes traversing the turnout is defined by the difference between the z. B. on the point of delivery Z16 retracted vehicle axles N16 and on the branching branches and the counting points Z17 and Z18 axles N17 and N18. The free message FW of the switch is given when the number of vehicle axles N16 retracted via the common branch is equal to or vice versa the number of axes N17 and N18 extended via the branching branches.

An intersection K with its four branching strands is delimited by four metering points Z19 to Z22. The number of vehicle axles NK in the intersection area is equal to the difference between the z. B. the vehicle axles N19 and N21 retracted via the metering points Z19 and Z21 and the vehicle axles N20 and N22 extended via the metering points Z20 and Z22. The intersection K is free, with the result that a free message FK can be initiated if the sum of the retracted vehicle axles N19 + N21 is equal to the sum of the extended vehicle axles N22 + N20.

Based on the routing of the exemplary embodiment according to FIG. 5, the application of the measures according to FIG. 1 means that the switches provided there on their Entrance and exit passengers are to be provided with associated metering points at which the vehicle wheels that are passing in each case can be detected in a direction-related manner. In the following, an example is used to show how the correction of a point of delivery result is to be carried out for a branching track element. The metering point Z10 should serve as an example. This metering point detects the vehicle axles running over the branches of the turnouts W2 and W4. For him, two free-reporting equations apply, namely that for the switch W2 and that for the switch W4. The two free reporting equations have been listed in FIG. 6. Equating the two free reporting equations leads to a so-called correction equation for the metering point Z10. This correction equation shows that it is necessary for the free notification of the

Points W2 and W4 do not matter at all to the counting result of metering point Z10 if the counting results of the other metering points of the two points are known, i. H. Even if the counting result of metering point Z10 is faulty due to a fault, the free signaling of the points can be derived from the numerical values of the counting results of the other metering points of the points. The numerical control of the correction equation confirms this finding. An error correction can therefore be carried out according to the teaching of the present invention if the following conditions are met:

1. The two sections adjacent to the point of delivery to be corrected must be occupied after a train journey. 2. The condition of the correction equation for the point of delivery to be corrected must be fulfilled, ie the sum of the vehicle axles retracted and extended by the other points of delivery of the sections affected by the fault must be zero. 3. The counting result correction may only be carried out if and when the sum of the axes retracted into the route area with the disturbed metering point is equal to the sum of the axes moved out of this area, the number of axles being determined from the disturbed metering point distant points of delivery can be made.

Corresponding correction equations can be set up in the same way for all other metering points of a track system. If necessary, they will be used to correct the counting results.

The technical implementation of the method according to the invention is expediently carried out using a computer, preferably a multicomputer system composed of single or double computers, for the processing of the counting results in a secure manner in terms of signal technology, in each case a large number of counting points assigned to them. The arrangement should preferably be such that each individual computer has the

Count results from z. B. 20 metering points managed, the associated track sections adjoin each other according to track plan and belong to a common route area. The metering points at the route area boundaries preferably form the metering points which are used for the additional check of the free status of the associated route area. The computers store the number of axles transmitted to them by the individual metering points at least as long as they are required for a later axle count correction, ie preferably until the vehicle axles move out of the associated route area.

As long as a route area is only vehicle / vehicle group is driven, the driving events of the individual metering points can be clearly assigned to this vehicle group. In the case of larger route areas, however, there is the possibility that several vehicles / vehicle groups have been driving them simultaneously. Then a clear assignment of the traffic events to the individual trains is no longer easy. One possibility of assigning counting results would be to link these counting results as a function of the position of the individual distributor switches defined by the respective route placement order. However, this presupposes an interaction of the axle counting with the signal box, which is not readily available. A particularly advantageous embodiment of a device according to the invention for applying the claimed correcting method method therefore provides that the linking of the counting results in the individual computers is carried out by the advancing train itself, using the free reporting equations applicable to the individual metering points. As soon as a point of delivery is activated, the associated computer determines which point of delivery it is and which route element type this point of delivery is assigned to. From the respective route element type, the computer knows the pattern of the associated clearing equations, which is now implemented taking into account the track topography, with the information for the associated metering points and the counting results of the metering points, which flow into the associated clearing equations. From the free reporting equations of the currently activated metering point, the computer recognizes the other metering points that can be involved in occupying the track sections to which the activated metering point belongs. He also knows, among other things, the exemption equations for those previously traveled Point of delivery. From the identity of the free reporting equations for the point of delivery just activated and the point of delivery previously activated, the computer recognizes the assignment of the counting results of these two points of delivery to the same vehicle / vehicle group. In this way, it is possible for him to assign the incoming point of delivery sensor messages to specific vehicles / vehicle groups.

The invention provides that the computer of a certain route area temporarily installs a memory for each vehicle / vehicle group penetrating into it, in which the continuously increasing with the advancement of the vehicle (s) from the points of consecutive in the respective route detected number of axes can be loaded. The decision as to which of these memories the number of axes of a specific metering point is to be supplied is made by the computer in the manner explained above from knowledge of the respectively effective metering point and the free reporting equations of this metering point and knowledge of the free reporting equations of the same Vehicle / vehicle group previously used point of delivery. The free reporting equations for the individual metering points must be stored in the respective computer memories at least until the link to the following metering point has been successfully achieved. When a train area is completely cleared by a train, the memory installed for it can be erased again and made available for the reception of another train entering the track area.

FIG. 7 shows a schematic representation of the structure of the information in such a memory. The computer reserves a memory area for any train A breaking into a route area hereinafter referred to as the correction group. The counting results of the metering points traveled by this train are then stored in bytes, the counting result NX = NE of the first metering point being used for a possible correction of another metering point passed by the train later. It is assumed that the train passes counting point Z12 of the route area according to FIG. 5 when the correction group is viewed. The two free reporting equations indicated in FIG. 7 for the 5th byte are assigned to this metering point. When counting pulses for metering point Z12 arrive, the computer checks the free reporting equations of the metering points last activated there for all the correction groups installed by it and recognizes in the correction group of train A for metering point CLOSE a free reporting equation that corresponds to a free reporting equation of the metering point Corresponds to Z12. From this, the computer recognizes that the point of delivery Z12 was subsequently driven to the point of delivery CLOSE, that is, the train has advanced to the point of delivery Z12 via the point of delivery CLOSE. He then adds up the counting pulses supplied from the metering point Z12 to a counting result and stores this in the 5th byte of the correction group for train A. Corresponding processes are repeated when the train advances z. B. via the point of delivery Z13 to an exit point of departure from the route area. At the end of the train journey, the counting results NX = NE, NY, NZ Nil, N12, N13, NU, NV and NW = NA of all counting points passed in succession by train A when passing the route area are then listed in the correction group, so that they can be used as required according to the rules of the correction equations applicable to the individual metering points, if the other conditions are present (track occupancy, additional track vacancy detection) can be used to correct the metering point. The additional track vacancy detection can preferably again are effected by the counting results NE and NA of the entry and exit counting points of the route area.

The correction of each counting result can either take place automatically when the train leaves the route area, or it can be carried out manually by an operator who then has to take responsibility for this operating action. In any case, it is advantageous to record every correction process in a fault log at least according to the point of delivery and time for later examinations.

It is also possible to store a corresponding note for a metering point whose metering result is corrected, in order to be able to determine whether this metering point again has incorrect metering results even in later train journeys. In such a case, from a certain number of counting errors, this counting point could be excluded from further correction of its counting results.

The particular advantage of the method according to the invention and the device according to the invention is that the reliability of axle counting systems is increased considerably because inevitable incorrect counts can preferably be eliminated automatically after a relatively short time, so that there are no significant operational errors due to counting errors. On the other hand, the application of the measures according to the invention compared to the measures according to the prior art for axle count error correction also increases the security of the track vacancy detection because undesired vacancies of sections which are actually occupied are reliably prevented in the unfortunate encounter of axle count errors and train separations or shunting movements . The method according to the invention and its application in a suitable device is independent of the type of metering points used, both with regard to the actual sensors for the wheel detection and with regard to the possible counting mechanisms for the wheel pulses. Thus, as assumed in the examples explained, the number of axles actually passed for the individual metering points can be added up depending on the direction of travel. However, it is also possible to delete the counting results of the counting points of each track element at the same time or in accordance with the vacant reporting process when a train advances; the counting results of these metering points are always zero when the associated track is free. However, deleting the counting results is only permitted if it is certain that the individual counting results are no longer required for a possible correction of a subsequent point of delivery, ie the deletion of the counting results would have to be made dependent on the clearing of one in the Route of the following route element.

The use of the technique according to the invention for counting correction is also possible without restrictions and can be used with advantage even when traveling in the track changing mode.

Claims

1. A method for the automatic correction of axle counting errors in railway systems using metering points arranged along a route and used for counting passing vehicle wheels, the counting results of which are used to trigger free and busy messages associated with track sections delimited by at least two adjacent metering points and in which with a positive comparison of the counting results of metering points arranged on both sides of a metering point, the metering result of this metering point can be corrected, provided that it differs from that of the neighboring metering points, characterized in that this correction of the metering result of a metering point is still dependent on an additional, at least indirect, check / Monitoring the free status of the track sections still reported as occupied due to the incorrect count.

2. The method according to claim 1, characterized in that for the additional checking / monitoring of the free state of track sections, the counting results of selected metering points (Z1, Z5 in Fig. 2) are used, which outside the track sections still reported due to failure on both sides of the disrupted Metering point (Z3).

3. The method according to claim 2, characterized in that a free registration equation is established for each track section, the numerical relationship between the respective incoming and the for the free track section Axes that have run away are described and that for the additional checking / monitoring of track sections, the counting results of the selected metering points are accessed step by step by lining up these equations in accordance with the track topography of the associated sections and the actual running of the vehicles.

4. The method according to any one of claims 1 to 3, characterized in that for each metering point from the two free reporting equations, in which the counting result of these metering points is integrated, a correction equation applicable to this metering point is formed, which indicates which metering results or Count result totals are to be used to correct the point of delivery count result.

5. The method according to claim 1 to 4, d a d u r c h g e k e n e z e i c h n e t that at the route area limits for a possible correction of the counting result of the first or last metering points of the relevant route area, the counting result of a metering point achievable via this metering point is used in the adjacent route area.

6. Device for performing the method according to one of claims 1 to 5, characterized in that for the management of the metering points (ZU to Z13) detected counter results (Nil to N13) computers are provided and that each computer the number of axes of a plurality of metering points managed, the associated track sections adjoin each other according to the track plan and belong to a common route area.

7. The device as claimed in claim 6, so that the computers store the number of axles transmitted to them by the individual metering points at least until these axles extend from the respectively associated route area.

8. Device according to claim 6 and 7, d a d u r c h g e k e n e z e i c h n e t that each point pointing to a neighboring route element of each route element is assigned a point of delivery with its own Zähl¬ result.

9. Device according to claim 8, so that a common point of delivery (Z7, Z9, ZIO, Z12) is assigned to the adjoining strands of adjacent travel path elements.

10. Device according to one of claims 7, 8 or 9, characterized in that a memory is temporarily installed in the computer for each vehicle / vehicle association penetrating into a route area, in the continuously with the advancement of the vehicle (s) by the Axis numbers detected in the route following consecutive metering points are loaded, the decision as to which of these memories the axle numbers of a specific metering point are to be made by the computer based on the knowledge of the effective metering point (Z12) and the

Knowledge of the free reporting equations of this point of delivery (Z12) and of the point of delivery previously traveled by this vehicle / train.

11. The device as claimed in claim 10, and that the number of axles stored in the route-oriented memories in the memory preferably uses the metering points assigned to the entry and exit sections of the relevant route area for the additional checking / monitoring of the free status of the sections still reported as occupied due to the fault.

12. The device according to claim 10, characterized in that the Freimelde¬ equations applicable to each type of track section are stored in the computers and that each computer for later route-oriented linking of the number of axes transmitted to it from the metering points, the free reporting equations of the individual metering points at least until the effective the following point of delivery for this route element is stored in the route.

13. Device according to claim 11 and 12, so that the computer erases a memory installed for route-oriented metering point chaining with the complete clearing of the route area by the associated train in the sense of a logical route resolution.

14. Device according to one of claims 1 to 13, characterized in that the correction of a counting result is carried out either automatically or by hand by using the relevant correction equation in the presence of the corresponding counter results.

15. Device according to claim 14, so that each counter result correction leads to a corresponding registration of this process at least according to the metering point and time.

16. Device according to one of claims 6 to 15, d a d u r c h g e k e n n z e i c h n e t that the metering points continuously add up the driving events detected by their sensors depending on the direction of travel or that their counting results are deleted when the relevant section and a route element following in the route are cleared.

17. Device according to claim 14 or 15, that a corresponding note is stored for a counting point, the counting result of which is corrected, and that the need for repeated correction in successive train journeys causes a predetermined reaction.