WO2018054678A1

WO2018054678A1 - Method and device for safeguarding a railway system

Info

Publication number: WO2018054678A1
Application number: PCT/EP2017/072186
Authority: WO
Inventors: Sven Adomeit; Uwe Deichmann; Norbert Geduhn; Carlos Del Pozo
Original assignee: Siemens Aktiengesellschaft
Priority date: 2016-09-26
Filing date: 2017-09-05
Publication date: 2018-03-29
Also published as: DE102016218469A1

Abstract

The invention relates to a method for safeguarding a railway system (13) in at least one monitored region (15). The aim of the invention is to increase safety. According to the invention, this is achieved in that for at least one train (1) in the monitored region (15), at least one protection zone (3) about the train (1) is determined, and for at least one track element (8) in the monitored region (15), the current switch state (12) of the track element and at least one protection zone (9) about the track element (8) are determined. The risk of an accident of the at least one train (1) in the monitored region (15) is ascertained while taking into consideration the protection zone (3) of the at least one train (1), the protection zone (9) of the at least one track element (8), and the switch state (12) of the at least one track element (8).

Description

description

Method and device for securing a railway technical system

Safety device in railway facilities have the task to ensure safe train operation and to avoid dangers such as collision of trains, necessarily. Nevertheless, accidents occur again and again in which trains collide and existing safety devices, for example due to human error or intervention, do not work. Especially with confusing track guides, a potential collision danger by a driver alone is difficult to assess, so that additional safety devices are necessary. In the prior art, this problem is at least partially met, for example, by an ATP (Automatic Train Protection) device on the train. Nevertheless, by ignoring or overruling the ATP device by the driver, for example, dangerous situations and, in the worst case, collisions may occur.

However, security systems must train operation only stop ^¬ pen or issue warnings if there is really a danger. False alarms are to be avoided in any case, because they can cause considerable disruption of train operation and entail ^many problems.

Known safety devices are described and illustrated, for example, in WO 2009/109475 A1 or WO 2006/097788 A1.

It is the object of the present invention to provide a method and a device for securing a railway technical installation, which reliably detects an accident risk for a train, but avoids false alarms. According to the invention, this object is achieved by a method for securing a railway installation in at least one monitoring area, in which at least one train in the surveillance area at least one protection zone around the train is determined, in which at least one ^{elements ¬} distance in the monitoring area of its current switching state and at least one protection zone around the track element is determined and in which an accident risk for the at least one train in the monitoring area is determined, taking into account the protection zone of the at least one train and the protection zone of the at least one track element and the switching state of the at least one track element.

The inventive solution has the advantage that by taking into account the protection zone around the train and the protection zone around the track member and the switching state of a hazard ^¬ potential for a train can be very well recognized and into ^¬ particular by taking into account the switching state of at least one distance element False alarms can be avoided.

Track elements of the railway technical system may be, for example, switches, level crossings, bridges, tunnel gates, La ^¬ winenmelder and the like. Depending on the switching state of a line element, it may or may not be dangerous for a train. For example, in a switch position may threaten a collision with another train, but at another point position a safe free ride for the train exist. When a Tunneltor is closed, the zoom-propelled train has to stop or change the Schaltzu ^¬ standing.

The monitoring area in the method according to the invention is a subarea of the railway technical installation in which an existing accident risk is to be determined. In ^¬ play, the monitoring range may relate to a predetermined length, a road section before and after a train, by checking the risk of accidents for this train becomes. Therefore, any train for which an accident risk is determined by the method according to the invention may have its own monitoring area. The switching states of a ^{link element} can be, for example, at a switch plus or minus and at a gate of ^¬ fen or closed. In addition, always the switching state "fault" can occur, which always carries a risk.

The inventive solution can be developed further by favorable Fully ^¬ staltungen which are described below. Thus, the at least one protection zone of the at least one train and the at least one protection zone of the at least one track member and the switching state of this stretching Enele ^¬ ments can be displayed. This has the advantage that possible dangers in the monitoring area for an operator, such as a train driver or a dispatcher, are easily recognizable. As a result, for example, an instruction to the driver by the dispatcher or by a security device such as an ATP be easier to understand. In order to carry out a backup for a specific train individually, the at least one monitoring area can be determined individually for this train and formed around the train. The surveil ^¬ monitoring area can be referred to as a scanning area as a predetermined area is detected by the train around and travels by train - thus with the train position is fi xed ^¬.

In order for the train driver of a train to have particularly great benefit from the method according to the invention, the monitoring area with the trains and route elements located thereon can be displayed on the train. In an advantageous embodiment, the protection zone of the at least one train can be determined zugseitig. This has the advantage that the determination of the protected area on the train side is particularly simple, because all the parameters necessary for determining the protected area are present on the train. The zugseitig certain protection zone may vary ^¬ weils transmitted to a central unit or at least one other train or other external from the train unit ^¬ the. So the protection zone can also be used outside the train. For example, the train can transmit near him his protection zone SämT ^¬ Liche trains so that they the

Protected area can show their driver. Furthermore, the protection zone of the at least one train can be determined continuously at least as a function of the pulling position and at least one of the following parameters:

- the braking distance,

- a safety tolerance,

- the train length,

the train speed,

- the direction of movement.

Thus, the protective zone of the train is permanent, for example, depending ^¬ de second, updated, and to the ever-changing conditions of the train adjusted. This has the protection zone of a train is always kept up to date and thereby also an existing risk of accidents can be currently ermit ^¬ telt the advantage. In order to avoid false alarms, the risk of accidents for the at least one train can be determined as a function of the positions of the protection zone of this train relative to the position to the protection zones of further trains in the monitoring area and depending on the switching state of the at least one line element. The switching state, for example, that of a switch, decides whether there is a danger or not. Further, a train can be checked for at least whether the ^¬ sen protection zone Protection zone of the contacted by at least one routes ^¬ elements or overlapped. This can be determined on ^¬ Sonder simple way whether a danger to the train there. The protective zone of the drafting Enele ^¬ ment is such that, when free zone without a train route in a switching of the element is possible. Only with an overlap of the protection zones of train and track element and a switching state, which carries a danger, must be reacted, because then no switching of Streckenele ^¬ ment in a state without danger is possible. When switching ^¬ state "fault" is always a danger when touching the protective zones.

In an advantageous development of the method according to the invention, a warning signal may be generated at least when the protective zone of the train makes contact with the protection zone of the drafting Enele ^¬ ment and when a danger of accident for the train is ermit ^¬ telt by the current switching state of this distance element. This has the advantage that the warning signal arouses the attention of an operator, who can then assess the situation by viewing the surveillance area. Alternatively or additionally, the warning signal can of course also trigger an automatic reaction of the train, such as braking.

In order to be able to determine the current position of the train as simply as possible and nevertheless very reliably, the position of the at least one train can be determined on the train side via satellite navigation. The satellite navigation is well known and has the advantage here that it allows a very accurate train-side location of the train and thus a good determination of the train position. This makes it possible, for example, in conjunction with a route atlas that it is determined whether a train in parallel Gleisfüh ^¬ tion to the one or the other rail track is moved. Furthermore, it can be verified via a tracking of the train position over a certain period, whether the made Positioning of the train was within the safety device on one or the other track in the route atlas correct. In order to make available the switching state of the at least one track element, it can be determined by the track element itself or by an interlocking of the railway technical system. In the interlocking, the switching states of the interlocking elements associated with the interlocking are present and can, for example, be forwarded via a data line to a control center or else via wireless communication, for example via GSM-R. Alternatively, the ^link element itself can determine its switching state via a suitable sensor system and forward it with the aid of a communication means, for example also via GSM-R. It is mög ^¬ Lich also that a train or a tension-side means being responsive all the route elements in its area and requests transmission of the protection zones and switching states. These are then determined by the track elements currently and sent back to the requesting train. This also further information can be transmitted to the train at ^¬ play as such. B. Information about other trains that have also addressed the track ^element lately. From this information, the monitoring area can be filled on the train side.

The invention further relates to a device for a train of a railway installation, with at least one device which is designed to determine at least one protection zone around the train, and with at least one communication device, which is used to transmit the designated protection zone and / or for receiving current switching states and protection zones of route elements in a surveillance area and at least one protection zone is formed by at least one other train in the surveillance area. The train-side device fulfills the above-mentioned object of the present invention and can implement the method according to the invention on the train side. In an advantageous embodiment, the device may comprise at least one display device which is designed to display the protection zone of the train and the other trains located in the monitoring area and the track elements located in the monitoring area and the switching states of the track elements. This has the above already be signed ^¬ advantage that the driver can easily recognize the situation in the monitoring area and assess and better access to more information for avoiding dangerous situations.

Furthermore, the device may have a device which is designed to determine an accident risk for the train, taking into account the specific protection zone of the train and the receiving protection zone and the switching state of the at least one track element in the monitoring area. This has the advantage that the train side is an independently operating safety system that can independently determine the risk of accidents for the train. As an alternative to this embodiment, the device for determining the risk of accidents can also be arranged in a central unit, and transmit the findings to the train.

Finally, the invention also relates to a device for securing a railway installation in at least one monitoring area, with at least one train-side device for each train in the monitoring area according to one of the aforementioned embodiments, with at least one track side device, which is used to determine a current switching state of at least a track element is formed in the monitoring area, and with at least one

Means, which is designed to determine at least one protection zone around the at least one switching element in the monitoring area around. In an advantageous embodiment of this device, the device may comprise at least one device which is designed to determine an accident risk for a train in the surveillance area, taking into account the protection zones of the trains and track elements and the switching states of Streckenele ^¬ elements. This has the accident ^¬ danger is centrally determined and the result of the train mitge ^¬ shares is the advantage.

In the following, the invention will be explained with reference to the accompanying drawings and the exemplary embodiments illustrated therein. Show it:

Figure 1 is a schematic representation of an exemplary

Train with a protection zone according to the invention; FIG. 2 shows a schematic illustration of two exemplary line ^elements and their protection zones according to the invention;

Figure 3 is a schematic representation of a further Stre- ckenelements with an inventive Schutzzo ^¬ ne;

Figure 4 is a schematic representation of overlapping

Protection zones of a train and a track element;

Figure 5 is a schematic representation of a portion of an egg ^¬ senbahntechnischen system with inventive monitoring areas; Figure 6 is a schematic representation of an inventive ^¬ SEN device for securing a railway technical installation; FIG. 7 is a schematic representation of an information flow in a railway installation according to the invention; Figure 8 is a schematic representation of various situations with potential risk of accidents;

Figure 9 is a schematic representation of a detail of a railway technical installation according to the invention;

Figure 10 is a schematic representation of a detail of a railway technical installation according to the invention.

In the following, the invention will be explained with reference to the exemplary embodiments in the drawings.

Figure 1 shows a train 1, the z. B. consists of two tracks, drives. Figure 1 further shows ^¬ toward a protection zone 3, which surrounds the train. 1 The train also has a locating device 4, a protection zone device 5 and a communication device 6.

The locating device 4 is designed to determine the pulling position of the train 1. In the embodiment shown in Figure 1 examples game embodiment, the locating device 1 determines the current train position by means of a Satellitennavigati ^¬ on, such as GPS or GNSS (Global Navigation Sa- tellite System). The protection zone device 5 is designed to determine the size of the protection zone 3 for the train 1. The protective zone device 5 7.2, determined, for example, two characteristic points ^¬ specific protection zone 7.1, through which the protection zone is defined. 3 The protection zone 3 is like a shell around the train 1 around. The position of the protection zone points 7.1, 7.2, relative to the train 1, for example, determined by the currently nöti ^¬ gen braking distance, the actual length of the train, the current Zugge ^¬ velocity and the current moving direction of the train 1 and optionally by an additional safety ^¬ tolerance. In addition, the protection zone points 7.1, 7.2 and thus the protection zone 3 are fixed to the determined Zugpositi ^¬ on. The distance of the front protective zone point 7.1 is examples play, dependent on the current Bremswerg of the train 1, which is necessary to bring the train to a standstill, gegebe ^¬ applicable, plus a safety margin, the current Zugge ^¬ speed of the train 1, the braking characteristic of the The distance of the rear protection zone point 7.2 to the train 1 is determined, for example, by the tolerance of the end of the train, which results inter alia from the number of carriages plus a safety tolerance. Alternatively, the protection zone 3 can of course also be determined by further protection zone points 7.1., 7.2. The communication device 6 is designed for the communication of the train 1, for example with a central unit 18 or with other trains or track elements 8, as will be described in more detail below. The communication device 6 is embodied in a known manner and can use, for example, GSM-R, WLAN, radio or the like for data transmission.

FIG. 2 shows by way of example two route elements 8, which are designed here as switches 28. The track elements 8 are surrounded by protection zones 9, which in the exemplary embodiment in FIG. 2 are determined by three protection zone points P +, P-, Pc. The protection zone point Pc denotes in each case the common piece of track of the switch, the protection zone point P- the minus position of the switch 28 and the protection zone point P + the plus position of the switch 28. The diameter or the extent of the protection zone 9 results from the construction of the track element 8 and is for example from Manufacturer specified. If a train 1 is retracted into the protection zone 9 of the track element 8, it is no longer possible to switch over the track element 8.

FIG. 3 shows a schematic representation of a further track element 8 in the form of a double switch or crossing 10, at which two routes 2 intersect. Similar to the track element 8 shown in FIG. 2, FIG. 3 also shows a protection zone 11 which surrounds the track element 8. The protection zone 11 in FIG. 3 is determined by four points PI, P2, P3, P4.

In FIG. 4, the train 1 from FIG. 1 enters the intersection 10 from FIG. The switching state 12 of the double switch 10 goes from position PI to P4 and is indicated by an additional line next to the route 2. In addition, the switching ^¬ state 12 is shown by a solid line of the route 2 in contrast to a dashed line in the other routes 2. The representation of the Schaltzu ^¬ states in the other figures deviates. Since the train 1 has already moved into the track ^element 8 at the train position in FIG. 4, the protection zones 11, 3 overlap, so that the protection zone 3 of the train 1 is folded in accordance with the switching state 12. Figure 5 shows a schematic representation of a Fahrsitua ^¬ tion in a railway technical system 13 with multiple routes 2, several line elements 8 with their

Switching states 12 and three trains 1.1, 1.2, 1.3, which are formed as the train 1 in Figure 1. Each train 1.1, 1.2, 1.3 is surrounded by a protection zone 3.1, 3.2, 3.3. Since the trains 1.1, 1.2, 1.3 have different properties, their protection zones 3.1, 3.2, 3.3 are different. The trains 1.1, 1.2, 1.3 differ for example by the direction of travel 14, speed, train position, etc. Since the train 1.1 has a different direction of travel 14 than the train

1.3, and the protection zones 3.1, 3.3 are larger in the direction of travel 14 before the train than behind the train, the protection zones 3.1, 3.3 are different. The train 1.2 is stationary in the state in Figure 5, so that the direction of travel 14 is shown with an arrow upwards. Thus, since the current VELOCITY ^¬ ness of the train 1.2 is zero, the protection zone 3.2 is relatively small. To each train 1.1, 1.2, 1.3, around 15.3 is depicting ^¬ lung in Figure 5, a monitoring region 15.1, 15.2, DAR posed. For each train 1.1, 1.2, 1.3 by the method according OF INVENTION ^¬ dung in its area of 15.1, 15.2, 15.3 risk of an accident, as determined for example by collision with another train is. In the illustration in FIG. 5, the protection zones 9 of the track elements 8 are not shown for the sake of clarity. However, these protection zones 9 are present as shown in FIG.

According to the invention, the movement of all protection zones 3, 9, 11 in a monitoring area 15 is monitored. When the protective zones 3, 9, 11 can come into contact or overlap, it is checked whether a risk of accident and, where appropriate, ^¬ a warning signal output. In the situation illustrated in FIG. 5, the train 1.1 follows the route from switch 8.3 to switch 28.5 according to the current switching states 12 of the route elements 8. Although the Schaltzu ^¬ stands 12 of the switches 28.3 and 28.5 provide a collision course for the train in the direction of the train 1.1 1.2, the inventions dung modern method is not output a warning signal to the time shown in Figure 5, or otherwise active. The danger can namely be corrected by changing the switching state 12 of the turnouts 28.3, 28.5 until the protection zone 3.1 reaches the protection zone (not shown) of the turnout 28.3. Only when these protection zones 3.1, 9 come into contact with each other, the risk by changing the switching state 12 is no longer eliminated and the train 1.1 would have to be stopped and a warning signal would be generated according to the inventive method. Due to the fact that the driver of the train 1.1 the situation in Figure 5, at least everything in his

Supervision area 15.1 drops, sees on his display device, he can assess the situation well and is prepared. FIG. 6 shows an exemplary embodiment of a device 16 according to the invention for securing the railway technical installation 13, which carries out the method according to the invention. The device 16 in this case has the track elements 8, a Zugseitige device 17, a central processing unit 18 and a communication network 19.

As already described above with reference to FIG. 1, the traction-side device 17 comprises the protective zone device 5, the locating device 4 and the communication device 6.

The central unit 18 comprises a device 20 to iden ^¬ lung risk of an accident for the train 1, a communication device 21 and a display device 22nd

The communication network 19 connects the communication ^¬ device 6 of the train 1 to the communication device 21 of the central processing unit 18 and the track elements 8, which are likewise provided with non-illustrated communication devices. The route elements 8 transmit via the communication network 19 the dimensions of their protection zone 9 and their current switching state 12. Alternatively, the protection zones 9 of the route elements 8 can also be permanently indicated in the route atlas. The train-side communication device 6 sends via the communication network 19, the determined protection zone 3 of the train 1. The communication device 21 of the central unit 18 receives this information and the ^{un ¬} direction 20 determines from this a possible risk of accidents for the train 1. If such an accident risk is detected is a warning signal transmitted to the train 1 via the communication network 19. Furthermore, the protection zones 3, 9, 11 of the trains 1 and the track elements 8 and the current switching state 12 of the track elements 8 are shown on the display device 22. The display corresponds, for example, to that shown in FIG. 5. All necessary information for this display in the monitoring area 15 of the train 1 is additionally transmitted via the communication network 19 to the train 1, which likewise has a display device 23. On the display device 23 of the train 1, the monitoring area 15 of this train 1 with all protection zones 3, 9, 11 and switching states 12 located therein is displayed. This has the

Driver (not shown) of the vehicle 1 a Representation on the display device 23 to the current situation in the important for him track section. Zugseitig only the monitoring area 15 is shown. Alternatively, the device 20 for determining the risk of an accident may also be arranged in the train-side device 17 in the train 1 instead of in the central unit 18, so that the central unit 18 is not necessary. The train-side device 17 can thereby evaluate and present the situation itself.

As an alternative to the transmitting line elements 8 shown in FIG. 6, their protected zones 9, 11 and their switching states 12 can also be transmitted to the device for determining the risk of accidents 20 via a signal box 24 of the railway system 13, not shown in FIG.

Figure 7 illustrates the flow of information is in the inventive device 16 for securing railroad technical installation. 13 The central unit for the recovery of Informatio ^¬ NEN, the means 20, the determination results are displayed in the display devices 22 and / or the 23rd The route elements 8 transmit their switching states 12 to the device 20 in the first option shown in the upper part. Alternatively, according to the second option shown in the lower part, the switching states 12 are transmitted to the device 20 through various interlockings 24. The vehicles 1.1, 1.2 transmit in the simplest case their protection zones 3.1, 3.2 and their position. In addition, however, other parameters, such as a Zugiden ^¬ tifikationsnummer, Zugkontaktinformation, the determined train position, the current train speed and / or the direction of travel can be transmitted.

From the device 20, the trains receive 1.1, 1.2, if necessary, he testified ^¬ warning signal for the corresponding train 1.1, 1.2, Posi tions ^¬ the track elements 8 in the monitoring area 15.1, 15.2, protection zones 3 of other trains 1 in the monitoring area 15 and the protection zones 9, 11 of the track elements 8 in the monitoring area 15. Zugseitig is provided with the receiving information on the respective display device 23, the above-mentioned representation for the driver. In addition, the possibly transmitted warning signal can be displayed in various ways, as in ^¬ example, acoustically, optically or haptically, such as by vibration.

FIG. 8 shows four different dangerous situations which may occur in the railway technical installation 13.

In the uppermost first situation, two trains 1.1, 1.2 drive on the route 2 with opposite directions of travel

14 directly towards each other. As soon as the protected zones 3.1, 3.2 of the trains 1.1, 1.2, which are not shown here, meet, ie have a distance less than or equal to zero, a warning signal is emitted according to the method according to the invention. This warning can be as red warning signal be ^¬ records, to say that here there is a real acute danger. With the red warning signal also an automatic braking can be triggered. In addition, a yellow warning signal may also be issued in other situations to indicate that there is still no acute danger, but there is a potential for danger. The yellow warning signal could also be called a warning signal, as the yellow light at a traffic light in traffic. In the first situation in Figure 8, the yellow Warnsig- could nal at any time be ^¬ give an indication for the driver.

In the second situation illustrated in FIG. 8, the trains 1.1, 1.2 again approach each other. However, even between them the route element 8 in the form of a switch 28 at ^¬ sorted. In the situation shown in Figure 8, the switching state 12 of the switch 28 is such that the two trains 1.1, 1.2 are on a collision course with each other. If the che 28 but still switches and the train moves faster than the 1.1 train 1.2, the driving history could be safely fortge ^¬ sets. Of course, a red warning signal would also be output here if the protection zones 3.1, 3.2 of the trains 1.1, 1.2, not shown, meet. However, the yellow warning signal would only be output if one of the protection zones 3.1, 3.2 of the trains 1.1, 1.2 contacted with the protection zone 9 of the track element 8 and the

Switching state 12 means a collision course of the trains 1.1, 1.2.

In the third situation shown in Figure 8, the two trains drive 1.1, 1.2 in the same direction 14, so they follow each other. Again, of course, a red warning signal is issued should the protection zones 3.1, 3.2 of the trains 1.1, 1.2 touch each other. A yellow warning signal would be output if the distance between the trains 1.1 and 1.2 decreases to a distance less than twice the size of the protection zone 3.1 of the train 1.1.

In the lowermost, fourth illustrated situation in FIG. 8, the two trains 1.1, 1.2 travel in the same direction of travel 14, but on different routes 2, which are connected by the track element 8 in the form of the switch 28. For the first train 1.1, a red warning signal is output when the protection zone 9 of the track element 8 from the protection zone

3.1 of the train 1.1 is contacted. The train 1.1 can not pass the track element 8 at the current switching state 12 of the track element 8. For the second move

1.2, a red warning signal is output when the protection zone 3.2 contacts the protection zone of the switching element 8 and in the meantime the switching state 12 of the switching element 8 has changed. In the present situation shown in FIG. 8, no red warning signal would be output because the train

1.2, the track element 8 pass. A yellow Warnsig ^¬ nal would output the 1.1 train with the current switch state 12 of the distance element 8, when the distance from the protection zone 9 to the protection zone 3.2 of the train 1.1 is less than twice the protection zone 3.1.

FIGS. 9 and 10 show two situations in the course of the course which, without the solution according to the invention, can be problematic and are improved according to the invention. The illustrated track elements 8, which are designed as turnouts 28, are protected by light signals 25. In FIG. 9, the light signal at P is arranged relatively close to and at a short distance 26 from the track element 8. If a train ran over this short distance 26 light signal 25, there would be little time for other trains to react and eliminate danger. With the solution according to the invention, a conflict situation is presented early independently of the light signals 25 and gives the driver information ^¬ tion to prevent unauthorized entry into a track element 8. As soon as the protection zone of the track element 8 overlaps or contacts the protection zone 3 of a train 1, a warning signal is issued if this train 1 has ^no authorization.

FIG. 10 shows the opposite case when the light signal 25 at P has a long distance 27 from the track element 8. Here, a driver could assume that given by the long distance 27 a long Reakti ^¬ onszeit. The solution according to the invention emits warning signals as soon as a protective zone 3 of a train 1 contacts the protective zone 9 of the track element 8 without authorization.

Claims

claims

1. A method for securing a railway installation (13) in at least one monitoring area (15),

wherein for at least one train (1) in the monitored zone (15) at least one protection zone (3) to the train (1) around ^¬ be true is

in which for at least one track element (8, 10, 28) in the monitoring area (15) whose current switching state (12) and at least one protection zone (9. 11) are determined around the track element (8, 10, 28) around and

in which an accident risk for the at least one train (1) in the monitoring area (15) takes into account the protection zone (3) of the at least one train (1) and the protection zone (9, 11) of the at least one track element (8, 10, 28) and the switching state (12) of the at least one track element (8, 10, 28) is determined.

2. The method according to claim 1,

d a d u r c h e c e n c i n e s that

the at least one protective zone (3) of the at least one train (1) and at least one protective zone (9, 11) of the at least one track ^element (8, 10, 28) in the monitoring area (15) and the switching state (12) of this track element ( 9, 11) are displayed.

3. The method according to claim 1 or 2,

d a d u r c h e c e n c i n e s that

the at least one monitor region (15) individually for a train (1) is determined and to the train (1) around is ^¬ forms.

4. The method according to claim 3,

d a d u r c h e c e n c i n e s that

the monitoring area (15) with the trains (1) and route elements (8, 10, 28) therein is displayed on the train.

5. Method according to one of the above claims,

d a d u r c h e c e n c i n e s that

the protection zone (3) of the at least one train (1) is determined on the tension side.

6. The method according to claim 5,

d a d u r c h e c e n c i n e s that

the zugseitig certain protection zone (3) each connected to a centering ^¬ raleinheit (18) or is transmitted to at least one other train (1).

7. Method according to one of the above claims,

d a d u r c h e c e n c i n e s that

the protection zone (13) of the at least one train (1) is determined at least as a function of the train position and at least one of the following parameters:

- the braking distance,

- a safety tolerance,

- the train length,

the train speed,

- the direction of movement.

8. Method according to one of the above claims,

d a d u r c h e c e n c i n e s that

the risk of accident for the at least one train (1) as a function of the position of the protection zone (3) of this train re ^¬ relative to the position to the protection zones (3) further trains (1) in the monitoring area (15) and in dependence on the switching state (12) of the at least one track element (8, 10, 28) is determined.

9. Method according to one of the above claims,

d a d u r c h e c e n c i n e s that

for the at least one train (1) is checked, whether its protection zone (3) the protective zone (9, 11) of the at least one link element (8, 10, 28) contacted.

10. The method according to claim 9, characterized in that

at least one warning signal is generated if the protection zone of the train (1) overlaps with the protection zone (9, 11) of the track element (8, 10, 28) and if by the current switching state (12) of this track element (8, 10, 28) a Unfallge ^¬ driving the train is determined.

11. Method according to one of the above claims,

d a d u r c h e c e n c i n e s that

the position of the at least one train (1) Zugseitig determined via a satellite navigation.

12. Method according to one of the above-mentioned claims, in which a

the switching state (12) of the at least one track element (8, 10, 28) is determined by the track element itself or by an interlocking (24) of the railway technical system (13).

13. Device (17) for a train (1) of a railway installation (13),

with at least one means (5) which is formed ^¬ for determining at least one protection zone (3) to the train (1) around, and at least one Kommunikationseinrich- device (6) for transmitting the zugseitig certain protection zone (3) and / or for receiving current switching states (12) and protection zones (9, 11) of track elements (8, 10, 28) in a monitoring area (15) and of at least one

Protection zone (3) of at least one other train (1) in the monitoring area (15) is formed.

14. Device (17) according to claim 13,

d a d u r c h e c e n c i n e s that

the device comprises at least one display device (23) for displaying the protection zones (3, 9, 11) of the train (1) and the other trains (1) located in the monitoring area (15) and in the monitoring area (15 ) sensitive track elements (8, 10, 28) and the Schaltzustän ^¬ de (12) of the track elements is formed.

15. Device (17) according to claim 13 or 14,

d a d u r c h e c e n c i n e s that

the device (17) has at least one device (20) which is able to determine an accident risk for the train (1) taking into account the protection zone (3) of the train (1) and the received protection zone (9, 11) and the switching state (12 ) of the at least one track element (8, 10, 28) in the monitoring area (15) is formed.

16. Device (16) for securing a railway installation (13) in at least one monitoring area (15), with at least one zugseitigen devices (17) for each train (1) in the monitoring area (15) according to any one of claims 13 to 15,

with at least one trackside device, which is designed to determine a current shift state (12) of at least one track element (8, 10, 28) in the monitoring area (15), and at least one device which is used to determine at least one guard zone (9, 11 ) is formed around the rich ^¬ we ^¬ nigstens a distance member (8, 10, 28) in the Überwachungsbe.

17. Device (16) according to claim 16,

d a d u r c h e c e n c i n e s that

the device (16) has at least one device (20, 23) which is used to determine an accident risk for a train (1) in the monitoring area (15) taking into account the

Protection zones (3, 9, 11) of the trains (1) and track elements (8, 10, 28) and the switching states (12) of the track elements (8, 10, 28) is formed.