WO2023094055A1

WO2023094055A1 - Method for operating a rail network comprising monitoring of infrastructure components

Info

Publication number: WO2023094055A1
Application number: PCT/EP2022/077277
Authority: WO
Inventors: Markus Schmidt; Robert SICKINGER
Original assignee: Gts Deutschland Gmbh
Priority date: 2021-11-26
Filing date: 2022-09-30
Publication date: 2023-06-01
Also published as: DE102021213354A1; DE102021213354B4; CA3238470A1

Abstract

The invention relates to a method for operating a rail network, involving monitoring of infrastructure components (29, 37) which are part of the railside control and safety technology of the rail network, wherein the infrastructure components (29, 37) are each assigned a unique identifier and component data of the respective infrastructure components (29, 37) associated with this identifier are recorded in a central electronic database (3), wherein the component data comprise at least component-type data and life-cycle data, wherein the user (5, 7, 9, 11) can access the database (3) by means of a standard data interface, and in the case of life-cycle events (15, 17, 19, 21, 23, 25, 27) the associated life-cycle data of the infrastructure components (29, 37) is updated in the database (3), and wherein due dates for servicing and/or for replacement of subsets of the infrastructure components (29, 37) are determined by means of the database (3), wherein the locations of the infrastructure components (29, 37) of the subsets are determined by means of the database (3), and then the infrastructure components (29, 37) of the subsets are serviced and/or replaced. The invention achieves a high operational safety in a rail network, in a simple manner.

Description

Method for operating a railway network with monitoring of infrastructure components

The invention relates to a method for operating a railway network, with infrastructure components being monitored.

Railway networks contain numerous components that are important for the trouble-free operation of the railway network.

In the internet publication “GS1 in the railway sector”, downloaded on November 4th, 2021 from htps://www.qs1-qermany.de/branchenanqebote/technische-industrien/qs1-stan- dards-im-bahnsektor/ It has been proposed to carry out life cycle management of components, tracking of wagons and traction units and maintenance management of infrastructure components. It is proposed to use the GS1 standard when collecting operational life cycle data. In addition, a clear identification of an axlebox bearing in the Schäffler company is reported.

Infrastructure components that belong to the control and safety technology on the rails are of particular importance for safety in railway networks. During the installation and maintenance of infrastructure components of the rail-side control and safety technology, it can happen in particular that it is difficult to trace whether and where the corresponding components have been installed in the railway network. For example, superfluous components can be moved between different construction sites by fitters, depending on the acute need identified by the individual fitter. As a result, a targeted later replacement or targeted later maintenance of corresponding infrastructure components of the rail-side control and safety technology is made more difficult. This can affect the operational safety of the railway network.

From the Internet publication "Who we are and what drives us - About fTRACE", downloaded on November 4th, 2021 from htps://web.ftrace.com/ueber-uns, it has become known to collect traceability data in the fish and meat processing industry, and in particular to set up cross-company data transmission and data queries.

From the Wikipedia article "EPCIS", downloaded on 11/04/2021 at

it has become known to record events according to a standard with specified interfaces with which users can increase control over their processes. It is the object of the present invention to achieve a high level of operational reliability in a railway network in a simple manner.

This object is achieved by a method for operating a railway network, in which infrastructure components are monitored that are part of a rail-side control and safety technology of the railway network, with the infrastructure components each being assigned a unique identifier and component data of the respective infrastructure components assigned to this identifier are recorded in a central electronic database, with the component data comprising at least component type data and life cycle data, with users accessing the database using a uniform data interface, and in the event of life cycle events the associated life cycle data of the infrastructure components being updated in the database, and with the database being used to provide occasions for Maintenance and / or replacement of subsets of the infrastructure components are determined, using the database to determine the locations of the infrastructure components of the subsets, and then the infrastructure components of the subsets are maintained and / or replaced.

Events relevant to infrastructure components of the control and safety technology can be recorded by means of the central electronic database, and in particular these infrastructure components can be easily and reliably tracked during their life cycle. Using the information from the database, infrastructure components of the control and safety technology that require maintenance or replacement can be identified and tracked down, and replacement and maintenance can be carried out quickly and easily. As a result, operational safety in the railway network can be guaranteed in a particularly simple and reliable manner.

The rail-side control and safety technology includes in particular the interlocking technology and infrastructure components for train control. Switch structures, signals and sensors for recording traffic in the railway network also fall under control and safety technology. The term rail-side is understood as the opposite of vehicle-side. The central electronic database can be implemented on a database server, to which a number of other computers are typically connected, from which access to the database is possible. In particular, the central electronic database can be part of a cloud computing infrastructure.

The uniform data interface enables harmonized access to the central electronic database by a large number of different users.

In particular, the uniform data interface can be a data interface based on the EPCIS (Electronic Product Code Information Services) standard. The unique identifier is preferably an identification number, for example the GTIN (Global Trade Item Number) of the GS1 system.

The component type data of the infrastructure components can in particular be serial and/or component numbers. Lifecycle data is data that occurs over the lifecycle of the infrastructure component. In the case of infrastructure components in the form of sensors, life cycle data can also include measurement data from the sensors.

A reason for maintenance and/or replacement of a subset of the infrastructure components can have its starting point, for example, in a determination of a serial error or a desired update or upgrade. Using the central electronic database, the component data, in particular the component type data, can then be used to determine which infrastructure components are affected and the locations of the infrastructure components of this subset can be determined, and the infrastructure components of this subset can then be maintained and/or replaced.

Reasons for maintenance or replacement can also be based or partly based on the life cycle data of the infrastructure components. Previous uses, known mechanical, thermal or electrical loads and age can in particular lead to maintenance or replacement. In a variant of this method, the life cycle events include one or more of the following events: manufacture, storage, maintenance, trackside installation, trackside removal. During manufacture, the identifier is particularly relevant, as well as the component type data and the date of manufacture as component data. In addition to the identifier and the date of booking in or out, the location of the warehouse is particularly important for storage. When it comes to maintenance, it is also important which maintenance steps have been carried out. In the case of trackside installation and removal, the location is important in addition to the identifier.

In a further variant of this method, the infrastructure components also include complex infrastructure components, each of which includes one or more interchangeable sub-components that are not themselves recorded in the database as infrastructure components, and an exchange of a sub-component of a complex infrastructure component is also recorded as a life cycle event, with this Life cycle event also at least one date of replacement of the sub-component and a sub-component type of the newly installed sub-component is recorded.

Complex infrastructure components are infrastructure components that include a large number of sub-components. The sub-components of complex infrastructure components are at least partially interchangeable sub-components. It is not always possible or sensible to record the replaceable subcomponents separately as a separate infrastructure component with component data in the central database. As a rule, such a detection would at least involve a great deal of effort.

Over time, part of the complex infrastructure component may need to be replaced. This exchange can subsequently affect the function and/or the durability of the complex infrastructure component or later become otherwise relevant. In such cases, it is advantageous if the replacement of the sub-component is recorded as a life cycle event of the complex infrastructure component and the date of the replacement and the sub-component type are also recorded. The date of the exchange and the sub-component type of the new sub-component can be included as part of the component data complex infrastructure components are stored in the central database; this is possible with little effort.

If, for example, after replacing the same sub-component in a large number of complex infrastructure components, it turns out that this replacement is causing problems, the central database can be used to determine which subset of the complex infrastructure components subsequently needs maintenance (e.g. by replacing the sub-component ) and/or may have to be replaced entirely and where the complex infrastructure components of the subset are located.

In a further variant of this method, the infrastructure component has an identifier that can be read by a user using an electronic terminal device that communicates with the database, and which allows the unique identifier to be inferred, in particular with the identifier being used optically or by radio using the electronic terminal device , Preferably RFID, can be read.

In order to record the component data in the central database, it is particularly advantageous if an existing infrastructure component can be easily identified. Such easy identifiability is guaranteed by the marking. Due to the possibility of inferring the identifier, the component data assigned to the existing infrastructure component can be recorded in the central database after the identifier has been read out using the electronic terminal device communicating with the database. The electronic terminal device can be a tablet computer or a smartphone, for example. Optionally, the marking can also have human-readable components. The marking can be in the form of a sticker or an engraving, for example.

After or when reading out the identification, the database can also be updated with component data via the electronic terminal device. For example, can if the infrastructure component is stored in a warehouse, the infrastructure component is identified via the label and the date and location of the warehouse are recorded as component data in the central database.

Depending on the application, the user can also manually enter additional component data into the central database via the electronic device. This can be done, for example, during maintenance of the infrastructure component, during which the user has carried out certain maintenance steps that are not automatically recorded.

The identification can be, for example, an optically machine-readable identification. Corresponding examples are barcodes or 2D codes that can be read with barcode readers or cameras.

Alternatively, the marking can be machine-readable by radio. RFID (“radio-frequency identification”) technology is particularly suitable for this purpose. Passive RFID tags are preferably used.

In a further variant of this method, the infrastructure components include sensors for detecting traffic in the railway network and/or associated sensor parts. The sensors are preferably sensors for train detection. For example, they can be ultrasonic sensors, microwave sensors and/or optical sensors. However, the sensors can also detect non-train traffic, such as road vehicles and pedestrians crossing or intending to cross the train traffic.

In a further variant of this method, the infrastructure components include axle counters or axle counter parts. An axle counter is a special sensor device which, in particular, counts the number of axles that pass a rail at the point where the axle counter is attached. A possible measuring principle of axle counters is based on the measurement of the elastic deformation, which is caused by the weight of a train transferred from the axle to the rail, with a strain sensor element. The strain sensor element, which belongs to the axle counter parts, can in particular comprise a fiber Bragg grating whose strain state can be measured optically.

Axle counters play a crucial role in the safety of the railway network. In particular, axle counters can be used to determine whether a certain section of track is still occupied by a train or has become completely free and can therefore be released for subsequent trains without the risk of a collision. The recording of the component data of axle counters is correspondingly important, for example if it turns out after installation that a certain batch of axle counters has a serial error and needs to be replaced.

In a further variant of this method, trackside interim storage facilities for infrastructure components are set up in the railway network and the life cycle events also include storing infrastructure components in the trackside interim storage facilities and removing infrastructure components from the trackside interim storage facilities. A trackside interim storage facility is typically only built for the duration of construction or maintenance work on a section of the railway network. In particular, the interim storage facility is set up for a period of 1 year or less, preferably 6 months or less, particularly preferably 1 month or less. Infrastructure components, for example, are then stored in the interim storage facility on the wayside, which are then to be installed on site.

A major problem of such interim storage facilities is that they currently do not usually have a typical storage infrastructure. In particular, no posting or posting is currently planned for storage or removal. In many cases there are more infrastructure components in the interim storage facility than are actually installed on site, for example in order to have a sufficient buffer in the event of defects. After the construction work has been completed, there may still be infrastructure components left over, which may be moved to other locations, eg to other interim storage facilities. With it In many cases it is currently no longer possible to trace the location of an infrastructure component.

If the life cycle events also include storing infrastructure components in the interim storage facility and removing them from the interim storage facility, the respective location of the infrastructure components can be seen from the central database. The component data of the infrastructure components can then include, for example, the date of storage and/or removal from the interim storage facility in addition to the location of the interim storage facility. Logging in or out on site is particularly easy if the infrastructure component has an identifier that can be read out by a user using an electronic terminal device that communicates with the database.

In a further variant of this method, component data from other infrastructure components that do not belong to the subsets is evaluated in order to determine the reasons for maintenance and/or replacement of the subsets of infrastructure components. Occasions for maintenance and/or replacement arise not only from the evaluation of the component data of the infrastructure components that are being replaced themselves, but alternatively or additionally also from the evaluation of component data from other infrastructure components. In many cases, these allow conclusions to be drawn about the infrastructure components of the subsets or their technical condition, in particular if the infrastructure components of the subsets and the other infrastructure components are spatially adjacent or are otherwise jointly affected by certain influences. The evaluation of the component data of the other infrastructure components is particularly easy because of the combination in the central database.

As other infrastructure components, trackside sensors come into consideration, for example, with which, for example, the number of passing trains or the passing train axles and/or the speed and/or the weight of the passing trains is recorded. The measurement data recorded in this way is then component data from the sensors, which is recorded in the central database can become. For this purpose, the sensors are preferably electronically connected to the central database and automatically report the measurement data to the central database.

Alternatively or additionally, balises, for example, can also be used as other infrastructure components. Balises are transponders in the railway track that can store railway operational information and pass it on to rail vehicles that pass the balises. The railway operational information recorded and/or stored in the balises then represents component data that is recorded in the central database. For this purpose, the balises are preferably electronically connected to the central database and automatically report the measurement data to the central database.

Possible infrastructure components of the subsets include switches, in particular switch drives and locks, as well as all trackside signal box components.

In a further development of this variant, information about a number and/or intensity of loads, in particular mechanical and/or thermal and/or electrical loads, of the infrastructure components of the subsets is determined from the component data of the other infrastructure components and included in the determination of the causes.

Information about the number and/or intensity of loads on the infrastructure components of the subsets is particularly relevant for determining the reasons for maintenance and/or replacement. The higher the number and the greater the intensity of the loads, the quicker maintenance or replacement typically becomes necessary. In particular, mechanical loads, for example vibrations, and thermal loads come into consideration as loads. Electrical loads, such as voltage peaks, which can result from switching operations or from external factors such as lightning strikes, can also play a role. If, for example, a sensor is used to measure the speed and weight of trains passing through a switch structure and this is recorded as part of the sensor’s component data in the central database, this allows direct conclusions to be drawn about the number and intensity of the associated loads and consequently about the Wear of the switch structure. A suitable point in time for maintenance or replacement of the switch structure can thus be determined from the component data of the sensors.

In a further development of this further development, the other infrastructure components are axle counters or axle counter parts and the component data of the other infrastructure components are measurement data, in particular a number of counting events of the axle counter or axle counter parts. The number of counts is typically the number of axles that pass the rail at the point where the axle counter is mounted. A major advantage of axle counters is the particularly reliable recording of counting events.

In a further variant of this method, external information that does not come from the database is evaluated to determine the reasons for maintenance and/or replacement of the subsets of infrastructure components, with the external information being correlated with component data from the database. In addition to component data recorded in the database, external information, i.e. information that is not directly component data from infrastructure components of the track-side control and safety technology of the railway network, can also be used to determine the technical condition of the infrastructure components. In particular, the evaluation of external information can allow the degradation of the infrastructure components of the subsets to be determined.

The external information can, for example, be called up automatically via a computer network. The correlation of the external information allows in particular an assignment to specific infrastructure components. acts if the external information is, for example, information on location-dependent environmental influences, this is compared with the locations of the infrastructure components of the subsets determined from the database.

In a further development of this variant, information about a number and/or intensity of loads, in particular mechanical or thermal loads, of the infrastructure components of the subsets is determined from the external information and included in the determination of the causes. Information about the number and/or intensity of loads on the infrastructure components is particularly relevant for determining the reasons for maintenance and/or replacement, since these tend to degrade the infrastructure components. External information that allows information about the number and/or the intensity of stress to be determined is therefore of particular importance.

In a development of this further development, the information about a number and/or intensity of loads is information about the number of trains and/or their speed and/or their weight that pass the locations of the infrastructure components of the subsets. In this case, the external information can be data from an external database, from which the said information about the trains results, and which can be connected to the central database. When trains pass the locations of the infrastructure components of the subsets, mechanical loads occur in particular. The higher the weight and the speed of the trains, the higher the mechanical load typically is.

In an alternative development of this further development, the information about a number and/or intensity of loads is information about the number of thermal cycles and/or the temperature ranges of the thermal cycles, which is obtained from weather data for the locations of the infrastructure components of the subsets result. Weather data for the locations of the infrastructure components of the subsets can, for example, be retrieved automatically from corresponding online databases. Is particularly relevant the variation of temperature over time. The higher the number and the larger the temperature ranges of the thermal cycles, the more severe the degradation of the infrastructure components of the subsets is typically. If the weather data is included, it can be determined much more precisely when maintenance or replacement is to be carried out. Accordingly, safety deductions for maintenance or replacement intervals can be reduced, which leads to lower costs without sacrificing operational reliability.

The number of thermal cycles and their temperature ranges are particularly relevant for glued joints between axle counter parts and rails. These adhesive connections can degrade under the corresponding thermal stress, up to and including detachment from the rail. If there is a detachment, the axle counter can no longer supply any measurement data. If the weather data is included in the determination of the occasions, an exchange or maintenance with renewal of the splice of the axle counter can usually be carried out before it breaks down.

In a further variant of this method, installation points for at least some infrastructure components are set up in the railway network using local control devices, with the control devices being able to determine whether an infrastructure component is currently installed or missing at the respective installation point, and if there is a reason to replace the infrastructure component at the respective installation site was determined and a temporary absence of the infrastructure component at the installation site was determined by means of the control device, in the event that a new infrastructure component is not logged in at the installation site by a user in the database within a specified waiting period after the new determination of the installation of a new infrastructure component at the installation site, an error message is issued and/or a command is triggered that the infrastructure component at the monitored installation site may no longer be used until a new infrastructure component at the installation site has been booked in by a user in the database. To monitor the installation site, the control device can have a sensor, for example an optical see sensor, exhibit. The installation or the absence of the infrastructure component at the installation site can also be detected, for example, by opening or closing a circuit. The control device is preferably connected to the central database and automatically reports a temporary absence.

The error message that is issued is used to draw the user's attention to the fact that the log-in has not taken place and to request the user or users to catch up on the log-in of the new infrastructure component. This means that the central database is up to date and the recorded component data is therefore up-to-date.

The triggering of the command, on the other hand, forces the new infrastructure component to be checked in so that it can then be used. This ensures that the central database is up to date and the operational safety of the railway network is increased.

Further advantages of the invention result from the description and the drawing. Likewise, the features mentioned above and those detailed below can be used according to the invention individually or collectively in any combination. The embodiments shown and described are not to be understood as an exhaustive list, but rather have an exemplary character for the description of the invention.

The invention is illustrated in the drawings and is explained in more detail using exemplary embodiments. Show it:

1 shows an illustration of a cloud computer infrastructure for carrying out the method according to the invention,

2 shows a schematic representation of a chronological sequence of life cycle events of an infrastructure component, the monitoring of which is part of the method according to the invention,

3 shows a schematic representation of a complex infrastructure component, which has an exchangeable sub-component, for the invention; 4 shows an illustration of an optical reading of an identification of an infrastructure component for the invention;

Figure 5 shows an infrastructure component in the form of an axle counter attached to a rail for the invention;

6 shows a schematic representation of part of a railway network with infrastructure components in the form of an axle counter and a switch structure, with an intermediate storage facility being set up on the track side for the invention; and

7 shows a schematic representation of a level crossing, at which an infrastructure component in the form of a sensor for detecting traffic in the railway network is provided, for the invention.

In the following description of the drawings, identical reference symbols are used for identical or functionally identical components.

1 shows an illustration of a cloud computer infrastructure 1 which is suitable for carrying out the method according to the invention. The cloud computer infrastructure 1 comprises as an essential element a central electronic database 3 in which component data of infrastructure components are stored which are part of a rail-side control and safety technology of a railway network. A large number of different users 5,7,9,11 access the central database 3 using a uniform data interface. For example, the users here are a manufacturer 5, an installer 7, maintenance personnel 9 and an operator 11 for the infrastructure components in the railway network.

Using the database 3, the maintenance personnel 9 can in particular use their digital twin to determine infrastructure components that require maintenance or replacement. Automatic algorithms can be used (which, for example, evaluate the operating time and mechanical loads that have occurred), or infrastructure components can also be specifically identified according to individual search criteria (eg a certain type of component in connection with a certain date of manufacture). For infrastructure components, for which a reason for maintenance or replacement was determined using the database 3, the respective location is determined, and the maintenance personnel 9 visits these locations in a targeted manner and maintains the affected infrastructure components and/or exchanges them (not shown in detail).

2 shows a chronological sequence of life cycle events 15, 17, 19, 21, 23, 25, 27 of an infrastructure component, the monitoring of which is part of the method according to the invention. The course of time is indicated here via a timeline 13 . The life cycle events 15, 17, 19, 21, 23, 25, 27 include, for example, production 15, shipping 17 after production 15, storage 19 in a central warehouse, further storage 21 in a trackside interim storage facility, trackside installation 23 and a trackside expansion 25. The infrastructure component is, for example, a sensor. The acquisition of measurement data is correspondingly shown as a further life cycle event 27 . Other possible life cycle events (e.g. maintenance) between the trackside installation 23 and the trackside upgrade 25 are indicated by dots. When the life cycle events 15, 17, 19, 21, 23, 25, 27 occur, the associated life cycle data of the infrastructure component in the central database 3 are updated.

FIG. 3 shows a schematic illustration of a complex infrastructure component 29, which includes a number of sub-components 31, 33. One of the subcomponents 31 , 33 is an interchangeable subcomponent 33 . The interchangeable subcomponent 33 is not itself recorded in the central database 3 . However, if the replaceable subcomponent 33 is replaced, this is recorded as a life cycle event and at least one date of the replacement of the replaceable subcomponent 33 and a subcomponent type of the newly installed subcomponent (not shown here) are stored in the central database 3 as part of the component data of the complex infrastructure component 29 .

The complex infrastructure component 29 shown in FIG. 3 also has an identifier 35 in the form of a bar code, which can be read optically. 4 shows the reading out of an identifier 35 of an infrastructure component 37 . The identification 35 is, for example, a bar code. The reading is performed by a user, not shown here, using an electronic terminal 39 communicating with the central database 3. The electronic terminal 39 is, for example, a tablet computer with a camera. The identifier 35 allows the unique identifier of the infrastructure component 37 to be inferred. In contrast to the optical readout shown here, the identifier 35 can also be read out by radio, for example. The reading out typically takes place to log a life cycle event of the infrastructure component 37 (eg storage in a warehouse).

FIG. 5 shows an infrastructure component in the form of an axle counter 41. The axle counter 41 is attached to a rail 43. The axle counter parts of the axle counter 41 include, for example, two strain sensor elements 45. The axle counter 41 counts the number of axles 47 that pass the rail 43 at the point at which the axle counter 41 is mounted.

In Fig. 6 a part of a railway network is shown schematically. An interim storage facility 49 is set up on the railway network for infrastructure components that are not shown here. The life-cycle events also include an emplacement of infrastructure components into the trackside interim storage facility 49 and a withdrawal of infrastructure components from the trackside interim storage facility 49.

Part of the railway network are, inter alia, railway tracks 51 and signals 53; A signal 53 is shown here as an example. The interim storage facility 49 has been set up here near the signal 53 in order to temporarily store infrastructure components (not yet installed on the trackside) that are required when the signal 53 is repaired. The infrastructure components (already installed on the track) in the railway network also include, for example, an axle counter 55 and a switch structure 57 . Component data from the axle counter 55 (other infrastructure component) is evaluated here to determine the reasons for maintenance and/or replacement of the switch structure 57 (infrastructure component). In particular, information about the number of loads on the switch structure 57 is determined from the component data of the axle counter 55 and included in the determination of the causes (the trains passing the axle counter 55 must also pass the switch structure 57 here). The component data of the axle counter 55 also includes measurement data from ongoing railway operations, more precisely here a number of counting events of the axle counter 55.

Furthermore, to determine the reasons for maintenance and/or replacement of the switch structure 57 and/or the axle counter 55, external information that does not originate from the central database 3 is also evaluated here, with the external information being combined with component data from the central database 3 be correlated. The external information comes from an external database 59, for example. Information about the number and intensity of loads on the switch structure 57 and/or the axle counter 55 is determined from the external information and included in the determination of the causes.

In the example shown, the information about the number and intensity of loads includes information about the speed and the weight of a train 61 that is passing the location of the switch structure 57 or the location of the axle counter 55 .

The information about the number and intensity of loads also includes information about the number of thermal cycles and the temperature ranges of the thermal cycles, which result from weather data for the location of the switch structure 57 or the location of the axle counter 55. The weather data originate here from several nearby weather stations 63, one of which is shown as a representative.

FIG. 7 is a schematic representation of a level crossing 65 in which a road 67 crosses a railroad track 69 . At level crossing 65 an infrastructure component is provided in the form of a sensor 71 for detecting traffic in the railway network. More precisely, it is, for example, a sensor 71 in the form of a camera, with which non-train traffic that is crossing or intending to cross the train traffic is optically recorded. The non-train traffic includes in particular pedestrians and road vehicles.

The sensor is installed at an installation point 73 that is monitored by a local control device 75 . The control device 75 shown as an example is based on the fact that if a sensor 71 is installed, a circuit 77 is closed, while if the sensor 71 is missing, the circuit 77 is open. The control device 75 is also connected to the central database 3 .

If a reason for replacing the sensor 71 at the installation point 73 was determined and if a temporary absence of the sensor 71 at the installation point 73 was determined by means of the control device 75 (in this case, if the circuit 77 was first open and then closed again), then in the event an error message is output if a new sensor is not logged in at the installation site 73 by a user in the central database 3 within a specified waiting time after the installation of a new infrastructure component (not shown here) at the installation site 73 has been determined again by the control device 75. This can be used to arrange for the booking to be made up later. Alternatively or additionally, after database 3 has determined that the new infrastructure component has been installed, use of the newly installed infrastructure component can be blocked until it has been logged into database 3 . It should be noted that the closure of the infrastructure component may result in the closure of a part of the railway network (here eg level crossing 65).

Claims

Expectations

1 . Method for operating a railway network, in which infrastructure components (29, 37) are monitored which are part of a rail-side control and safety technology of the railway network, the infrastructure components (29, 37) each being assigned a unique identifier and component data of the respective infrastructure components ( 29, 37) assigned to this identifier in a central electronic database (3), the component data comprising at least component type data and life cycle data, with users (5, 7, 9, 11) accessing the database (3) using a uniform data interface , and in the case of life cycle events (15, 17, 19, 21, 23, 25, 27) the associated life cycle data of the infrastructure components (29, 37) in the database (3) are updated, and by means of the database (3) Reasons for maintaining and/or replacing subsets of the infrastructure components (29, 37) are determined, with the database (3) being used to determine the locations of the infrastructure components (29, 37) of the subsets, and then the infrastructure components (29, 37) of the subsets are serviced and/or replaced.

2. The method according to claim 1, characterized in that the life cycle events (15, 17, 19, 21, 23, 25, 27) include one or more of the following events: production (15), storage (19, 21), Maintenance, trackside installation (23), trackside removal (25).

3. The method according to any one of the preceding claims, characterized in that the infrastructure components (29, 37) also include complex infrastructure components (29), each of which includes one or more replaceable sub-components (33) that are not themselves in the database (3) as Infrastructure components (29, 37) are detected, and that as a life cycle event (15, 17, 19, 21, 23, 25, 27) and an exchange of a sub-component (33) of a complex infrastructure component (29) is recorded, with this life cycle event also at least one date of replacement of the sub-component (33) and a sub-component type of the newly installed sub-component being recorded.

4. The method according to any one of the preceding claims, characterized in that the infrastructure component (29, 37) has an identifier (35) by a user (5, 7, 9, 11) by means of a database (3) communicating electronic Terminal (39) can be read, and which allows conclusions to be drawn about the unique identifier, in particular wherein the identifier (35) can be read optically or by radio, preferably RFID, by means of the electronic terminal (39).

5. The method according to any one of the preceding claims, characterized in that the infrastructure components (29, 37) include sensors (71) for detecting traffic in the railway network and / or associated sensor parts.

6. The method according to any one of the preceding claims, characterized in that the infrastructure components (29, 37) comprise axle counters (41, 55) or axle counter parts (45).

7. The method according to any one of the preceding claims, characterized in that trackside interim storage facilities (49) for infrastructure components (29, 37) are set up in the railway network, and that the life cycle events (15, 17, 19, 21, 23, 25, 27 ) also include storage (21) of infrastructure components (29, 37) in the trackside intermediate storage facility (49) and removal of infrastructure components (29, 37) from the trackside intermediate storage facilities (49).

8. The method according to claim 7, characterized in that the interim storage facility (49) is built for a period of 1 year or less, preferably 6 months or less, particularly preferably 1 month or less.

9. The method according to any one of the preceding claims, characterized in that to determine the occasions for maintenance and / or replacement of the subsets of infrastructure components (29, 37) an evaluation of component data from other infrastructure components (29, 37) that do not belong to the Subsets belong, takes place.

10. The method according to claim 9, characterized in that from the component data of the other infrastructure components (29, 37) information about a number and/or intensity of loads, in particular mechanical and/or thermal and/or electrical loads, of the infrastructure components (29 , 37) of the subsets is determined and included in the determination of the occasions.

11. Method according to claim 10, characterized in that the other infrastructure components (29, 37) are axle counters (41, 55) or axle counter parts (45), and that the component data of the other infrastructure components (29, 37) are measurement data, in particular a number of counting events, the axle counter (41, 55) or axle counter parts (45).

12. The method as claimed in one of the preceding claims, characterized in that external information which does not originate from the database (3) is evaluated to determine the occasions for maintenance and/or replacement of the subsets of infrastructure components (29, 37). , The external information being correlated with component data from the database (3).

13. The method according to claim 12, characterized in that information about the number and/or intensity of loads, in particular mechanical or thermal loads, of the infrastructure components (29, 37) of the subsets is determined from the external information and used to determine the causes is included. Method according to Claim 13, characterized in that the information about a number and/or intensity of loads is information about the number of trains (61) and/or their speed and/or their weight, which is the locations of the Infrastructure components (29, 37) of the subsets happen. Method according to Claim 13, characterized in that the information about a number and/or intensity of loads is information about the number of thermal cycles and/or the temperature ranges of the thermal cycles, which are derived from weather data for the locations of the Infrastructure components (29, 37) of the subsets result. Method according to one of the preceding claims, characterized in that in the railway network by means of local control devices (75) monitored installation points (73) are set up for at least some infrastructure components (71), it being possible to determine by means of the control devices (75) whether at the respective installation point ( 73) an infrastructure component (71) is currently installed or missing, and that if a reason for replacing the infrastructure component (71) at the respective installation point (73) was determined and by means of the control device (75) a temporary absence of the infrastructure component (71). the installation point (73) was determined,

- If a new infrastructure component (29, 37) is not logged in at the installation point (73) by a user (5, 7, 9, 11) in the database (3) within a specified waiting time after the control device (75) if the installation of a new infrastructure component (29, 37) is detected again at the installation site (73), an error message is output and/or

- a command is triggered that the infrastructure component (71) at the monitored installation site (73) may no longer be used until a new infrastructure component (29, 37) is logged in at the installation site by a user (5, 7, 9, 11) in the database (3) has taken place. System comprising a central electronic database (3) and a multiplicity of infrastructure components (29, 37) which are part of a rail-side control and safety technology of a railway network, set up for carrying out a method according to one of the preceding claims.