AU2016330131B2

AU2016330131B2 - Safety method and safety system for a railway network

Info

Publication number: AU2016330131B2
Application number: AU2016330131A
Authority: AU
Inventors: Sven Adomeit; Uwe Deichmann; Carlos Del Pozo; Norbert Geduhn
Original assignee: Siemens Mobility GmbH
Current assignee: Siemens Mobility GmbH
Priority date: 2015-09-30
Filing date: 2016-09-07
Publication date: 2019-10-31
Anticipated expiration: 2036-09-07
Also published as: DE102015218988A1; CN108290595A; EP3331747B1; EP3331747A1; HK1255435A1; ES2879817T3; AU2016330131A1; US20180319415A1; CN108290595B; WO2017055035A1

Abstract

The invention relates to a safety method for a railway network that is divided into track sections (G1, G2,..., Gq) by track elements (S1, S2,..., Sp), and can be travelled by vehicles (Z1, Z2,..., Zr) in accordance with data from components of a track atlas (SA), in which the vehicles (Z1, Z2, ..., Zr) request steps (B, R, M), from selections of the track elements, for assignment as a travel path element, and in which each (Si, where i = 1 to p) of the selected track elements automatically assigns itself as a travel path element for each vehicle (Zm, where m = 1 to r) that requests the steps for assignment as a travel path element, under predetermined conditions. In order to optimise the loading of the track atlas relating to each vehicle, the data at least of one of the components (K

Description

Safety method and safety system for a railway network

The invention relates to a protection method and a protection system for a rail network.

Known from DE 44 06 720 C2 are a protection method and a protection system for a rail network, which is divided by track elements into track sections and on which vehicles can travel. With the known protection method, the vehicles request, from selected track elements, steps for assignment as a route element and each of the selected track elements in each case automatically assigns itself, under predefined conditions, for each vehicle, which requests the steps for assignment as a route element from it. Accordingly, in the known protection system, the vehicles are suitably embodied to request, from selected track elements, steps for assignment as a route element and each of the selected track elements is suitably embodied in each case automatically to assign itself, under predefined conditions, as a route element for each vehicle, which requests the steps for assignment as a route element from it.

In practice, vehicles usually receive their track atlas, in dependence on which they travel on the rail network, from a control center. This requires precise operational planning with knowledge of when which vehicle travels over which track sections and that the loading of the correct track atlas is ensured in each case. Herein, in particular, short-term changes, for example deviations from the planned routing due to short-term diversions - cannot be transmitted to the vehicles travelling in the rail network and, therefore, the

2016330131 20 Sep 2019 train drivers of the vehicles are notified orally or by telephone by a person working in the control center. Otherwise, the protection system has to be deactivated on the track sections affected.

A desire of the present invention is to develop a generic protection method and the generic protection system for a rail network.

It is an object of the present invention to meet this desire or to substantially overcome, or at least ameliorate, one or more disadvantages of existing arrangements.

One aspect of the present disclosure provides a protection method for a rail network, which is divided by track elements into track sections and on which vehicles can travel in dependence on data from components of a track atlas, in which the vehicles request, from selected track elements, steps for assignment as a route element, in which each of the selected track elements in each case automatically assigns itself, under predefined conditions, as a route element for each vehicle that requests the steps for assignment from it as a route element and in which the data of at least one of the components of the track atlas is deposited locally in the track elements in parts related to the track elements in the form of data records,

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2016330131 20 Sep 2019 wherein an up-to-dateness identification is provided as part of each of the data records and identifies a degree of up-todateness of the data record.

Another aspect of the present disclosure provides the protection system for a rail network, which is divided by track elements into track sections and on which vehicles can travel in dependence on data from components of a track atlas, in which the vehicles are suitably embodied to request, from selected track elements, steps for assignment as a route element, in which each of the selected track elements is suitably embodied in each case automatically to assign itself, under predefined conditions, for each vehicle that requests the steps for assignment as a route element from it as a route element and in which the data of at least one of the components of the track atlas is deposited locally in the track elements in parts related to the track elements, wherein an up-to-dateness identification is provided as part of each of the data records and identifies a degree of up-to-dateness of the data record. It is particularly advantageous if all the components of the track atlas in each case are to be or are deposited locally as a whole in the track elements in parts related to the track elements in the form of data records. On the first passage of a respective vehicle over the track elements lying in its route, the parts of the track atlas relating thereto can be transmitted from the track elements to the respective vehicle so that the respective vehicle can or actually does automatically develop its present track atlas. Then, the deposition of components of the track atlas in a control center (exchange) is no longer necessary. In particular, therefore, the vehicles can in each case load the corresponding track atlas for them even on diversion routes and hence can also travel in the track sections in question

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PCT/EP2016/Ο71038 / 2015P19992WO with a serviceable protection system without having to deactivate said system.

On the further usage of the track elements, the track atlas that is the first developed by the respective vehicle is automatically checked as to whether it is the current version (integrity) and - if necessary, due to modifications - updated for the respective vehicle with the aid of track element or elements in question. Therefore, this updating is ensured by technical means - it is not necessary to inform the driver of the respective vehicle orally or by telephone.

The invention is described below in more detail with reference to the figures, in which:

Figure la shows a section of a rail network, which is divided by track elements into a plurality of track sections and on which vehicles can travel in dependence on data from components of a track atlas and which is equipped with a first embodiment of a protection system according to the invention, at a first time point,

Figure lb shows the section of the rail network in Figure la at the time point in Figure la, which is equipped with a second embodiment of the protection system according to the invention,

Figures 2 to 10 show the section of the rail network in Figure la, which is equipped with the first embodiment of the protection system according to the invention, at other time points,

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Figure 11 shows the section of the rail network in Figure la with a schematic representation of the track atlas,

Figure 12 shows a further section of the rail network, abutting the section shown in Figure 11 on the right, also with a schematic representation of the track atlas and

Figure 13 shows a mobile device of a track element of the protection system according to the invention embodied as a working zone.

Figure 1 shows a section of a rail network 1 with a first embodiment of the protection system according to the invention 2. The protection system 2 comprises four subsystems 3 to 6.

A first one 3 of the subsystems is a communication system via which the three further subsystems 4 to 6 communicate with one another .

A second one 4 of the subsystems is formed by track elements SI, S2, ..., Sp with track element controls TSC1, TSC2, ..., TSCp, wherein the track elements divide the rail network 1 into a plurality of track sections Gl, G2, ..., Gq. The track elements include, for example, switching devices, track crossings, grade crossings for passengers, bumpers and derailment detectors. However, the track elements also include working zones established to be mobile. In the section shown, initially four track elements SI to S4 link eight track sections Gl to G8. The four track elements SI to S4 are each a switching device with a switch Wi, where i = 1 to 4, and with an operating element STWi, where i = 1 to 4, for the switch Wi .

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A third one 5 of the subsystems is formed by vehicles Zl, Z2, ..., Zr in the form of trains with vehicle controls OBU1, OBU2, ..., OBUr. The section shown contains by way of example four vehicles Zl to Z4.

The fourth subsystem 6 is formed by a control room OCC. The track element controls TSC1, TSC2, ..., TSCp and the vehicle controls OBU1, OBU2, ..., OBUr each comprise a secure computer for example in the form of a 2v2 computer or a 2v3 computer. The control room OCC also comprises a computer, which can be embodied as a non-secure computer. The communication system 2 is preferably embodied as a wireless radio communication system.

A first train Zl in the direction of travel from left to right, which has entered the rail network 1 via a track element, not shown in the figures, in the form of a entry/exit element FEAFE 1 and which is to leave the rail network 1 via a track element, not shown in the figures, in the form of a entry/exit element FEAFE 2, stands on the track section G1 at a braking target point HP1(-) before the minus side of the switch W1 (see also Figure 11). A route plan for the train Zl, which is, for example, already in its possession before its entry into the rail network 1 or which it received on entering the rail network 1 from the control room OCC, reads as follows with respect to the track section shown:

Zl | FEAFE 1 |... | Wl- | W2-StopBl : 2 0 | W3+ | W4+ |... | FEAFE2 |

According to this, the train 1 wishes to drive on the switch Wl lying in its minus position and hence in the direction of passage F4 and the switch W2 lying in the minus position from

PCT/EP2016/Ο71038 / 2015P19992WO its pointed side and hence in the direction of passage F3. In the rail station Bl, the train Z1 wishes to stop for 20 seconds. After stopping, it wishes to drive on the switch W3 lying in the plus position from its plus side and hence in the direction of passage F2 and the switch W4 lying in the plus position from its pointed side and hence in the direction of passage Fl. Therefore, the train Z1 wishes to continue its journey on the track sections G3, G5, G6 and G7.

A second train Z2, also in the direction of travel from left to right, which has driven into the rail network 1 via a track element, not shown in the figures, in the form of a entry/exit element FEAFE 3 and which is to leave the rail network 1 via the entry/exit element FEAFE 2, stands on the track section G2 at a braking target point HP1(-) before the plus side of the switch W1.

Its route plan reads with respect to the track section shown:

Z2 | FEAFE3 |... | W1+ | W2- | StopBl : 25 | W3+ | W4+ |... | FEAFE2 |

According to this, the train Z2 wishes to drive on the switch

W1 lying in the plus position and hence in the direction of passage F2, the switch W2 lying in the minus position from its pointed side and hence in the direction of passage F3, after stopping for 25 seconds in the rail station Bl, the switch W3 lying in the plus position from its plus side and hence in the direction of passage F2 and the switch W4 on its pointed side in the plus position and hence in the direction of passage Fl in order to continue its journey on the track sections G3, G5, G6 and G7.

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A third train Ζ3 in the direction of travel from left to right, which has entered the rail network 1 via the entry/exit element FEAFE 1 and which is to leave the rail network 1 via track element, not shown in the figures, in the form of a entry/exit element FEAFE 4, stands on the track section G3 at a braking target point HP2(Sp) before the pointed side of the switch W2.

Its route plan reads with respect to the track section shown:

Z3 | FEAFE 1 |... | W2- | StopBl : 2 0 | W3+ | W4 - |... | FEAFE4 |

According to this, the train Z3 wishes to drive on the switch

W2 lying in the minus position from its pointed side and hence in the direction of passage F3, after stopping for 20 seconds in the rail station Bl, the switch W3 lying in the plus position from its plus side and hence in the direction of passage F2 and the switch W4 lying in the minus position from its pointed side and hence in the direction of passage F3 in order to continue its journey on the track sections G5, G6 and G7 .

A fourth train Z4 in the direction of travel from right to left, which has entered the rail network 1 via the entry/exit element FEAFE 4 and which is to leave the rail network 1 via the entry/exit element FEAFE 1 stands on the track section G6 at a braking target point HP3 (Sp) before the pointed side of the switch W3.

Its route plan reads with respect to the track section shown:

Z4 | FEAFE4 |... | W3- | StopBl : 25 | W2+ | Wl - |... | FEAFE 1

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According to this, the train Z4 wishes to drive on the switch W3 lying in the minus position from its pointed side and hence in the direction of passage F3, after stopping for 25 seconds in the rail station Bl the switch W2 lying in the plus position from its plus side and hence in the direction of passage F2 and the switch W1 lying in the minus position from its pointed side and hence in the direction of passage F3 in order to continue its journey on the track sections G4, G3 and G1.

The development of the assignment of a track element as a route element for a vehicle and hence the decentralized development of the movement authority for a vehicle takes place via three individual method stages. A first one of these method stages is a route check. A second of these method stages is a route definition. And the third of these method stages is the assignment of the movement authority. These three method stages of the development of the assignment of a track element as a route element for a vehicle are used on the one hand for conflict resolution. On the other hand, they advantageously safeguard loading of the track elements and track sections of the rail network in a manner optimized with respect to demand and usage.

During the route check, the respective vehicle reguests a first step for assignment in the form of the entry of an authorization B. To this end, the respective vehicle outputs a reguest to input the authorization B of the track element as a route element for the vehicle to the respective track element lying in its route. The track element then checks automatically whether it is possible to input this authorization. The track element only prevents the authorization being input if, with respect to the reguested

PCT/EP2016/Ο71038 / 2015P19992WO input, there is already an entry of an authorization for another vehicle in directly the opposite direction. Otherwise, the respective track element can continue to be used for other vehicles (trains). Therefore, it can output assignments as a route element to other vehicles so that they can use the track element in their own route. If it is possible to input an authorization, the track element makes this entry and then issues confirmation that the authorization has been input to the respective vehicle.

During the route definition, the respective vehicle requests a second step for assignment in the form of the input of a registration R. To this end, the respective vehicle outputs a request to the respective track element lying in its route for the input of the registration R of the track element as a route element for the vehicle. The track element then automatically checks whether it is possible to input this registration. Under predefined circumstances, the track element stops the registration being input. Otherwise, the respective track element can still be used for other vehicles (trains). Therefore, it can output assignments as a route element to other vehicles so that these can use the track element in their own route. If it is possible to input a registration, the track element makes this input and then outputs a confirmation that the registration has been input to the respective vehicle.

On granting of the movement authority, the respective vehicle requests a third step for assignment in the form of the entry of a marking M. To this end, the respective vehicle outputs to the respective track element in its route a request for the marking of the track element to be input as a route element for the vehicle. The track element automatically checks again

PCT/EP2016/Ο71038 / 2015P19992WO whether this marking of the registration is possible. Under predefined circumstances, the track element stops the marking being input. If the input of the marking is possible, the track element inputs the marking, initiates, if necessary, the changeover of the track element and then outputs confirmation of the entry of the marking to the respective vehicle. All other vehicles that reguest the input of a marking have to wait until the marking that has been input is deleted again.

Reception of confirmation of the input of the marking now authorizes the respective vehicle to use the track element as a route element and to advance over the track element into the following track section as far as a predefined point before the next track element, wherein it knows the predefined point from the track topology - i.e. from a topological component of a track atlas. The vehicle also comprises a position-finding system so that it always knows which point in the rail network is its present location.

On passing the track element, the respective vehicle outputs confirmation of passage to the respective track element. On reception of this confirmation of passage, the respective track element deletes the authorization that has been input, the registration that has been input and the marking that has been input.

To carry out the three steps for assignment, each track element control TSOI of the track elements manages memory locations .

In the first embodiment of the protection system according to the invention, the memory locations of the individual track elements in each case form cells of a table Ti, where 1 = 1 to

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ρ. The columns in these tables correspond to the different types of loading of the respective track element. For example, the switches shown in each case comprise four types of loading identified in the figures by arrows Fl, F2, F3 and F4. Other track elements, such as, for example, entry/exit elements, derailment detectors or working zones established to be mobile comprise two types of loading identified in the figures by arrows fl and f2. The track element control of a track element embodied as a bumper manages memory locations of two types of loading, wherein, however, the memory locations of the one type of loading are permanently assigned a blocking entry identified with /.

In the protection method according to the invention for the rail network, which is divided by the track elements SI, S2, ..., Sp into the track sections Gl, G2, ..., Gq and on which the vehicles Zl, Z2, ..., Zr can travel in dependence on data from components of a track atlas, therefore, the vehicles Zl, Z2, ..., Zr request, from selected track elements, the steps B, R, M for assignment as a route element.

In the protection system according to the invention for a rail network, which is divided by track elements SI, S2, ..., Sp into a plurality of track sections Gl, G2, ..., Gq and on which vehicles Zl, Z2, ..., Zr can travel in dependence on data from components of a track atlas, therefore, the vehicles Zl, Z2, ..., Zr are suitably embodied to request, from selected track elements, steps B, R, M for assignment as a route element. Moreover, each Si, where i = 1 to p, of the selected track elements is suitably embodied automatically to assign itself as a route element, under predefined conditions, in each case for each vehicle Zm where, m = 1 to r, which requests the steps for assignment as a route element from it and to output

PCT/EP2016/Ο71038 / 2015P19992WO an assignment confirmation Q_Mm,I, where m = 1 to r and i = 1 to p, to the respective vehicle.

Herein, each Si, where i = 1 to p, of the selected track elements in each case automatically assigns itself as a route element, under predefined conditions, for each vehicle Zm, where m = 1 to r, which requests the steps for assignment as a route element from it in that, in response to a first request A_BZmSi, where m = 1 to r and i = 1 to p, of the respective vehicle Zm, where m = 1 to r, in a type of loading Fl; F2; F3; F4; fl; f2 requested by the respective vehicle, it makes its authorization B as a route element for the respective vehicle Zm, where m = 1 to r, in response to a second request A_RZmSi, where m = 1 to r and i = 1 to p, of the respective vehicle Zm, where m = 1 to r, makes its registration R as a route element for the respective vehicle, and in response to a third request A_MZmSi, where m = 1 to r and i = 1 to p, of the respective vehicle Zm, where m = 1 to r, makes its marking M as a route element for the respective vehicle.

Therefore, the vehicle control OBUm of the respective vehicle Zm, where m = 1 to r, determines, to request the steps for assignment from the respective track element Si, where i = 1 to p, the requirements A_Bm,i, A_Rm,i, A_Mm,i, where m = 1 to r and i = 1 to p, and outputs the requirements to the respective track element Si, where i = 1 to p, by means of communication means KMZm assigned to the vehicle control OBUm.

Therefore, a vehicle control OBUm of the respective vehicle Zm, where m = 1 to r, is suitably embodied, to request the steps for assignment from the respective track element Si, where i = 1 to p, to determine requirements A_Bm,i, A_Rm,i, A_Mm,i, where m = 1 to r and i = 1 to p, and to output the

PCT/EP2016/Ο71038 / 2015P19992WO requirements to the respective track element Si, where 1=1 to p, by means of communication means KMZm assigned to the vehicle control OBUm.

The track element control TSCi of the respective track element Si, where 1 = 1 to p, receives the requirements A_Bm,i, A_Rm,i, A_Mm,i, where m = 1 to r and i = 1 to p, of the respective vehicle Zm, where m = 1 to p, relating to the respective track element by means of communication means KMSi assigned to the track element control TSCi.

Therefore, the track element control TSCi of the respective track element Si, where 1 = 1 to p, is suitably embodied to receive the requirements A_Bm,i, A_Rm,i, A_Mm,i, where m = 1 to r and 1 = 1 to p, of the respective vehicle Zm, where m = 1 to r, relating to the respective track element by means of communication means KMSi assigned to the track element control TSCi .

The track element control TSCi of the respective track element Si, where 1 = 1 to p, uses the received requirements to determine the assignment of the respective track element Si, where 1 = 1 to p, as a route element for the respective vehicle Zm, where m = 1 to r, and outputs the respective assignment confirmation Q_Mm,i, where m = 1 to r and i = 1 to p to the respective vehicle Zm, where m = 1 to p, by means of the communication means KMSi assigned to the track element control TSCi.

Therefore, the track element control TSCi of the respective track element Si, where 1 = 1 to p, is suitably embodied to use the received requirements to determine the assignment of the respective track element Si, where i = 1 to p, as a route

PCT/EP2016/Ο71038 / 2015P19992WO element for the respective vehicle Zm, where m = 1 to r, and to output the respective assignment confirmation Q_Mm,i, where m = 1 to r and i = 1 to p, to the respective vehicle (Zm, where m = 1 to r) by means of the communication means KMSi assigned to the track element control TSCi.

Herein, the predefined conditions (rules) are worded as follows :

I: The respective track element Si, where i = 1 to p, only makes the authorization B requested from it in the one type of loading Fl; F2; F3; F4; fl; f2 as a route element for the respective vehicle Zm, where m = 1 to r, if it has not already made its authorization B for another vehicle Zn, where n = 1 to r and n # m, in a type of loading F2; Fl; F4; F3; f2; fl opposite to the one type of loading Fl; F2; F3; F4; fl; f2 and has not yet cancelled this authorization.

II: The respective track element Si, where 1 = 1 to p, only makes its registration R as a route element for the respective vehicle Zm, where m = 1 to r, if it has previously made its authorization B as a route element for the respective vehicle Zm, where m = 1 to r, in the one type of loading Fl; F2; F3; F4; fl; f2 and has not yet cancelled this authorization B.

Ill: The respective vehicle Zm, where m = 1 to r, only outputs the second request A_RZmSi, where m = 1 to r and 1 = 1 to p, for registration of the respective track element Si, where 1=1 to p, as a route element to this track element Si, where 1=1 to p, if the track element Sk with k = 1 to p, and k f 1 adjacent upstream to this track element in the direction of travel of this vehicle Zm, where m = 1 to r, has made its

PCT/EP2016/Ο71038 / 2015P19992WO marking Μ as a route element for this vehicle Zm, where m = 1 to r, and has not yet cancelled this marking M.

IV: The respective track element Si, where i = 1 to p, only makes its marking M as a route element for the respective vehicle Zm, where m = 1 to r, if it has previously made its registration R as a route element for this vehicle Zm, where m = 1 to r, and has not yet cancelled this registration R.

V: The respective track element Si, where i = 1 to p, only makes its marking M as a route element for the respective vehicle if it has not already made its marking M as a route element for another vehicle Zn, where n = 1 to r and η Φ m, and has not yet cancelled this marking.

VI: The respective track element Si, where i = 1 to p, only makes its marking M as a route element for the respective vehicle Zm, where m = 1 to r, if, before its registration R as a route element for this vehicle Zm, where m = 1 to r, it has not already made its authorization B for another vehicle Zn, where n = 1 to r and η Φ m, for which it has also made its registration R as a route element in the respective a type of loading and has not yet cancelled this registration R.

VII: If it is embodied as a switching device and if the one type of loading for which it has made its authorization B for the respective vehicle Zm, where m = 1 to r, proceeds from the blunt side of the switch W in the switching device, the respective track element Si, where i = 1 to p, only makes its marking M as a route element for this vehicle Zm, where m = 1 to r, if it has not already made its authorization B for another vehicle Zn, where n = 1 to r and η Ψ m, for which it has made its registration R as a route element in a type of

PCT/EP2016/Ο71038 / 2015P19992WO loading proceeding from the pointed side of the switch W and has not yet cancelled this registration R.

VIII: If it is embodied as a switching device and if the one type of loading for which it has made its authorization B for the respective vehicle Zm, where m = 1 to r, proceeds from the pointed side of the switch W of the switching device, the respective track element Si, where i = 1 to p, only makes its registration R as a route element for this vehicle Zm, where m = 1 to r, if it has not already previously made its authorization B for another vehicle for which it has made its registration R and its marking M as a route element in a type of loading proceeding from the blunt side of the switch W and has not yet cancelled this marking M.

IX: And the respective vehicle Zm, where m = 1 to r, only enters a track section Gx, where x = 1 to g, between adjacent track elements Si, Sj where i = 1 to p and j = 1 to p and i f j, or uses a track section Gx, where x = 1 to g, between adjacent track elements Si, Sj where i = 1 to p and j = 1 to p and i + j, if these two adjacent track elements in each case have made, and not cancelled, both their authorization B and their registration R as a route element for this vehicle Zm, where m = 1 to r.

In the second embodiment of the protection system according to the invention in Figure lb, the memory locations of the individual track elements Si in each case form cells of two separate tables. On the one hand, cells of a route reguest table designated RRTi, where 1 = 1 to p, and, on the other, cells in a drive seguence table designated DSTi, where 1=1 to p .

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The predefined conditions (rules) are then worded as follows:

i: A vehicle can only be entered in the route request table RRTi as long as no other vehicle has been entered for the opposite direction of travel.

ii: It is always the case that only one vehicle can be marked in the drive sequence table DSTi. Any further request for a marking to be input in the drive sequence table DSTi will be rejected if a marking has already been assigned or the vehicle is not the first vehicle in the columns of the drive sequence table DSTi.

ill: A vehicle can only be registered in the column SP as long as there is still no marking in the columns plus or minus.

iv: A marking for a vehicle in one of the columns plus or minus can only be assigned as long as no vehicle is registered in the column Sp.

v: To use a section between two track elements, a vehicle requires a confirmed registration in both tables, both for of the track element via which the vehicle enters the respective track section (i.e. which forms an entry point) and for the track element via which the vehicle exits the respective track section (i.e. which forms an exit point).

vi: A vehicle can request a registration in the table DSTi of the exit point if there is a marking for it for the entry point. Therefore, a vehicle can advance as far as a track element if it is registered with this track element and all track elements on the way thereto are marked for it.

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As already mentioned in the introduction, a track element S5 is provided, which, after its integration into the rail network, forms a working zone AZ.

The track element S5 embodied as a working zone is in particular characterized in that it only outputs the assignment confirmation Q_Mm,5, where m = 1 to r, for the respective vehicle Zm, where m = 1 to r, after the inputting of an assignment release Fm,5, where m = 1 to r, wherein the at least one track element S5 is provided with means MF5 for release, by means of which the assignment release Fm,5, where m = 1 to r, is input manually.

The track element S5 is therefore suitably embodied, after its integration into the rail network, to form a working zone AZ and only to output the assignment confirmation Q_Mm,5, where m = 1 to r, for the respective vehicle Zm, where m = 1 to r, after the inputting of an assignment release Fm,5, where m = 1 to r, wherein the at least one track element S5 comprises means MF5 for release, by means of which the assignment release Fm,5, where m = 1 to r, is to be input manually.

The track element S5, which forms the working zone AZ is temporarily integrated into the rail network between two initially adjacent track elements (SI, S2) and removed again therefrom.

The at least one track element S5 which forms the working zone AZ is therefore suitably embodied to be integrated temporarily into the rail network between two initially adjacent track elements (SI, S2) and removed again therefrom.

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The at least one track element S5, which forms the working zone AZ is provided with means MO5 for the determination of its present position and outputs the present location of the working zone AZ between the two track elements (SI, S2) in dependence on its present position.

Therefore, the at least one track element S5, which forms the working zone AZ comprises means MO5 for the determination of its present position and is suitably embodied to specify the present location of the working zone AZ between the two track elements (SI, S2) in dependence on its present position.

In the at least one track element which forms the working zone AZ, the track element control TSC5, the means MF5 for release and the means MO5 for the determination of the present position are provided as components of a mobile device D, which is in particular portable by a person.

Therefore, in the at least one track element S5 which forms the working zone AZ, the track element control TSC5, the means MF5 for release and the means M05 for the determination of the present position are embodied as components of a mobile device D, which is in particular portable by a person.

According to Figures 10 and 11, in the protection method according to the invention for a rail network, the data for at least one of the components K_geo, K_toPz K_fb of the track atlas SA is deposited locally in the form of data records D_sl, D_s2, ..., D_sp in the track elements SI, S2, ..., Sp in parts related to the track elements D_s(K_geo)l, D_s(K_top)l, D_s(K_fb)l, D_s(K_geo)2, D_s(K_top)2, D_s(K_fb)2, ..., D_s(K_geo)p, D_s(K_top)P, D_s(K_fb)p.

PCT/EP2016/Ο71038 / 2015P19992WO

Therefore, in the protection system according to the invention, the data for at least one of the components K_geo, K_top, K_fb of the track atlas SA is deposited locally in the form of data records D_sl, D_s2, ..., D_sp in parts related to the track elements D_s(K_geo)l, D_s(K_top)l, D_s(K_fb)l, D_s(K_geo)2, D_s(K_top)2, D_s(Kfb)2, ..., D_s(K_geo)p, D_s(K_tOp)P, D_s(K_fb)p.

A first component of the track atlas (SA), the data of which is to be or is deposited in parts D_s(K_geo)l, D_s(K_geo)2, ..., Ds (K_geo) p in the track elements, is provided as a geometric component K_geo with geometric and position-finding data for determining the position of the vehicles in the rail network.

Herein, the following are to be or are provided as geometric and position-finding data:

- position data for the track elements in the rail network and/or

- position data for ends of track sections of the track sections linked by the track elements in the rail network and/or

- position data for adjusting elements in the track sections linked by the track elements and/or

- length data for the track sections linked by the track elements and/or

- course data for track sections linked by the track elements.

A second component of the track atlas SA, the data of which is to be or is deposited in parts D_s(K_fb)l, D_s(K_fb)2, ..., D_s(K_fb)p in the track elements, is provided as a driving-operation component K_fb with location-related driving-operation data for controlling and monitoring the driving performance of the vehicles and/or for controlling the track elements.

PCT/EP2016/Ο71038 / 2015P19992WO

Herein, the following are provided as driving-operation data:

- gradient-profile data for the track sections linked by the track elements and/or

- train-class-dependent speed-limiting data relating to the track sections linked by the track elements and/or

- braking target point data for braking target points on the track sections linked by the track elements and/or

- release-point data for release points on the track sections linked by the track elements and/or

- supporting-point data for supporting points on the track sections linked by the track elements

A third component of the track atlas SA, the data of which is to be or is deposited in parts D_s(K_top)lz D_s(K_top)2, ..., D_s(K_top)p in the track elements, is provided as a topographic component K_top with topological data that reflects the topological structure of the rail network.

Herein, the following are to be or are provided as topological data :

- linking data for ends of track sections of the track sections linked by the track elements in the rail network and/or

- orientation data for the track sections linked by the track elements in the rail network.

A track-element identification SKi, where i = 1 to p, is to be or is provided as part of each of the data records and uniquely identifies the track element to which the data record D_si, where i = 1 to p, relates.

Moreover, an up-to-dateness identification AKi, where i = 1 to p, is to be or is provided as part of each of the data records

PCT/EP2016/Ο71038 / 2015P19992WO and identifies a degree of up-to-dateness of the data record D_si, where i = 1 to p.

The track-element identification SKI, where i = 1 to p, and/or the up-to-dateness identification AKi, where i = 1 to p, are to be or are provided by a version number VNi, where i = 1 to POn a modification of the rail network 1, the data records for the track elements affected by the modification are modified locally in the track elements. Therefore, the track elements are embodied such that, on a modification of the rail network, the data records for the track elements affected by the modification can be modified locally in the track elements.

In the case of a first-time authorization B or in the case of a first-time registration R of a respective track element for a respective vehicle, the entire data record of the track element is transmitted to the vehicle and deposited there. Therefore, the track elements and the vehicles are embodied such that, in the case of a first-time authorization B or in the case of a first-time registration R of a respective track element for a respective vehicle, the entire data record of the track element is transmitted to the vehicle and deposited there .

In the case of a repeat authorization B or in the case of a repeat registration R of a respective track element for a respective vehicle, at least some items of the data from the data record, which was deposited in the track element, are transmitted to the vehicle if the degree of up-to-dateness of a data record deposited in the vehicle and assigned to the track element deviates from the degree of up-to-dateness of

PCT/EP2016/Ο71038 / 2015P19992WO the data record deposited in the track element. Therefore, the track elements and the vehicles are embodied such that, in the case of a repeat authorization B or in the case of a repeat registration R of a respective track element for a respective vehicle from the data record, which was deposited in the track element, at least some items of the data are transmitted to the vehicle and deposited there if the degree of up-todateness of a data record deposited in the vehicle and assigned to the track element deviates from the degree of upto-dateness of the data record deposited in the track element.

In the protection system according to the invention, the vehicles Zl, Z2, ..., Zr deposit in the track elements manually input and/or manually released dynamic driving-operation data D_dl, D_d2, ..., D_dp as a dynamic component K_dyn of the track atlas SA in parts D_d(K_dyn)l, D_d(K_dyn)2, ..., D_d(K_dyn)p related to the track elements.

Therefore, in the protection system according to the invention, the vehicles Zl, Z2, ..., Zr are suitably embodied to deposit in the track elements manually input and/or manually released dynamic driving-operation data D_dl, D_d2, ..., D_dp as a dynamic component K_dyn of the track atlas in parts D_d(K_dyn)l, D_d(K_dyn)2, ..., D_d(K_dyn)p related to the track elements.

Herein, the following are to be or are provided as dynamic driving-operation data:

- characteristic data for slippery sections on the track sections linked by the track elements and/or

- characteristic data for speed restrictions on the track sections linked by the track elements and/or

- characteristic data for track blocks on the track sections linked by the track elements.

PCT/EP2016/Ο71038 / 2015P19992WO

In the protection system according to the invention, each Si, where i = 1 to p, of the selected track elements in each case specifies for each vehicle Zm, where m = 1 to r, which requests at least one of the steps B, R, M for assignment as a route element from it, at least one signal HS; ZS.

Therefore, in the protection system according to the invention, each Si, where i = 1 to p, of the selected track elements is suitably embodied in each case to specify for each vehicle Zm, where m = 1 to r, which requests at least one of the steps B, R, M for assignment as a route element from it, at least one signal HS; ZS.

Herein, the respective track element Si, where i = 1 to p, specifies for the respective vehicle Zm, where m = 1 to r, the type, the position and the status of the at least one signal HS; ZS.

Therefore, the respective track element Si, where i = 1 to p, is suitably embodied to specify for the respective vehicle Zm, where m = 1 to r, the type, the position and the status of the at least one signal HS; ZS.

At least one of the signals virtual main signal HS at a a danger point.

is to be or is specified as a braking target point HP, which is

At least one of the signals is to be or is specified as a virtual target signal ZS at a braking target point ZP, which is not a danger point.

PCT/EP2016/Ο71038 / 2015P19992WO

In the method according to the invention, different types of train headway points ZFT.I, ZFT.II are specified. In addition, the vehicles provide different braking curves BKm_A.I, BKm_A.II of the same type of braking curve A. Herein, each of the different braking curves of the same type of braking curve A of the respective vehicle Zm, where m = 1 to r, is in each case assigned to one of the different types of train headway points .

At least one braking target point HP, which is a danger point, forms a train headway point of a first type of train headway point ZFT.I, which is assigned to first braking curve BKm_A.I of the respective vehicle. In the figures, such braking target points HP are, for example, the braking target points: HP1(-), HP1(+), HPl(Sp), HP2(Sp), HP2(+), HP3(-), HP3(Sp), HP4(Sp), HP4 ( + ), HP4 (-), HS6(Sp), HP6( + ), HP7(-), HP7(Sp) and HP9, wherein this list is not complete.

A track element embodied as a switching device specifies at least one braking target point HP, which is a danger point.

A track element embodied as a bumper PB also specifies at least one braking target point HP, which is a danger point.

In addition, in a track section Gx with x= 1 to g, a vehicle end ZE of a stationary vehicle Zm, where m = 1 r, specifies for a following vehicle Zn, where n = 1 to r and η f m, at least one braking target point HP, which is a danger point.

At least one braking target point ZP, which is not a danger point, forms a train headway point of a second type of train headway point ZFT.II, to which a second braking curve BKm_A.II of the respective vehicle Zm, where m = 1 to r, is assigned.

PCT/EP2016/Ο71038 / 2015P19992WO

In the figures, such braking target points ZP are, for example, the braking target points: ZP2 (-), ZP3 ( + ), ZP6(-), ZP6(SP), ZP7 ( + ), ZP7 (Sp), ZS8 (li) and ZS8 (re), wherein this list is not complete.

A track element embodied as a spring-loaded switch W_R specifies at least one further braking target point ZP, which is not a danger point.

In addition, in a track section Gx with x= 1 to g, a vehicle end ZE of a moving vehicle Zm, where m = 1 r, specifies for a following vehicle Zn, where n = 1 to r and η Ψ m, at least one further braking target point ZP, which is not a danger point.

Furthermore, a track element embodied as a fictitious double entry/exit element FDME specifies at least one braking target point ZP, which is not a danger point.

According to the above-listed conditions (rules) I. to X. or i. to vi., the track elements Si shown in Figures la or lb and 2 to 10 have made the following entries in the tables Ti or RRi and DSTi with respect to the vehicles (trains) Zm:

In Figure la, the track element SI has made its authorization B in response to the first reguest ... of the vehicle Z2 in the type of loading F2 reguested by the vehicle Z2. This is indicated in the table Tl by the subscript B to the reference sign Zl. In addition, in response to the second reguest ... of the vehicle Z2, the track element SI has made its registration R as a route element for the vehicle Z2. This is indicated in the table Tl by the subscript R to the reference sign Zl. Furthermore, in response to the third reguest ... of the vehicle Z2, the track element SI has made its

PCT/EP2016/Ο71038 / 2015P19992WO marking Μ as a route element for the vehicle Z2. This is indicated in the table T1 by the subscript M to the reference sign Zl. Therefore, the storage entry made by the track element SI for the vehicle Z2 is designated Z2_Brm as a whole in the table Tl. The adjacent cell on the left is - in accordance with the rules - provided with a blocking entry indicated by

For the vehicle Zl, in addition to its authorization B in the type of loading F4, the track element SI has also made its registration R. Therefore the storage entry, which the track element SI has made for the vehicle Zl, is designated Z1_Br in the table Tl. The adjacent cell on the left is - in accordance with the rules - again provided with a blocking entry indicated by

Therefore, the vehicle Z2 is allowed to pass the track element SI before the vehicle Zl. To this end, together with the definition of the marking, the track element SI has initiated the changeover of the switch W1 by the operating element STW1 into its plus position as long as this was not already in the plus position. As soon as the vehicle, after crossing the switch Wl, has passed a release point, not shown here for reasons of clarity, relating to the track element 1, the vehicle outputs a corresponding confirmation of passage to the track element SI, which then deletes the storage entry Z2_BRMand the blocking entry / shown adjacent on the left- i.e. withdraws or cancels its authorization, registration and marking for the vehicle Z2 (see Figure 2). The vehicle Zl was only permitted to travel to the switch Wl as far as the braking target point HP1(-).

PCT/EP2016/Ο71038 / 2015P19992WO

Correspondingly, the track element S2 has made entries Z3_Brm in column F3 for the vehicle Z3, Z4_Br in column F2 for the vehicle Z4, Z2_BR in column F3 for the vehicle Z2 and Z1_B in column F3 for the vehicle Zl in the memory locations of the track element control TSC2 (in the cells in Table T2) and also the blocking entries / resulting therefrom. Therefore, at the time point shown in Figure la, the track element S2 has only automatically assigned itself to the vehicle Z3 as a

route element.

However, the vehicle Z2 is only permitted to

travel to the switch W2 as far as the braking target point

HP2 (Sp) . In addition, the vehicle Z4 is permitted to travel to the switch W2 as far as the braking target point HP2(+).

At the time point shown in Figure la, the track element S3 has made its entries Z4_BRM in column F3 for the vehicle Z4, Z3_BRin column F2 for the vehicle Z3, Z2_B in column F2 for the vehicle Z2 and Z1_B in column F2 for the vehicle Zl in the memory locations of the track element control TSC3 (in the cells in Table T3) and also the blocking entries / resulting therefrom. Therefore, at the time point shown in Figure 1, the track element S3 has only automatically assigned itself to the vehicle Z4 as a route element. However, the vehicle Z3 is permitted to travel to the switch W3 as far as the braking target point ZP3(+).

At the time point shown in Figure la, the track element S4 has made its entries Z3_B in column F3 for the vehicle Z3, Z2_B in column Fl for the vehicle Z2 and Z1_B in column Fl for the vehicle Zl in the memory locations of the track element control TSC4 (in the cells in Table T4) and also the blocking entries / resulting therefrom. Therefore, at the time point shown in Figure 1, the track element S4 has not assigned itself to any of the vehicles as a route element and therefore

PCT/EP2016/Ο71038 / 2015P19992WO cannot be crossed by any of the vehicles. Since it has also not made any authorization as a route element, it is also not permitted for any of the vehicles to enter the track sections linking the switch W4. The vehicle Z4 has already passed a release point, not shown here for reasons of clarity, related to the track element S4, and output a corresponding confirmation of passage to the track element S4 so that the track element S4 has already withdrawn - i.e. deleted - its entries for the vehicle Z4.

At the time point shown in Figure 2, the track element SI has deleted its entry Z2_Brm for the vehicle Z2 and the blocking entry / resulting therefrom. Furthermore, the track element S2 has deleted its entry Z3_Brm and the blocking entry / resulting therefrom. In addition, the track element S3 has deleted its entry Z4_BRM and the blocking entry / resulting therefrom.

Compared to the time point shown in Figure la, at the time point shown in Figure 3, the track element SI has now made its marking M for the vehicle Z1 and hence completed its automatic assignment for the vehicle Zl. The track element control TSC1 initiates the changeover of the switch W1 into its minus position by the operating element STW1.

At the time point shown in Figure 3, the track element S2 has made its marking M for the vehicle Z2 and hence completed its automatic assignment for the vehicle Z2. The track element control TSC2 initiates the changeover of the switch W2 into its minus position by the operating element STW2.

However, initially, the vehicle Z2 is not permitted to enter the rail track section G5 as long as the track element S3 has

PCT/EP2016/Ο71038 / 2015P19992WO still not made a registration R for the vehicle Z2.

Accordingly, the vehicle Z1 is also not initially permitted to enter the rail track section G3.

The vehicle Z2 outputs its second request for registration of the track element S3 as a route element to the track element S3. In response to this second request, the track element S3 informs the vehicle Z2 that it has already made its registration for the vehicle Z3, notifies it of the communication address of the vehicle Z3 and makes its registration for the vehicle Z2. The vehicle Z2 then makes contact with the vehicle Z3. On the basis of the present position in each case of the vehicle end of the vehicle Z3, the vehicle Z2 is in each case specified a present braking target point ZP(Z3) or HP(Z3) at which the vehicle Z2 then moves behind the vehicle Z3. The present braking target point ZP(Z3) is not a danger point and hence therefore a train headway point of the second type of train headway point ZFT.II as long as the vehicle Z3 is travelling in the direction of the track element S3 - i.e. continues to move forward. As a result, the vehicle Z2 then switches on its steep braking curve BK2_a.II in order to follow the vehicle Z3 quickly even if herein it would slip slightly over the braking target point ZP(Z3). However, as soon as the vehicle Z3 has come to a halt at the braking target point ZP3 ( + ), the present braking target point is a danger point and hence also a train headway point of the second type of train headway point ZFT.II. As a result, the vehicle Z2 then switches from its steep braking curve BK1_a.II to its flat braking curve BK2_A.I since it is not permitted to slip beyond the braking target point HP(Z3) .

In the same way, the vehicle outputs Z1 its second request for registration of the track element S2 as a route element to the

PCT/EP2016/Ο71038 / 2015P19992WO track element S2. In response to this second request, the track element S2 informs the vehicle Z1 that it has already made its registration for the vehicle Z2, notifies it of the communication address of the vehicle Z2 and makes its registration for the vehicle Zl. The vehicle Z1 then makes contact with the vehicle Z2. On the basis of the present position in each case of the vehicle end of the vehicle Z2, the vehicle Zl is in each case specified a present braking target point at which the vehicle Zl then presently moves behind the vehicle Z2. Here, once again, the present braking target point ZP(Z2) is not a danger point and hence therefore a train headway point of the second type of train headway point ZFT.II as long as the vehicle Z2 is travelling in the direction of the track element S2 - i.e. continues to move forward. As a result, the vehicle Zl then switches on its steep braking curve BK1_A.II in order to follow the vehicle Z2 quickly even if herein it would slip slightly over the braking target point ZP(Z2). However, if the vehicle Z2 were, for example, to have come to a halt before the switch W2 at the braking target point HP2 (Sp), the present braking target point for the vehicle Zl would be a danger point and hence also a train headway point of the second type of train headway point ZFT.II. As a result, the vehicle Zl would then switch from its steep braking curve BK1_A.II to its flat braking curve BK1_A.I since it is not permitted to slip beyond the braking target point HP2(SP).

At the time point shown in Figure 4, the vehicle Zl is initially not permitted to enter the rail track section G5 since the track element S3 has not yet made a registration R for the vehicle Zl.

PCT/EP2016/Ο71038 / 2015P19992WO

The vehicle Z1 outputs its second request for registration of the track element S3 as a route element to the track element S3. In response to this second request, the track element S3 informs the vehicle Z1 that it has already made its registration for the vehicle Z2, notifies it of the communication address of the vehicle Z2 and makes its registration for the vehicle Zl. The vehicle Z1 then makes contact with the vehicle Z2. On the basis of the present position in each case of the vehicle end of the vehicle Z2, the vehicle Zl is in each case specified a present braking target point ZP(Z2) or HP(Z2) up to which the vehicle Zl then moves behind the vehicle Z2. The present braking target point ZP(Z2) is not a danger point and hence also a train headway point of the second type of train headway point ZFT.II as long as the vehicle Z2 is travelling in the direction of the track element S3 - i.e. continues to move forward. As a result, the vehicle Zl switches on its steep braking curve BK1_A.II in order to follow the vehicle Z2 quickly even if herein it would slip slightly over the braking target point ZP(Z2). However, as soon as the vehicle Z2 has come to a halt at the braking target point HP(Z3) behind the vehicle Z3, the present braking target point is a danger point for the vehicle Zl and hence also a train headway point of the second type of train headway point ZFT.II. As a result, the vehicle Zl then switches from its steep braking curve BK1_A.II to its flat braking curve BK1_a.I since it is not permitted to slip beyond the braking target point HP(Z2).

A train driver of the vehicle Zl, not shown here, has identified warping in the track bed at the position of the rail track section G3 shown in Figure 5. Therefore, the driver outputs characteristic data for a speed restriction LFS including the point P via an interface of the vehicle control

PCT/EP2016/Ο71038 / 2015P19992WO as dynamic driving-operation data to the vehicle control OBU1. The vehicle deposits its dynamic driving-operation data at least in the track element S2 lying in its direction of travel as soon as the manual entry is completed by storage. However, dynamic driving-operation data, for example in the form of slippery sections, can also be acquired by sensors of the respective vehicle and only released manually by the train driver, wherein then the respective vehicle also deposits its dynamic driving-operation data at least in the track element lying its direction of travel as soon as this is released. The deposition preferably takes place on the next communication with the respective track element lying in the direction of travel. Therefore, the vehicle Zl deposits the characteristic data for the speed restriction at the time point at which it outputs its confirmation of passage to the track element S2.

According to Figure 5, a gang R is already approaching the position P of the rail track section G3 in order to remove the warping in the track bed. For the protection of the gang, a gang leader is carrying the portable device D, which, in addition to the track element control TSC5, comprises the means for release MF5 and the means for the determination of its present position M05. The portable device D can be used to integrate the track element 5 into the rail network, which, after integration, forms the working zone AZ for the protection of the gang. After activation, the track element control TSC5 specifies the present location of the working zone AZ in dependence on its present position and signs on with the track elements SI and S2. The track element SI notifies the track element S5 that it has entered its authorization as a route element for the vehicle Z4. In response thereto, the track element S5 also inputs its authorization for the vehicle Z4 as a route element. Thus, the

PCT/EP2016/Ο71038 / 2015P19992WO track section G3 is temporarily divided by the track element S5.

According to Figure 6, the track element S2 has made its marking for the vehicle Z4 and the vehicle Z4 reguests the registration of the track element SI. The track element SI then informs the vehicle Z4 of the temporarily inserted track element S5, which forms the working zone AZ, and notifies it in particular of the communication address of the track element S5. The vehicle now reguests the registration as a route element from the track element S5.

According to Figure 7, the track element S5 makes its registration for the vehicle Z4 so that the vehicle Z4 can advance as far as the braking target point HP4(re).

According to Figure 8, the vehicle Z4 reguests the marking of the track element S5. In response, the track element makes its marking, but does not output a marking confirmation to the vehicle Z4 .

Initially, the device D indicates on a display and/or audibly that the vehicle Z4 wishes to pass through the working zone.

According to Figure 9, the gang leader ensures that the entire gang leaves the danger area on the track and remains away therefrom and then inputs the assignment release Fm,5, where m = 1 to r, via the means for release MF5 of the device D. Only when this assignment release Fm,5, where m = 1 to r, has been input does the track element S5 output the marking confirmation Q_M4,5, wherein the marking confirmation Q_M4,5 forms the assignment confirmation. The vehicle Z4 reguests the

PCT/EP2016/Ο71038 / 2015P19992WO registration of the track element SI. The track element SI makes this registration.

According to Figure 10, the vehicle Z4 now advances as far as the braking target point HP1(Sp). The vehicle Z4 outputs a corresponding confirmation of passage to the track element S5 which then deletes the storage entry Z4_Brm and the blocking entry / on the adjacent left - i.e. withdraws or cancels it authorization, registration and marking for the vehicle Z4. The gang can then return to working in the danger area.

Claims

1. A protection method for a rail network, which is divided by track elements into track sections and on which vehicles can travel in dependence on data from components of a track atlas,

- in which the vehicles request, from selected track elements, steps for assignment as a route element,

- in which each of the selected track elements in each case automatically assigns itself, under predefined conditions, as a route element for each vehicle that requests the steps for assignment from it as a route element and

- in which the data of at least one of the components of the track atlas is deposited locally in the track elements in parts related to the track elements in the form of data records, wherein an up-to-dateness identification is provided as part of each of the data records and identifies a degree of up-todateness of the data record.

2. The protection method as claimed in claim 1, wherein a first component of the track atlas, the data of which is deposited in parts in the track elements, is provided as a geometric component with geometric and position-finding data for determining the position of the vehicles in the rail network.

3. The protection method as claimed in claim 2, wherein the following are provided as geometric and positionfinding data:

- position data for the track elements in the rail network and/or

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- position data for ends of track sections of the track elements linked by the track sections in the rail network and/or

- length data for the track sections linked by the track elements and/or

- course data for the track sections linked by the track elements .

4. The protection method as claimed in one of claims 1 to 3, wherein a second component of the track atlas, the data of which is deposited in parts in the track elements, is provided as a driving-operation component with location-related driving operation data for controlling and monitoring the driving performance of the vehicles and/or for controlling the track elements.

5. The protection method as claimed in claim 4, wherein the following is provided as driving operation data:

- gradient profile data for the track sections linked by the track elements and/or

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6. The protection method as claimed in one of claims 1 to 5, wherein a third component of the track atlas, the data of which is deposited in parts in the track elements, is provided as a topographic component with topological data that reflects the topological structure of the rail network.

7. The protection method as claimed in claim 6, wherein the following are provided as topological data:

8. The protection method as claimed in one of claims 1 to 7, wherein a track-element identification is provided as part of each of the data records and uniquely identifies the track element to which the data record relates.

9. The protection method as claimed in one of claims 1 or 8, wherein the track-element identification (and/or the up-to-dateness identification is or are provided by a version number.

10. The protection method as claimed in one of claims 1 to 8, wherein on a modification of the rail network, the data records for track elements affected by the modification are modified locally in the track elements.

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11. The protection method as claimed in one of claims 1 to 10, wherein in the case of a first-time authorization or in the case of a first-time registration of a respective track element for a respective vehicle, the entire data record of the track element is transmitted to the vehicle and deposited there.

12. The protection method as claimed in claim 11, wherein in the case of a repeat authorization or in the case of a repeat registration of a respective track element for a respective vehicle, at least some items of the data from the data record, which was deposited in the track element, are transmitted to the vehicle if the degree of up-todateness of a data record deposited in the vehicle and assigned to the track element deviates from the degree of up-to-dateness of the data record deposited with the track element.

13. The protection system for a rail network, which is divided by track elements into track sections and on which vehicles can travel in dependence on data from components of a track atlas,

- in which the vehicles are suitably embodied to request, from selected track elements, steps for assignment as a route element,

- in which each of the selected track elements is suitably embodied in each case automatically to assign itself, under predefined conditions, for each vehicle that requests the steps for assignment as a route element from it as a route element and

- in which the data of at least one of the components of the track atlas is deposited locally in the track elements

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14. The protection system as claimed in claim 13, wherein a first component of the track atlas, the data of which is deposited in parts in the track elements, is provided as a geometric component with geometric and position-finding data for determining the position of the vehicles in the rail network.

15. The protection system as claimed in one of claims 13 or 14, wherein a second component of the track atlas, the data of which is deposited in parts in the track elements, is provided as a driving-operation component with location-related driving operation data for controlling and monitoring the driving performance of the vehicles and/or for controlling the track elements.

16. The protection system as claimed in one of claims 13 to 15, wherein a third component of the track atlas, the data of which is deposited in parts in the track elements, is provided as a topographic component with topological data that reflects the topological structure rail network.

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17. The protection system as claimed in one of claims 13 to 16, wherein a track-element identification is provided as part of each of the data records and uniquely identifies the track element to which the data record relates.

18. The protection system as claimed in one of claims 13 or 17, wherein the track-element identification and/or the up-to-dateness identification up-to-dateness identification is or are provided by a version number.

19. The protection system as claimed in one of claims 13 to 18, wherein the track elements are embodied such that, on a modification of the rail network, the data records for track elements affected by the modification can be modified locally in the track elements.

20. The protection system as claimed in one of claims 13 to 19, wherein the track elements and the vehicles are embodied such that in the case of a first-time authorization or in the case of a first-time registration of a respective track element for a respective vehicle, the entire data record of the track element is transmitted to the vehicle and deposited there.

21. The protection system as claimed in claim 20, wherein the track elements and the vehicles are embodied such that in the case of a repeat authorization or in the case of a repeat registration of a respective track element for a respective vehicle, at least some items of the data from the data record, which was deposited in the track element,

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2016330131 20 Sep 2019 are transmitted to the vehicle and deposited there if the degree of up-to-dateness of a data record deposited in the vehicle and assigned to the track element deviates from the degree of up-to-dateness of the data record deposited with the track element.