EP3509925B1 - Method for creating a route point passing message by a moving train - Google Patents

Method for creating a route point passing message by a moving train Download PDF

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Publication number
EP3509925B1
EP3509925B1 EP17783695.4A EP17783695A EP3509925B1 EP 3509925 B1 EP3509925 B1 EP 3509925B1 EP 17783695 A EP17783695 A EP 17783695A EP 3509925 B1 EP3509925 B1 EP 3509925B1
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EP
European Patent Office
Prior art keywords
train
route point
route
track
point
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EP17783695.4A
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German (de)
French (fr)
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EP3509925A1 (en
Inventor
Alfred Veider
Jean-Pierre Klein
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Thales Austria GmbH
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Thales Austria GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the invention relates to a method for creating a route point passage report by a moving train according to the preamble of claim 1.
  • a route or a route section is therefore monitored by a signal box or a radio block center, which, if necessary, issue a route clearance for a train.
  • WO 03/013935 A1 describes a purely train-side system for determining the integrity of a train and for creating a track vacancy report. An arbitrary or freely selectable point on the route is selected and a check is made to determine whether this freely selectable point has been completely passed by the train, whereupon a corresponding message is sent to an RBC.
  • the DE 10 2013 101 927 A1 describes a system for determining a track vacancy detection, but using permanently installed balises on the track side.
  • the object of the invention is therefore a method of the type mentioned at the beginning indicate with which the disadvantages mentioned can be avoided, with which operation of a line on mainline railways without trackside sensors is possible, and which is compatible with the release of a route section by a signal box or a radio block center.
  • track-side sensor systems for monitoring track sections can be essentially completely dispensed with.
  • both the technical and the financial outlay for building and operating a track for mainline railways can be reduced considerably.
  • the operational processes can essentially be kept unchanged. Essentially, no changes to a signal box or radio block center are required.
  • combined operation with existing track circles and / or axle counting systems is possible without any problems.
  • the first and further route points appear to the signal box in the objective context like other real existing track circles and / or axle counting systems. In this way, a train can report a track section as free, i.e. as having passed through completely or with integrity. Since the route points only represent waypoints, they can also be dynamically distributed along the route according to the requirements in terms of their location and frequency, so that the number of trains that are allowed to travel a route can be increased.
  • the Figs. 1 and 2 each show arrangements for carrying out a method for creating a route point passage report by a moving train 1, with at least one position of a train start 2 of the train 1 being determined on board the moving train 1 by at least one first navigation system 3, with a first on board the train 1
  • track-side sensor systems for monitoring track sections such as in particular track circles and / or axle counting systems 20 or systems with axle counting sensors 21, can be essentially completely dispensed with.
  • both the technical and the financial outlay for building and operating a track 16 for mainline railways can be reduced considerably.
  • the operational processes can essentially be kept unchanged. Essentially, no special changes to a signal box 6 or a radio block center 11 are required.
  • the existing systems in question may need to be expanded or supplemented with communications interfaces.
  • FIG. 3 shows a conventional arrangement of axle counting system 20 with two axle counting sensors 21 which enclose a track 16.
  • the axle counting system 20 is connected to both the axle counting sensors 21 and the interlocking 6 in terms of communication technology.
  • Combined operation is understood to mean, in particular, that parts of a route, so-called route blocks, according to the prior art, as for example in Fig. 3 shown, are secured, and other parts of the route or other route blocks are secured in accordance with the procedure in question.
  • a train therefore moves alternately on conventionally secured route blocks and on route blocks that are secured according to the method in question.
  • Fig. 4 shows a schematic representation of such a route, with a third route point 23 being shown in addition to a first and a second route point 4, 5. This is followed by part of the route, which is equipped with axle counting sensors 21.
  • the first and further route points 4, 5 appear to the interlocking 6 in the present context like other real existing track circles and / or axle counting sensors 21.
  • a train 1 itself can report a track section 16 as free, therefore as having passed through completely or with integrity.
  • this can also continue to be done by a radio block center 11 or an interlocking 6.
  • the route points 4, 5 only represent waypoints, they can also be dynamically distributed along the route according to the requirements in terms of their location and frequency, so that the number of trains 1 that are allowed to travel a route can be increased.
  • a route point passing message is understood to be a message which contains the information as to whether a train 1 has entered or left a certain track section in its complete composition or integrity, therefore whether the train 1 has completely passed a route point or has happened.
  • a train head 2 of the train 1 which can be any reference point on the first wagon or on the locomotive 13, such as the first axle, is determined by at least one first navigation system 3.
  • the relevant position of the train 1 will be on a track 16 when the train 1 is used as intended.
  • An inertial navigation system and / or a receiver for GPS and / or GNSS is therefore preferably arranged in the motor vehicle 13.
  • Other navigation equipment can also be used, such as Loran-C receivers or the receivers for VOR / DME used in aviation.
  • the position on the route between known waypoints can be linked via the speed profile. In particular, by combining several such methods, the position of the train 1 on the route can be determined with sufficient accuracy.
  • first and a second route point 4, 5 are shown. These are each indicated by a cross. These route points 4, 5 are points along the tracks that are defined arbitrarily or in accordance with operational requirements. These can be freely specified. It should be noted that the in Figs. 1 and 2 marked crosses do not have to appear on the real route. Corresponding, in particular optical, marking of route points 4, 5 is possible in reality, but not absolutely necessary.
  • no route-side infrastructure facilities are preferably arranged.
  • a position of the first route point 4 depends on requirements, in particular by a signal box 6 and / or a radio block center 11, is generated and transmitted to the train 1.
  • the capacity of a route can be adapted to requirements by allocating a larger number of route points 4, 5 over a certain route length.
  • This so-called integrity of the train 1 can be detected in different ways.
  • a position of a train end 7 of the train 1 is determined by at least one second navigation system 8.
  • the last wagon 14 of the train 1, which forms the end of the train 7 has a second navigation system 8, which is preferably designed in accordance with the first navigation system 3.
  • the last wagon 14 or the second navigation system 8 has communication means in order to communicate with the motor vehicle 13 or an on-board unit 18 arranged therein.
  • Fig. 1 shows corresponding antennas 15. From constant monitoring of the relative position of the two navigation systems 3, 8 and possibly also their speeds, it is easy to determine whether the integrity or completeness of the train 1 is still given.
  • Fig. 1 shows a block diagram of a corresponding system.
  • the second navigation system 8 can furthermore also improve the accuracy of the entire position determination via the first as well as the second navigation system 3, 8.
  • the position determination by both navigation systems 3, 8 takes place in each case at a considerable distance from one another. Trains often have a length of several hundred meters.
  • the first and second navigation systems 3, 8 comprising satellite navigation devices
  • the first navigation system 3 at the beginning of the train 2 and the second navigation system 8 at the end of the train can thus not only determine the integrity of the train, but also increase the redundancy and the accuracy of the location determination.
  • a signal line 9 running through the entire train 1 is checked for completeness, for example by measuring a signal transit time through the signal line 9.
  • the signal line 9 can be an electrical line and / or a radio link, for example. It is preferably provided that the signal line 9 is the compressed air brake line running through each train 1 of a main line, and that the running time of an ultrasonic signal fed into it is measured and monitored. This has the advantage that no further structural changes need to be made to the wagons 14, 17 of the train 1.
  • Fig. 2 shows a block diagram of a corresponding installation, reference numeral 19 denoting a corresponding on-board unit for determining the train integrity.
  • a structure-borne sound signal recorded by at least one wheel 10 of the train 1 is evaluated in order to determine the complete composition of the train 1. It is provided, for example, that a structure-borne noise signal is introduced into the system of train 1 and rails via a wheel 10, and the response to this signal is evaluated.
  • a route point passing message is generated and sent on board the train 1, which route point passage report identifies the first route point 4 as completely passed by the train 1.
  • a route point passage report is generated and sent on board the train 1, which route point passage report identifies the first route point 4 as incompletely passed by the train 1.
  • the relevant route point passing reports are preferably received by at least one radio block center 11, it also being possible for the route point passing reports to be received by a receiver and forwarded to the radio block center 11.
  • the waypoint passage reports are sent wirelessly from the train.
  • the route point pass messages are preferably sent by means of GSM-R and / or GSM, whereby other communication means, protocols or channels can also be provided, for example TETRA, WLAN or Iridium.
  • the motor vehicle 13 has corresponding communication means and antennas 15.
  • the traction vehicle 13 also has corresponding computer equipment for performing the method in question, provision being made in particular for the method in question to run on the train side on an on-board unit 18 of an ETCS-compliant train.
  • a method for creating track vacancy detection sensor data is preferably provided, which preferably corresponds to the output data as it corresponds to track vacancy detection systems, in particular axle counting sensors 20. It is provided that the actual route point passing reports sent by the train 1 are received and the track vacancy detection sensor data are generated on the basis of the route point passing reports.
  • the at least one route point crossing message or the majority of Waypoint passage messages from the radio block center 11 is received, which has appropriate receiving means. It can further be provided that the track vacancy detection sensor data, in particular the track vacancy detection, are created by the radio block center 11 itself. This requires a corresponding computer adjustment or adaptation of the radio block center 11.
  • the track vacancy detection sensor data is created by a track vacancy detection sensor data unit 22 functionally arranged between the radio block center 11 and an axle counting system 20.
  • a track vacancy detection sensor data unit 22 in particular does not require any adaptation of an axle counting system 20 or an interlocking 6. All these components continue to work as if conventional track vacancy detection systems were in use on the line.
  • the radio block center 11 only has to guarantee the reception and forwarding of the data, which is usually possible with modern computer-aided systems without particularly extensive adjustments.
  • the track vacancy detection sensor data unit 22 can be arranged locally in the area of the radio block center 11 or an axle counting system 20 or else separately therefrom.
  • the track vacancy detection sensor data unit 22 emulates the presence of trackside sensors for the functionally downstream components.
  • a method for controlling track operation is preferably provided, with actual track vacancy detection sensor data being sent to an axle counting system 20.
  • the axle counting system 20 processes the track vacancy detection sensor data as if this data came from axle counting sensors 21. Accordingly, the axle counting system 20 creates a track section occupancy report from the track vacancy detection sensor data, in particular a so-called track vacancy report, and transmits this to the respective connected or responsible interlocking 6.
  • the interlocking 6 controls at least one switch 12 and / or at least one signal system of the track system on the basis of this track section occupancy report .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

Die Erfindung betrifft ein Verfahren zum Erstellen einer Streckenpunktpassiermeldung durch einen fahrenden Zug gemäß dem Oberbegriff des Patentanspruches 1.The invention relates to a method for creating a route point passage report by a moving train according to the preamble of claim 1.

Aufgrund der Masse und Geschwindigkeit von Zügen sowie der geringen Reibung zwischen Schienen und Stahlrädern weisen Züge einen Bremsweg auf, welcher derart lange ist, dass ein Fahren auf Sicht bei sog. Vollbahnen praktisch nicht möglich ist. Eine Strecke bzw. ein Streckenabschnitt wird daher durch ein Stellwerk bzw. ein Radio Block Center überwacht, welche gegebenenfalls eine Fahrwegsfreigabe für einen Zug erteilen.Due to the mass and speed of trains as well as the low friction between rails and steel wheels, trains have a braking distance that is so long that it is practically impossible to drive on sight on so-called main railways. A route or a route section is therefore monitored by a signal box or a radio block center, which, if necessary, issue a route clearance for a train.

Um festzustellen, ob ein Streckenabschnitt belegt oder frei ist, wird streckenseitige Infrastruktur benötigt bzw. verwendet, deren Daten ausgewertet werden. Dies sind hauptsächlich sog. Gleiskreise und/oder Achszähleinrichtungen, welche an bestimmten Punkten der Strecke verbaut sind.In order to determine whether a section of the route is occupied or free, infrastructure on the track side is required or used, the data of which is evaluated. These are mainly so-called track circles and / or axle counting devices, which are installed at certain points along the route.

Nachteilig an derartigen bekannten Systemen sind die hohen Anforderungen an die Infrastruktur, da an der Strecke entsprechende Gleiskreise und/oder Achszählsysteme angeordnet sein müssen. Aufgrund der rauen Einsatzumgebung und der geforderten hohen Verfügbarkeit sind derartige Anlagen technisch sehr aufwendig und entsprechend kostenintensiv. Da diese Systeme wiederum unbeweglich sind, ergibt sich daraus zudem der Nachteil eines festen Rasters an Gleisabschnitten bzw. Streckenabschnitten, welche nicht einfach verändert werden können. Diese fest vorgegebenen Abschnitte limitieren daher den Zugdurchsatz auf einer ganzen Strecke, da ein Abschnitt erst freigegeben werden kann, wenn ein Zug diesen verlassen hat. WO 03/013935 A1 beschreibt ein rein zugseitiges System zum Feststellen der Integrität eines Zuges sowie zum Erstellen einer Gleisfreimeldung. Dabei wird ein beliebiger bzw. frei wählbarer Punkt auf der Strecke ausgewählt, und geprüft, ob dieser frei wählbare Punkt vollständig durch den Zug passiert wurde, woraufhin eine entsprechende Meldung an ein RBC versendet wird.The disadvantage of such known systems are the high demands on the infrastructure, since corresponding track circles and / or axle counting systems must be arranged on the route. Due to the harsh operational environment and the required high availability, such systems are technically very complex and correspondingly costly. Since these systems, in turn, are immobile, there is also the disadvantage of a fixed grid of track sections or route sections which cannot easily be changed. These fixed predetermined sections therefore limit the train throughput over an entire route, since a section can only be released when a train has left it. WO 03/013935 A1 describes a purely train-side system for determining the integrity of a train and for creating a track vacancy report. An arbitrary or freely selectable point on the route is selected and a check is made to determine whether this freely selectable point has been completely passed by the train, whereupon a corresponding message is sent to an RBC.

Die DE 10 2013 101 927 A1 beschreibt ein System zum Feststellen einer Gleisfreimeldung, wobei jedoch streckenseitig fest verbaute Balisen Verwendung finden.The DE 10 2013 101 927 A1 describes a system for determining a track vacancy detection, but using permanently installed balises on the track side.

Aufgrund des immensen verfügbaren Streckennetzes bei Vollbahnen, im Gegensatz zu abgeschlossenen Systemen wie etwa U-Bahnen, sind Veränderungen in diesem Bereich nur schwer umsetzbar, da neben der geforderten hohen Zuverlässigkeit und Sicherheit auch eine Kompatibilität mit bestehenden Anlagen gefordert ist.Due to the immense available route network in mainline railways, in contrast to closed systems such as subways, changes in this area are difficult to implement, since in addition to the required high reliability and safety, compatibility with existing systems is required.

Aufgabe der Erfindung ist es daher ein Verfahren der eingangs genannten Art anzugeben, mit welchem die genannten Nachteile vermieden werden können, mit welchem ein Betrieb einer Strecke bei Vollbahnen ohne streckenseitige Sensoren möglich ist, und welches kompatibel mit der Freigabe eines Streckenabschnitts durch ein Stellwerk oder ein Radio Block Center ist.The object of the invention is therefore a method of the type mentioned at the beginning indicate with which the disadvantages mentioned can be avoided, with which operation of a line on mainline railways without trackside sensors is possible, and which is compatible with the release of a route section by a signal box or a radio block center.

Erfindungsgemäß wird dies durch die Merkmale des Patentanspruches 1 erreicht.According to the invention, this is achieved by the features of claim 1.

Dadurch kann die streckenseitige Infrastruktur deutlich reduziert werden. Dadurch kann auf streckenseitige Sensorsysteme zur Überwachung von Streckenabschnitten, wie insbesondere Gleiskreise und/oder Achszählanlagen bzw. -systeme, im Wesentlichen gänzlich verzichtet werden. Dadurch kann sowohl der technische als auch der finanzielle Aufwand zum Bau und Betrieb einer Gleisstrecke für Vollbahnen erheblich reduziert werden. Dabei können die betrieblichen Abläufe im Wesentlichen unverändert beibehalten werden. Dabei ist im Wesentlichen keine Veränderung an einem Stellwerk oder einem Radio Block Center erforderlich. Zudem ist ein kombinierter Betrieb mit weiterhin real existierenden Gleiskreisen und/oder Achszählanlagen problemlos möglich. Dem Stellwerk erscheint der erste und weitere Streckenpunkte im gegenständlichen Kontext wie weitere real existierende Gleiskreise und/oder Achszählanlagen. Dadurch kann ein Zug selbst einen Gleisabschnitt als frei, daher als vollständig bzw. integer durchfahren, melden. Da die Streckenpunkte lediglich Wegmarken darstellen, können diese auch den Anforderungen entsprechend in deren Lage und Häufigkeit dynamisch den jeweiligen Anfordernden entsprechend an der Strecke verteilt werden, wodurch die Anzahl der Züge, welche eine Strecke befahren dürften, erhöht werden kann.This can significantly reduce the trackside infrastructure. As a result, track-side sensor systems for monitoring track sections, such as in particular track circles and / or axle counting systems or systems, can be essentially completely dispensed with. As a result, both the technical and the financial outlay for building and operating a track for mainline railways can be reduced considerably. The operational processes can essentially be kept unchanged. Essentially, no changes to a signal box or radio block center are required. In addition, combined operation with existing track circles and / or axle counting systems is possible without any problems. The first and further route points appear to the signal box in the objective context like other real existing track circles and / or axle counting systems. In this way, a train can report a track section as free, i.e. as having passed through completely or with integrity. Since the route points only represent waypoints, they can also be dynamically distributed along the route according to the requirements in terms of their location and frequency, so that the number of trains that are allowed to travel a route can be increased.

Die Unteransprüche betreffen weitere vorteilhafte Ausgestaltungen der Erfindung.The subclaims relate to further advantageous embodiments of the invention.

Ausdrücklich wird hiermit auf den Wortlaut der Patentansprüche Bezug genommen, wodurch die Ansprüche an dieser Stelle durch Bezugnahme in die Beschreibung eingefügt sind und als wörtlich wiedergegeben gelten.Express reference is hereby made to the wording of the patent claims, whereby the claims are inserted into the description at this point by reference and are considered to be reproduced literally.

Die Erfindung wird unter Bezugnahme auf die beigeschlossenen Zeichnungen, in welchen lediglich bevorzugte Ausführungsformen beispielhaft dargestellt sind, näher beschrieben. Dabei zeigt:

  • Fig. 1 ein Blockschaltbild einer ersten Anordnung zur Durchführung des gegenständlichen Verfahrens;
  • Fig. 2 ein Blockschaltbild einer zweiten Anordnung zur Durchführung des gegenständlichen Verfahrens;
  • Fig. 3 ein Blockschaltbild einer Anordnung gemäß dem Stand der Technik; und
  • Fig. 4 ein Blockschaltbild einer Gleisstrecke mit einer Kombination einer Anordnung nach den Fig. 1 oder 2 sowie einer Anordnung nach Fig. 3.
The invention is described in more detail with reference to the accompanying drawings, in which only preferred embodiments are shown by way of example. It shows:
  • Fig. 1 a block diagram of a first arrangement for performing the the present procedure;
  • Fig. 2 a block diagram of a second arrangement for performing the method in question;
  • Fig. 3 a block diagram of an arrangement according to the prior art; and
  • Fig. 4 a block diagram of a track with a combination of an arrangement according to the Fig. 1 or 2 as well as an arrangement according to Fig. 3 .

Die Fig. 1 und 2 zeigen jeweils Anordnungen zur Durchführung eines Verfahrens zum Erstellen einer Streckenpunktpassiermeldung durch einen fahrenden Zug 1, wobei an Bord des fahrenden Zuges 1 wenigstens eine Position eines Zuganfanges 2 des Zuges 1 durch wenigstens ein erstes Navigationssystem 3 bestimmt wird, wobei an Bord des Zuges 1 ein erster Zeitpunkt erfasst wird, an dem der Zuganfang 3 einen vorgebbaren ersten Streckenpunkt 4 passiert, wobei an Bord des Zuges 1 erfasst wird, ob der Zug 1 in vollständiger Zusammenstellung den ersten Streckenpunkt 4 passiert, wobei wenn der Zug 1 in vollständiger Zusammenstellung den ersten Streckenpunkt 4 passiert hat, an Bord des Zuges 1 eine Streckenpunktpassiermeldung erzeugt und gesendet wird, welche Streckenpunktpassiermeldung den ersten Streckenpunkt 4 als von dem Zug 1 vollständig passiert ausweist.The Figs. 1 and 2 each show arrangements for carrying out a method for creating a route point passage report by a moving train 1, with at least one position of a train start 2 of the train 1 being determined on board the moving train 1 by at least one first navigation system 3, with a first on board the train 1 The point in time at which the beginning of the train 3 passes a predeterminable first route point 4, with it being recorded on board the train 1 whether the train 1 passes the first route point 4 in its complete composition, with when the train 1 in its complete composition passes the first route point 4 has happened, a route point passage report is generated and sent on board the train 1, which route point passage report identifies the first route point 4 as completely passed by the train 1.

Dadurch kann die streckenseitige Infrastruktur deutlich reduziert werden. Dadurch kann auf streckenseitige Sensorsysteme zur Überwachung von Streckenabschnitten, wie insbesondere Gleiskreise und/oder Achszählanlagen 20 bzw. -systeme mit Achszählsensoren 21, im Wesentlichen gänzlich verzichtet werden. Dadurch kann sowohl der technische als auch der finanzielle Aufwand zum Bau und Betrieb einer Gleisstrecke 16 für Vollbahnen erheblich reduziert werden. Dabei können die betrieblichen Abläufe im Wesentlichen unverändert beibehalten werden. Dabei ist im Wesentlichen keine besondere Veränderung an einem Stellwerk 6 oder einem Radio Block Center 11 erforderlich. Eventuell sind die betreffenden bestehenden Anlagen um nachrichtentechnische Schnittstellen zu erweitern bzw. ergänzen.This can significantly reduce the trackside infrastructure. As a result, track-side sensor systems for monitoring track sections, such as in particular track circles and / or axle counting systems 20 or systems with axle counting sensors 21, can be essentially completely dispensed with. As a result, both the technical and the financial outlay for building and operating a track 16 for mainline railways can be reduced considerably. The operational processes can essentially be kept unchanged. Essentially, no special changes to a signal box 6 or a radio block center 11 are required. The existing systems in question may need to be expanded or supplemented with communications interfaces.

Es ist ebenfalls ein kombinierter Betrieb mit weiterhin real existierenden Gleiskreisen und/oder Achszählanlagen 20, wie diese etwa in Fig. 3 dargestellt sind, möglich und bevorzugt vorgesehen. Fig. 3 zeigt dabei eine herkömmliche Anordnung aus Achszählanlage 20 mit zwei Achszählsensoren 21, welche eine Gleisstrecke 16 einschließen. Die Achszählanlage 20 ist sowohl mit den Achszählsensoren 21 als auch dem Stellwerk 6 leitungsgebunden nachrichtentechnisch verbunden.It is also a combined operation with still real existing track circles and / or axle counting systems 20, such as those in FIG Fig. 3 shown are, possible and preferred. Fig. 3 shows a conventional arrangement of axle counting system 20 with two axle counting sensors 21 which enclose a track 16. The axle counting system 20 is connected to both the axle counting sensors 21 and the interlocking 6 in terms of communication technology.

Als kombinierter Betrieb wird insbesondere verstanden, dass Teile einer Strecke, sog. Streckenblöcke, entsprechend dem Stand der Technik, wie beispielsweise in Fig. 3 dargestellt, abgesichert sind, und andere Teile der Strecke bzw. andere Streckenblöcke entsprechend dem gegenständlichen Verfahren gesichert sind. Ein Zug bewegt sich daher bei einer Fahrt auf einer solchen Strecke abwechselnd auf herkömmlich abgesicherten Streckenblöcken sowie auf Streckenblöcken, welche gemäß dem gegenständlichen Verfahren abgesichert sind. Fig. 4 zeigt eine schematische Darstellung einer derartigen Strecke, wobei neben einem ersten und einem zweiten Streckenpunkt 4, 5 ein dritter Streckenpunkt 23 dargestellt ist. Dem folgt ein Teil der Strecke, welcher mit Achszählsensoren 21 ausgestattet ist.Combined operation is understood to mean, in particular, that parts of a route, so-called route blocks, according to the prior art, as for example in Fig. 3 shown, are secured, and other parts of the route or other route blocks are secured in accordance with the procedure in question. When traveling on such a route, a train therefore moves alternately on conventionally secured route blocks and on route blocks that are secured according to the method in question. Fig. 4 shows a schematic representation of such a route, with a third route point 23 being shown in addition to a first and a second route point 4, 5. This is followed by part of the route, which is equipped with axle counting sensors 21.

Dem Stellwerk 6 erscheinen der erste und weitere Streckenpunkte 4, 5 im gegenständlichen Kontext wie weitere real existierende Gleiskreise und/oder Achszählsensoren 21. Dadurch kann ein Zug 1 selbst einen Gleisabschnitt 16 als frei, daher als vollständig bzw. integer durchfahren, melden. Dies kann aber auch weiterhin durch ein Radio Block Center 11 bzw. ein Stellwerk 6 erfolgen. Da die Streckenpunkte 4, 5 lediglich Wegmarken darstellen, können diese auch den Anforderungen entsprechend in deren Lage und Häufigkeit dynamisch den jeweiligen Anfordernden entsprechend an der Strecke verteilt werden, wodurch die Anzahl der Züge 1, welche eine Strecke befahren dürften, erhöht werden kann.The first and further route points 4, 5 appear to the interlocking 6 in the present context like other real existing track circles and / or axle counting sensors 21. As a result, a train 1 itself can report a track section 16 as free, therefore as having passed through completely or with integrity. However, this can also continue to be done by a radio block center 11 or an interlocking 6. Since the route points 4, 5 only represent waypoints, they can also be dynamically distributed along the route according to the requirements in terms of their location and frequency, so that the number of trains 1 that are allowed to travel a route can be increased.

In den Fig. 1, 2 und 3 ist jeweils ein Zug dargestellt, wobei lediglich das Triebfahrzeug 13 sowie der letzte Waggon 14 dargestellt sind. Allfällige weitere Waggons sind durch das gepunktete Feld 17 veranschaulicht.In the Fig. 1, 2 and 3 a train is shown in each case, only the locomotive 13 and the last wagon 14 being shown. Any further wagons are illustrated by the dotted field 17.

Als Streckenpunktpassiermeldungen wird insbesondere eine Nachricht verstanden, welche die Information enthält, ob in einen bestimmten Gleisabschnitt ein Zug 1 in dessen vollständiger Zusammenstellung bzw. Integrität eingefahren bzw. ausgefahren ist, daher ob der Zug 1 einen Streckenpunkt vollständig überfahren bzw. passiert hat.A route point passing message is understood to be a message which contains the information as to whether a train 1 has entered or left a certain track section in its complete composition or integrity, therefore whether the train 1 has completely passed a route point or has happened.

An Bord eines Zuges 1 wird wenigstens eine Position eines Zuganfanges 2 des Zuges 1, dies kann ein beliebiger Bezugspunkt am ersten Waggon bzw. am Triebfahrzeug 13, wie etwa die erste Achse, sein, durch wenigstens ein erstes Navigationssystem 3 bestimmt. Die betreffende Position des Zuges 1 wird sich bei bestimmungsgemäßem Einsatz des Zuges 1 auf einer Gleisstrecke 16 befinden. Der Zug 1, insbesondere das Triebfahrzeug 13, weist entsprechend ein erstes Navigationssystem 3 bzw. Teile desselben auf. Bevorzugt ist in dem Triebfahrzeug 13 daher ein Trägheitsnavigationssystem und/oder ein Empfänger für GPS und/oder GNSS angeordnet. Es können auch andere Navigationsgerätschaften verwendet werden, wie etwa Loran-C-Empfänger oder die in der Luftfahrt verwendeten Empfänger für VOR/DME. Weiters kann über das Geschwindigkeitsprofil die Position auf der Strecke zwischen bekannten Wegmarken gekoppelt werden. Insbesondere durch Kombination mehrerer derartiger Verfahren kann die Position des Zuges 1 auf der Strecke ausreichend genau bestimmt werden.On board a train 1, at least one position of a train head 2 of the train 1, which can be any reference point on the first wagon or on the locomotive 13, such as the first axle, is determined by at least one first navigation system 3. The relevant position of the train 1 will be on a track 16 when the train 1 is used as intended. The train 1, in particular the motor vehicle 13, accordingly has a first navigation system 3 or parts thereof. An inertial navigation system and / or a receiver for GPS and / or GNSS is therefore preferably arranged in the motor vehicle 13. Other navigation equipment can also be used, such as Loran-C receivers or the receivers for VOR / DME used in aviation. Furthermore, the position on the route between known waypoints can be linked via the speed profile. In particular, by combining several such methods, the position of the train 1 on the route can be determined with sufficient accuracy.

Es wird an Bord des Zuges 1 erfasst, zu welchem ersten Zeitpunkt der Zuganfang 2 einen vorgebbaren ersten Streckenpunkt 4 passiert. In den Fig. 1 und 2 sind ein erster und ein zweiter Streckenpunkt 4, 5 eingezeichnet. Diese sind jeweils durch ein Kreuz angegeben. Bei diesen Streckenpunkten 4, 5 handelt es sich um willkürlich bzw. entsprechend betrieblichen Erfordernissen definierte Punkte entlang der Gleise. Diese sind frei vorgebbar. Es ist zu beachten, dass die in Fig. 1 und 2 eingezeichneten Kreuze an der realen Strecke nicht aufscheinen müssen. Eine entsprechende, insbesondere optische, Kennzeichnungen der Streckenpunkte 4, 5 ist in der Realität zwar möglich, jedoch nicht zwingend erforderlich.It is recorded on board the train 1 at which first point in time the start of the train 2 passes a specifiable first point 4 on the route. In the Figs. 1 and 2 a first and a second route point 4, 5 are shown. These are each indicated by a cross. These route points 4, 5 are points along the tracks that are defined arbitrarily or in accordance with operational requirements. These can be freely specified. It should be noted that the in Figs. 1 and 2 marked crosses do not have to appear on the real route. Corresponding, in particular optical, marking of route points 4, 5 is possible in reality, but not absolutely necessary.

An dem ersten, zweiten oder weiteren Streckenpunkten 4, 5, 23 sind bevorzugt keine streckenseitigen Infrastruktureinrichtungen angeordnet. Insbesondere ist dort weder eine Achszählanlage 20, Achszählsensoren 21 und/oder ein Gleiskreis angeordnet. Es ist an sich auch nicht erforderlich, dass ein derartiger Streckenpunkt 4, 5 überhaupt sichtbar gekennzeichnet ist.At the first, second or further route points 4, 5, 23, no route-side infrastructure facilities are preferably arranged. In particular, there is neither an axle counting system 20, axle counting sensors 21 and / or a track circle. In itself, it is also not necessary that such a route point 4, 5 is visibly marked at all.

Da keinerlei streckenseitige Infrastruktur erforderlich ist, ist weiters bevorzugt vorgesehen, dass eine Position des ersten Streckenpunkts 4 bedarfsabhängig, insbesondere von einem Stellwerk 6 und/oder einem Radio Block Center 11, generiert und an den Zug 1 übermittelt wird. Dadurch kann die Kapazität einer Strecke an den Bedarf angepasst werden, indem etwa eine größere Anzahl an Streckenpunkten 4, 5 über eine bestimmte Streckenlänge vergeben wird.Since no route-side infrastructure is required, it is also preferably provided that a position of the first route point 4 depends on requirements, in particular by a signal box 6 and / or a radio block center 11, is generated and transmitted to the train 1. As a result, the capacity of a route can be adapted to requirements by allocating a larger number of route points 4, 5 over a certain route length.

Es wird an Bord des Zuges weiters erfasst, ob der Zug 1 in vollständiger Zusammenstellung den ersten Streckenpunkt 4 passiert. Dies wird auch als Integrität des Zuges 1 bezeichnet, und betrifft den Umstand bzw. die Frage, ob der Zug 1 noch sämtliche Waggons 14, 17 aufweist, aus denen der Zug 1 besteht bzw. bestehen sollte. Daher, ob sich ein oder mehrere Waggons 14, 17 abgekuppelt haben oder nicht.It is also recorded on board the train whether the train 1 passes the first point 4 in its entirety. This is also referred to as the integrity of the train 1 and relates to the fact or the question of whether the train 1 still has all the wagons 14, 17 of which the train 1 consists or should consist. Therefore, whether one or more wagons 14, 17 have uncoupled or not.

Diese sog. Integrität des Zuges 1 kann auf unterschiedliche Weise detektiert werden.This so-called integrity of the train 1 can be detected in different ways.

Gemäß einer ersten bevorzugten Ausführungsform ist vorgesehen, dass zur Ermittlung der vollständigen Zusammenstellung des Zuges 1 eine Position eines Zugendes 7 des Zuges 1 durch wenigstens ein zweites Navigationssystem 8 bestimmt wird. Entsprechend ist vorgesehen, dass der das Zugende 7 bildende letzte Waggon 14 des Zuges 1 ein zweites Navigationssystem 8 aufweist, welches bevorzugt entsprechend dem ersten Navigationssystem 3 ausgebildet ist. Weiters weist der letzte Waggon 14 bzw. das zweite Navigationssystem 8 Kommunikationsmittel auf, um mit dem Triebfahrzeug 13 bzw. einer in diesem angeordneten sog. On Board Unit 18 zu kommunizieren. Fig. 1 zeigt entsprechende Antennen 15. Aus einer ständigen Überwachung der relativen Position der beiden Navigationssysteme 3, 8 sowie gegebenenfalls auch deren Geschwindigkeiten kann einfach ermittelt werden, ob die Integrität bzw. Vollständigkeit des Zuges 1 weiterhin gegeben ist. Fig. 1 zeigt ein Blockschaltbild einer entsprechenden Anlage.According to a first preferred embodiment, it is provided that, in order to determine the complete composition of the train 1, a position of a train end 7 of the train 1 is determined by at least one second navigation system 8. Accordingly, it is provided that the last wagon 14 of the train 1, which forms the end of the train 7, has a second navigation system 8, which is preferably designed in accordance with the first navigation system 3. Furthermore, the last wagon 14 or the second navigation system 8 has communication means in order to communicate with the motor vehicle 13 or an on-board unit 18 arranged therein. Fig. 1 shows corresponding antennas 15. From constant monitoring of the relative position of the two navigation systems 3, 8 and possibly also their speeds, it is easy to determine whether the integrity or completeness of the train 1 is still given. Fig. 1 shows a block diagram of a corresponding system.

Durch das zweite Navigationssystem 8 kann weiters auch die Genauigkeit der gesamten Positionsbestimmung über das erste wie auch das zweite Navigationssystem 3, 8 verbessert werden. Die Positionsbestimmung durch beide Navigationssysteme 3, 8 erfolgt jeweils in einem erheblichen Abstand zueinander. Züge weisen oftmals Längenausdehnung von mehreren Hundert Metern auf. Bei der bevorzugten Ausbildung des ersten und zweiten Navigationssystems 3, 8 umfassend Satellitennavigationsgerät ergibt sich die Situation, dass die beiden Navigationssysteme 3, 8 aufgrund unterschiedlicher Positionen auch unterschiedliche "Sicht" auf die Satelliten haben, mit entsprechend unterschiedlichen Schnittlinien und unterschiedlicher Genauigkeit bei der Standortbestimmung. Durch das erste Navigationssystem 3 am Zuganfang 2 und das zweite Navigationssystem 8 am Zugende 7 kann somit nicht nur die Integrität des Zuges ermittelt werden, sondern auch die Redundanz sowie die Genauigkeit bei der Standortbestimmung erhöht werden.The second navigation system 8 can furthermore also improve the accuracy of the entire position determination via the first as well as the second navigation system 3, 8. The position determination by both navigation systems 3, 8 takes place in each case at a considerable distance from one another. Trains often have a length of several hundred meters. In the Preferred embodiment of the first and second navigation systems 3, 8 comprising satellite navigation devices, the situation arises that the two navigation systems 3, 8, due to different positions, also have different "views" of the satellites, with correspondingly different cutting lines and different accuracy when determining the location. The first navigation system 3 at the beginning of the train 2 and the second navigation system 8 at the end of the train can thus not only determine the integrity of the train, but also increase the redundancy and the accuracy of the location determination.

Gemäß einer zweiten bevorzugten Ausführungsform ist vorgesehen, dass zur Ermittlung der vollständigen Zusammenstellung des Zuges 1 eine durch den gesamten Zug 1 verlaufende Signalleitung 9 auf Vollständigkeit geprüft wird, etwa indem eine Signallaufzeit durch die Signalleitung 9 gemessen wird. Bei der Signalleitung 9 kann es sich etwa um eine elektrische Leitung und/oder eine Funkstrecke handel. Bevorzugt ist vorgesehen, dass die Signalleitung 9 die durch jeden Zug 1 einer Vollbahn verlaufende Druckluftbremsleitung ist, und dass die Laufzeit eines, in diese eingespeisten Ultraschallsignals gemessen und überwacht wird. Dies hat den Vorteil, dass keine weiteren baulichen Veränderungen an den Waggons 14, 17 des Zuges 1 vorgenommen werden müssen. Fig. 2 zeigt ein Blockschaltbild einer entsprechenden Anlage, wobei Bezugszeichen 19 eine entsprechende zugeigene Einheit zur Feststellung der Zugintegrität bezeichnet.According to a second preferred embodiment it is provided that, in order to determine the complete composition of the train 1, a signal line 9 running through the entire train 1 is checked for completeness, for example by measuring a signal transit time through the signal line 9. The signal line 9 can be an electrical line and / or a radio link, for example. It is preferably provided that the signal line 9 is the compressed air brake line running through each train 1 of a main line, and that the running time of an ultrasonic signal fed into it is measured and monitored. This has the advantage that no further structural changes need to be made to the wagons 14, 17 of the train 1. Fig. 2 shows a block diagram of a corresponding installation, reference numeral 19 denoting a corresponding on-board unit for determining the train integrity.

Gemäß einer dritten bevorzugten Ausführungsform ist vorgesehen, dass zur Ermittlung der vollständigen Zusammenstellung des Zuges 1 ein über wenigstens ein Rad 10 des Zuges 1 aufgenommenes Körperschallsignal ausgewertet wird. Dabei ist etwa vorgesehen, dass über ein Rad 10 ein Körperschallsignal in das System aus Zug 1 und Schienen eingebracht wird, und die Antwort auf dieses Signal ausgewertet wird.According to a third preferred embodiment, it is provided that a structure-borne sound signal recorded by at least one wheel 10 of the train 1 is evaluated in order to determine the complete composition of the train 1. It is provided, for example, that a structure-borne noise signal is introduced into the system of train 1 and rails via a wheel 10, and the response to this signal is evaluated.

Wenn bzw. sobald festgestellt wurde, dass der Zug 1 in vollständiger Zusammenstellung den ersten Streckenpunkt 4 passiert hat, wird an Bord des Zuges 1 eine Streckenpunktpassiermeldung erzeugt und gesendet, welche Streckenpunktpassiermeldung den ersten Streckenpunkt 4 als durch den Zug 1 vollständig passiert ausweist.If or as soon as it has been determined that the train 1 has passed the first route point 4 in its entirety, a route point passing message is generated and sent on board the train 1, which route point passage report identifies the first route point 4 as completely passed by the train 1.

Wenn bzw. sobald festgestellt wurde, dass der Zug 1 in unvollständiger Zusammenstellung den ersten Streckenpunkt 4 passiert hat, wird an Bord des Zuges 1 eine Streckenpunktpassiermeldung erzeugt und gesendet, welche Streckenpunktpassiermeldung den ersten Streckenpunkt 4 als durch den Zug 1 unvollständig passiert ausweist.If or as soon as it has been determined that the train 1 has passed the first route point 4 in an incomplete configuration, a route point passage report is generated and sent on board the train 1, which route point passage report identifies the first route point 4 as incompletely passed by the train 1.

Die betreffenden Streckenpunktpassiermeldungen werden bevorzugt wenigstens von einem Radio Block Center 11 empfangen, wobei auch vorgesehen sein kann, dass die Streckenpunktpassiermeldungen von einem Empfänger empfangen und an das Radio Block Center 11 weitergeleitet werden.The relevant route point passing reports are preferably received by at least one radio block center 11, it also being possible for the route point passing reports to be received by a receiver and forwarded to the radio block center 11.

Die Streckenpunktpassiermeldungen werden drahtlos vom Zug gesendet. Bevorzugt werden die Streckenpunktpassiermeldungen mittels GSM-R und/oder GSM gesendet, wobei auch andere Kommunikationsmittel, Protokolle bzw. Kanäle vorgesehen sein können, etwa TETRA, WLAN oder Iridium. Das Triebfahrzeug 13 weist entsprechende Kommunikationsmittel und Antennen 15 auf.The waypoint passage reports are sent wirelessly from the train. The route point pass messages are preferably sent by means of GSM-R and / or GSM, whereby other communication means, protocols or channels can also be provided, for example TETRA, WLAN or Iridium. The motor vehicle 13 has corresponding communication means and antennas 15.

Das Triebfahrzeug 13 weist weiters eine entsprechende rechnertechnische Ausrüstung zur Durchführung des gegenständlichen Verfahrens auf, wobei insbesondere vorgesehen ist, dass das gegenständliche Verfahren zugseitig auf einer On Board Unit 18 eines ETCS konformen Zuges abläuft.The traction vehicle 13 also has corresponding computer equipment for performing the method in question, provision being made in particular for the method in question to run on the train side on an on-board unit 18 of an ETCS-compliant train.

Die Streckenpunktpassiermeldungen enthalten bereits als solche die Information ob ein Streckenabschnitt durch einen Zug 1 belegt oder aber frei ist. Bevorzugt ost jedoch vorgesehen, das gegenständliche Verfahren in bestehende Infrastruktur einzubinden. Bevorzugt ist daher in Weiterbildung der Erfindung Verfahren zum Erstellen von Gleisfreimeldesensordaten vorgesehen, welche bevorzugt den Ausgangsdaten entsprechen, wie diese von Gleisfreimeldeanlagen, insbesondere von Achszählsensoren 20, entsprechen. Dabei ist vorgesehen, dass die vom Zug 1 gesendeten gegenständlichen Streckenpunktpassiermeldungen empfangen werden, und auf Basis der Streckenpunktpassiermeldungen die Gleisfreimeldesensordaten erzeugt werden.The route point pass reports as such already contain the information whether a route section is occupied by a train 1 or whether it is free. Preferably, however, it is planned to integrate the process in question into the existing infrastructure. In a further development of the invention, therefore, a method for creating track vacancy detection sensor data is preferably provided, which preferably corresponds to the output data as it corresponds to track vacancy detection systems, in particular axle counting sensors 20. It is provided that the actual route point passing reports sent by the train 1 are received and the track vacancy detection sensor data are generated on the basis of the route point passing reports.

Insbesondere ist dabei vorgesehen, dass die wenigstens eine Streckenpunktpassiermeldung bzw. die Mehrzahl an Streckenpunktpassiermeldungen vom Radio Block Center 11 empfangen wird, welches über entsprechende Empfangsmittel verfügt. Es kann dabei weiters vorgesehen sein, dass die Gleisfreimeldesensordaten, insbesondere die Gleisfreimeldung, von dem Radio Block Center 11 selbst erstellt werden. Dies erfordert eine entsprechende rechnermäßige Anpassung bzw. Adaption des Radio Block Center 11.In particular, it is provided that the at least one route point crossing message or the majority of Waypoint passage messages from the radio block center 11 is received, which has appropriate receiving means. It can further be provided that the track vacancy detection sensor data, in particular the track vacancy detection, are created by the radio block center 11 itself. This requires a corresponding computer adjustment or adaptation of the radio block center 11.

Besonders bevorzugt, und wie in den Fig. 1, 2 und 4 dargestellt, ist vorgesehen, dass die Gleisfreimeldesensordaten von einer, funktional zwischen dem Radio Block Center 11 und einer Achszählanlage 20 angeordneten Gleisfreimeldesensordaten-Einheit 22 erstellt wird. Durch eine solche Gleisfreimeldesensordaten-Einheit 22 ist insbesondere keine Anpassung einer Achszählanlage 20 oder eines Stellwerks 6 erforderlich. All diese Komponenten arbeiten weiterhin so als ob an der Strecke herkömmliche Gleisfreimeldeanlagen in Verwendung wären. Das Radio Block Center 11 muss lediglich den Empfang und die Weiterleitung der Daten gewährleisten, was bei modernen rechnergestützten Anlagen in der Regel ohne besonders weitreichende Anpassungen möglich ist. Die Gleisfreimeldesensordaten-Einheit 22 kann lokal im Bereich des Radio Block Center 11 oder einer Achszählanlage 20 oder aber separat hievon angeordnet sein. Die Gleisfreimeldesensordaten-Einheit 22 emuliert für die funktional nachgeordneten Komponenten das Vorhandensein streckenseitiger Sensoren.Particularly preferred, and as in the Fig. 1, 2 and 4th It is provided that the track vacancy detection sensor data is created by a track vacancy detection sensor data unit 22 functionally arranged between the radio block center 11 and an axle counting system 20. Such a track vacancy detection sensor data unit 22 in particular does not require any adaptation of an axle counting system 20 or an interlocking 6. All these components continue to work as if conventional track vacancy detection systems were in use on the line. The radio block center 11 only has to guarantee the reception and forwarding of the data, which is usually possible with modern computer-aided systems without particularly extensive adjustments. The track vacancy detection sensor data unit 22 can be arranged locally in the area of the radio block center 11 or an axle counting system 20 or else separately therefrom. The track vacancy detection sensor data unit 22 emulates the presence of trackside sensors for the functionally downstream components.

Bevorzugt ist weiters ein Verfahren zur Steuerung eines Gleisbetriebes vorgesehen, wobei gegenständliche Gleisfreimeldesensordaten an eine Achszählanlage 20 gesendet werden. Die Achszählanlage 20 verarbeitet die Gleisfreimeldesensordaten als ob diese Daten von Achszählsensoren 21 stammen würden. Entsprechend erstellt die Achszählanlage 20 aus den Gleisfreimeldesensordaten eine Gleisabschnittsbelegungsmeldung, insbesondere eine sog. Gleisfreimeldung, und übermittelt diese an das jeweils angeschlossene bzw. zuständige Stellwerk 6. Das Stellwerk 6 gesteuert auf Basis dieser Gleisabschnittsbelegungsmeldung wenigstens eine Weiche 12 und/oder wenigstens eine Signalanlage der Gleisanlage.Furthermore, a method for controlling track operation is preferably provided, with actual track vacancy detection sensor data being sent to an axle counting system 20. The axle counting system 20 processes the track vacancy detection sensor data as if this data came from axle counting sensors 21. Accordingly, the axle counting system 20 creates a track section occupancy report from the track vacancy detection sensor data, in particular a so-called track vacancy report, and transmits this to the respective connected or responsible interlocking 6. The interlocking 6 controls at least one switch 12 and / or at least one signal system of the track system on the basis of this track section occupancy report .

Claims (8)

  1. Method for generating a route point passing message by a moving train (1), wherein on board of the moving train (1) at least one position of a train front (2) of the train (1) is determined by at least one first navigation system (3), wherein on board of the train (1) a first point in time at which the train front (2) passes a predeterminable first route point (4) is detected, wherein on board of the train (1) it is detected whether the train (1) passes the first route point (4) in complete formation, wherein, when the train (1) has passed the first route point (4) in complete formation, a route point passing message is generated and transmitted on board of the train (1), which route point passing message identifies the first route point (4) as having been completely passed by the train (1), characterized in that the first route point (4) is free of trackside infrastructure devices, and in that a position of the first route point (4) is generated for adapting a capacity of a route to a demand and is transmitted to the train (1).
  2. Method according to claim 1, characterized in that the position of the first track point (4) is generated by an interlocking (6) and/or a radio block center (11) and is transmitted to the train (1).
  3. Method according to claim 1 or 2, characterized in that when the train (1) has passed the first route point (4) in an incomplete formation, a route point passing message is generated on board of the train (1) and is transmitted, preferably to an interlocking (6), which route point passing message identifies the first route point (4) as having been passed incompletely by the train (1).
  4. Method according to one of claims 1 to 3, characterized in that in order to determine the complete formation of the train (1), a position of a train end (7) of the train (1) is determined by at least one second navigation system (8).
  5. Method according to one of claims 1 to 4, characterized in that the first route point (4) can be freely specified.
  6. Method according to one of claims 1 to 4, characterized in that the first route point (4) is free of axle counting sensors (21) and/or a track circuit.
  7. Method according to one of claims 1 to 6, characterized in that the track section occupancy message is transmitted by means of GSM-R and/or GSM.
  8. Method according to one of claims 1 to 7, characterized in that the first navigation system (3) and/or the second navigation system (8) each comprises at least one GNSS receiver.
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AT519082A1 (en) 2018-03-15

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