Method for operating rail-mounted traffic system

Abstract

The invention relates to a method for operating a rail-mounted traffic system (1; the invention relates to a method for controlling a rail vehicle (50), comprising:-transmitting a request (Anf) from a safety control device (60) on the rail side to a control device (40) on the rail side to allow the rail vehicle (50) to perform unmanned driving in a limited unmanned driving mode under the interference of the safety control device (60),-outputting, in response to the request (Anf), a permission (Erl) corresponding to the request (Anf) by the control device (40) on the rail side, in the presence of the permission (Erl), starting the vehicle (50) in a limited driverless mode by switching the line-side safety control device (60) from an inactive control mode to an active control mode as a function of the remote control signal (FstS), as long as the line-side safety control device (60) is in the active control mode and the positioning and ghost train identification process for the vehicle (50) is continued, the vehicle continues to run in a limited, driverless mode in order to carry out the positioning and ghost train identification process, and-after the positioning and ghost train identification process has been successfully completed, the vehicle (50) continues to run in a limited, driverless mode. The vehicle (50) is switched into an unlimited driverless mode and thus interference of the remote control signal (FstS) of the line-side safety control device (60) with the movement of the vehicle (50) is cancelled.

Description

[0001] Rail transit systems typically utilize automatic train control systems or train safety systems within the operating range of their rail vehicles, which can be configured as railcars, maglev trains, or even rubber-tired track-guided vehicles. In the case of railcars in the form of trains, the corresponding system can be, for example, a communication-based automatic train control system, also known as a CBTC (Communication-Based Train Control) system. In such systems, detecting vehicles or trains in the areas in front of and / or behind the respective railcars is crucial for enabling the operation of moving sections monitored by the train safety system, i.e., travel at spatial intervals.

[0002] The trains to be detected can, in principle, include those that know their own position and report it to the control unit of the train automatic control system, as well as those that do not fall into this category. For the latter type of "non-reporting trains," on the one hand, it is possible that the relevant rail vehicle generally does not know or cannot report its position. On the other hand, even among such rail vehicles that theoretically know their position, it is possible that the relevant rail vehicle cannot determine or report its position, for example, due to technical defects (e.g., communication connection failures). As a result, depending on the circumstances and conditions, there may be uncertainty regarding whether other rail vehicles exist in the section of track occupied by the rail vehicle, i.e., the section between the rail vehicle and an adjacent section, i.e., the so-called ghost train (Geisterzug).

[0003] Confirming the existence of such ghost trains is likely essential for ensuring smooth and accident-free operation.

[0004] In its simplest form, this is achieved by the train driver observing the track section ahead through the front window. However, as in most technological fields, there is a trend towards automation in the field of rail vehicles. Accordingly, it may be desirable to perform ghost train identification (sieving) efficiently and reliably. Furthermore, this could improve safety, for example, at night when visibility is poor.

[0005] Especially in automated applications, such as "moving sections," it is essential to rule out the possibility of hidden trains (or ghost trains) being located directly in front of or behind the railcars.

[0006] Typically, ghost train identification is performed as follows: For ghost train identification in the forward direction (sieving in front), the located track vehicle (whose position is known) approaches (e.g., using an axle counter) the boundary of a track segment reported as "empty." The ghost train identification process can begin once the distance the front of the train approaches is less than the length of the shortest vehicle (the system might have). If, within the longest possible reaction time (e.g., via a track vacancy reporting system, signal station, and train safety system), no occupancy is detected in a subsequent track segment (e.g., using an axle counter), and the front of the train has not yet crossed the boundary of the track segment, then the ghost train identification in the forward direction is successful. This eliminates the possibility that a vehicle whose position cannot be detected is located on a track segment ahead of the track vehicle.

[0007] A similar process can be routinely used for sieving at the rear in the reverse direction to exclude vehicles whose positions are unknown and located behind the track vehicle. Here, the track vehicle passes the boundary of the track section and moves away from it. If the first track section is reported as "empty," the end of the track vehicle must be positioned at a distance from the boundary less than the vehicle length associated with sieving at the rear. If this is the case, the possibility of undetected vehicles located behind the track vehicle is excluded, and the sieving at the rear is successful.

[0008] Two parameters may have a decisive impact on the process of identifying ghost trains:

[0009] i) The shortest vehicle length associated with ghost train identification (which determines the travel speed), and

[0010] ii) The longest transmission and processing time (e.g., the time between detecting the axle via a secondary track vacancy reporting device and processing that information to calculate ghost train identification).

[0011] The shorter the length of the vehicle associated with ghost train identification and the longer the transmission and processing time of track vacancy report information, the slower the track vehicle must travel to achieve safe ghost train identification.

[0012] To enable a train to engage CBTC operation after a restart, such as after maintenance work, a location and ghost train identification process must be performed. If the train's CBTC operation is to be driverless, current practice requires initial manual operation—that is, the train is moved by a driver—until the location and ghost train identification processes are complete. Afterward, according to current practice, the train stops at the platform. The driver there changes the train's operating mode to driverless and then disembarks. A trained driver is always required for this operation.

[0013] The technical problem to be solved by the present invention is to provide a method for operating a rail-based transportation system that can be implemented with particularly high performance and at a relatively low cost, enabling the vehicle to switch to an unrestricted driverless mode after restarting, for example, after maintenance work.

[0014] The technical problem is solved by the method for operating a rail transit system according to claim 1. According to the invention:

[0015] - The safety control device on the track side transmits the following request to the control device on the track side: to allow the rail vehicle to operate in a limited unmanned mode with the intervention of the safety control device.

[0016] - In response to the request, the control device on the line side outputs a permission corresponding to the request.

[0017] - In the presence of the aforementioned permission, by switching the line-side safety control device from an inactive control mode to an active control mode, the line-side safety control device starts the vehicle in a restricted driverless mode according to a remote control signal, and as long as the line-side safety control device is in the active control mode and the vehicle positioning and ghost train identification process continues, the vehicle continues to operate in a restricted driverless mode to implement the positioning and ghost train identification process.

[0018] - After the location and ghost train identification process is successfully completed, the vehicle is switched to an unrestricted driverless mode, specifically to fully automated driverless train operation at GoA4 level according to standard IEC 62267, thereby removing the interference of remote control signals from the trackside safety control devices on the vehicle's movement.

[0019] Claims 2 to 12 relate to advantageous improvements to the method of the present invention.

[0020] The advantages are:

[0021] - A positioning and ghost train identification section is preset for the positioning and ghost train identification process. The vehicle is located within the positioning and ghost train identification section before the positioning and ghost train identification process begins.

[0022] - Upon receiving a request, the line-side control unit checks for the following idle report information: there are no rail vehicles in another section adjacent to the preset location and ghost train identification section, and

[0023] - The control device on the line side only issues the permission when there are no rail vehicles in the adjacent section according to the idle report information.

[0024] Preferably, the idle reporting information is provided by an idle reporting system, which includes at least adjacent additional segments.

[0025] Preferably, the section of the idle reporting system is composed of an axle counter or a track circuit.

[0026] Furthermore, advantageously, the location and ghost train identification process includes the following steps:

[0027] - Locate the vehicle, and

[0028] - After locating the vehicle, perform ghost train identification on the vehicle.

[0029] Advantageously, the vehicle reports its current position, determined by the positioning system, to the control unit on the line side at time intervals in the form of location information.

[0030] Another advantage is that ghost train identification includes ghost train identification in the direction of travel. In this case, the control device on the line side outputs the driving mode switching information after the ghost train identification in the direction of travel is successfully completed.

[0031] Ghost train identification may additionally include ghost train identification in the reverse direction, wherein the control device on the line side only outputs the driving mode switching information after both ghost train identifications—that is, ghost train identification in the forward direction and ghost train identification in the reverse direction—have been successfully completed. Alternatively, the system may include ghost train identification in both directions, but outputs the driving mode switching information only after the ghost train identification in the forward direction is completed.

[0032] Preferably, after receiving the driving mode switching information, the vehicle switches from the restricted autonomous driving mode to the unrestricted autonomous driving mode.

[0033] The safety control device on the line side can be provided as part of a fixed line-side device or as part of a mobile terminal device on the line side.

[0034] Furthermore, it is advantageous that

[0035] - The safety control device on the line side is equipped with an operation button in the form of an emergency switch.

[0036] - The safety control device on the line side switches from inactive control mode to active control mode by pressing an operation button, and only outputs a remote control signal to the vehicle in active control mode. This remote control signal enables the vehicle to operate in a limited autonomous driving mode.

[0037] - Furthermore, the safety control device on the line side switches from active control mode to inactive control mode by releasing the operation button, thereby stopping the output of remote control signals that enable the vehicle to operate in a limited autonomous driving mode.

[0038] The method is preferably executed computer-assisted by a computer device consisting of multiple computers, particularly computers of line-side devices, vehicle computers, and computers of line-side safety control devices.

[0039] The present invention also relates to a computer program comprising program instructions that, when executed on a computer device, cause the computer device to perform the method according to claim 12.

[0040] The technical problem of the present invention is also solved by the control device according to claim 14.

[0041] Furthermore, the present invention also relates to a rail-based transportation system having such a control device.

[0042] The present invention will now be explained in more detail with reference to embodiments. In the accompanying drawings:

[0043] Figure 1 A first embodiment of the rail transit system according to the invention is shown in a first schematic diagram used to explain a first embodiment of the method according to the invention, and

[0044] Figure 2 A second embodiment of the rail transit system according to the invention is shown in a second schematic diagram used to explain a second embodiment of the method according to the invention.

[0045] exist Figure 1 The diagram illustrates a rail transit system 1 according to a first embodiment. This rail transit system includes a line 10, which, in the current embodiment, is constructed as a track. This means that, within the scope of this embodiment, the rail transit system 1 is a railway system.

[0046] Line 10 is divided into sections. Section 11, which is used for locating and identifying ghost trains, and its adjacent section 12 can be seen.

[0047] The positioning and ghost train identification section 11 is a pre-defined section for the positioning and ghost train identification process. This section 11 is configured to perform the positioning and ghost train identification process. In the first embodiment shown, the positioning and ghost train identification section 11 terminates at the maintenance workshop W. Section 12 is bounded by wheel sensors in the form of axle counters 23 and 24. Axle counters 23 and 24 are components of a track vacancy reporting system and are connected to a vacancy reporting device 25 within the scope of this system. Here, the function of the vacancy reporting device 25 is essentially to determine the occupancy status of section 12 based on signals or counter readings transmitted by the axle counters 23 and 24, and to provide this status to a higher-level system, such as a signaling system or a train automatic control system.

[0048] As another line-side component, in Figure 1 The image shows a line-side device 30 in the form of a transponder pair or dual transponders, used for vehicle positioning.

[0049] In addition, Figure 1 The diagram shows a track-side control device 40, which is the central control unit of the train automatic control system or train safety system. The track-side control device 40 has a communication device 41, enabling it to communicate with rail vehicles operating on track 10. Furthermore, the track-side control device 40 is connected to an idle reporting device 25. The track-side control device 40 includes a computer (not shown).

[0050] exist Figure 1 In the diagram, the rail vehicle is shown in five different positions along the direction of travel 51, which correspond to different time points t1-t5 when it starts operating in an unmanned state.

[0051] At the start of autonomous driving, at the first time point t1, the vehicle is located in the first position within the maintenance workshop W, on the positioning and ghost train identification section 11. In this first position, the vehicle is indicated by a dashed line and labeled 50. t1 Marking.

[0052] At a later second time point t2, the vehicle passes the trackside device 30 while traveling on the positioning and ghost train identification section 11. In this second location, the vehicle is also indicated by a dashed line and labeled 50. t2 Marking.

[0053] At the third time point t3, the vehicle approaches a position where its front end is a distance d from the adjacent segment 12. In this third position, the vehicle is also indicated by a dashed line and labeled 50 in the attached diagram. t3 Marking.

[0054] At the fourth time point t4, the vehicle is positioned at a distance d from its leading edge and the adjacent segment 12. In this fourth position, the vehicle is indicated by a solid line and labeled 50 in the attached diagram. t4 This is the location where vehicle 50 begins to identify the ghost train in its forward direction.

[0055] The distance d is set such that no other rail vehicles pass through the section between rail vehicle 50 and the adjacent second section 12 of the positioning and ghost train identification segment 11.

[0056] This is illustrated in the diagram by plotting the corresponding "virtual" vehicle vF. It can be seen that the length of vehicle vF is preferably equal to the length of the shortest vehicle operating in the rail transit system 1, and in the case shown in the diagram, this vehicle will inevitably trigger an occupancy report for the second segment 12. Therefore, this will cause the idle reporting system or idle reporting device 25 to detect and report the occupancy of the second segment 12. It should be emphasized here that... Figure 1 The views shown are merely schematic diagrams for illustrating embodiments of the invention, and therefore, in particular, lengths and distances are not shown to scale.

[0057] At the fifth time point t5, the vehicle has moved away from its front end at a distance d from the adjacent other segment 12, but has not yet reached the adjacent other segment 12. In this fifth position, the vehicle is also indicated by a dashed line and labeled 50 in the attached diagram. t5 Marking.

[0058] exist Figure 1 In the diagram, the rail vehicle 50 is shown in five sequential scenarios, in which the rail vehicle 50 is located in the first section 11 in the form of a rail vehicle. The vehicle 50 moves toward the second section 12 along the direction of travel 51.

[0059] The rail vehicle 50 has a vehicle assembly 52, which includes a vehicle-side receiving device 53 in the form of a transponder antenna, a vehicle-side control device 54, and a vehicle-side communication device 55. Here, the vehicle-side control device 54 can be configured, for example, as onboard equipment of a train automatic control system. The vehicle assembly 52 includes a computer (not shown). The vehicle-side control device 54 is capable of transmitting information to or receiving, for example, corresponding information and so-called "movement authorization" form of travel instructions from the track-side control device 40 via the vehicle-side communication device 55.

[0060] This illustration shows a trained personnel P carrying a mobile terminal device M on the track side. A safety control device 60 on the track side is provided as a component or part of the mobile terminal device M. The safety control device 60 on the track side has a communication device 61, which enables it to communicate with the control device 40 on the track side via communication channel K1, and with the rail vehicles running on track 10 via communication channel K2. Furthermore, the safety control device 60 on the track side is equipped with an operation button 62 in the form of an emergency switch. Additionally, the safety control device 60 includes a computer (not shown).

[0061] Communication between the control device 40 on the line side and the rail vehicles running on the line 10 is conducted through communication channel K3.

[0062] The control device 70 is composed of the line-side device 30, the line-side control device 40, the communication device 41, the vehicle device 52 with the vehicle-side receiving device 53, the vehicle-side control device 54 and the vehicle-side communication device 55, and the line-side safety control device 60 with the communication device 61 and the operation button 62.

[0063] The following is based on Figure 1 A first embodiment of the method for operating a rail-based transportation system 1 according to the present invention will be explained in more detail.

[0064] Figure 1 The location and ghost train identification section 11 shown is configured for the location and ghost train identification process for unmanned operation.

[0065] The vehicle is marked with the attached diagram 50. t1 At the first marked location, the safety control device 60 on the track side transmits a request Anf to the control device 40 on the track side via the communication channel K1. This request allows the rail vehicle to operate in a restricted, especially speed-restricted, unmanned driving mode under the action of the safety control device 60.

[0066] The control device 40 on the line side responds to the request Anf and outputs a permission Erl corresponding to the request Anf. Preferably, this permission Erl is output to the control device 40 on the line side through the communication channel K1.

[0067] Therefore, when the line-side control device 40 receives the request Anf, it checks whether there is an idle report information Fml, which indicates that there are no track vehicles in another section 12 adjacent to the preset location and ghost train identification section 11.

[0068] The control device 40 on the line side only outputs permission Erl when there are no rail vehicles in the adjacent other section 12 according to the idle report information Fml.

[0069] The idle reporting information Fml is provided to the line-side control device 40 by idle reporting systems 23, 24, 25; 21-24, 25, which include at least the adjacent additional segments 12.

[0070] When the safety control device 60 on the line side is switched from the inactive control mode to the active control mode, the safety control device 60 on the line side enables the vehicle 50 to start driving in a restricted driverless mode via the remote control signal FstS. As long as the safety control device 60 on the line side is in the active control mode and the positioning and ghost train identification process for the vehicle 50 continues, the vehicle will continue to drive in the restricted driverless mode for the positioning and ghost train identification process.

[0071] By pressing operation button 62, the safety control device 60 on the line side switches from an inactive control mode to an active control mode. In this active control mode, the safety control device 60 outputs a remote control signal FstS to the vehicle 50, enabling the vehicle 50 to operate in a limited autonomous driving mode. Another possible implementation of the system is to transmit the remote control signal FstS from the safety control device 60 to the line equipment 40 via communication channel K1. The line equipment 40 then transmits the remote control signal FstS received via communication channel K3 to the vehicle 50.

[0072] By releasing the operation button 62, the safety control device 60 on the line side switches from the active control mode to the inactive control mode, thereby stopping the output of the remote control signal FstS that enables the vehicle 50 to operate in a limited autonomous driving mode.

[0073] The process of locating and identifying ghost trains includes the following steps:

[0074] - Locate vehicle 50, and

[0075] - After locating the vehicle, vehicle 50 is identified as a ghost train.

[0076] Vehicle positioning with driving direction recognition is performed in a manner known to those skilled in the art via the distance measuring device of the line-side device 30 (transponder pair), the vehicle-side receiving device (transponder antenna), and the vehicle-side control device 54 (not shown separately herein).

[0077] The vehicle's positioning begins at the second position shown here, where the vehicle is indicated by reference numeral 50. t1 Marking.

[0078] The vehicle reports its current position, determined by positioning, to the control device 40 on the line side at time intervals via communication channel K3 in the form of position information PosI.

[0079] The identification of the ghost train begins at the fourth position shown, where the vehicle is marked with the appendix 50. t4 Marking.

[0080] Ghost train identification includes ghost train identification in the forward direction (forward screening), wherein the control device 40 on the line side outputs driving mode switching information Fmwl to the vehicle after the ghost train identification in the forward direction is successfully completed.

[0081] Vehicle marked 50 t4 Starting from the fourth marked position, the located vehicle (whose position is known) continues to travel toward the boundary between the location and ghost train identification section and another section 12.

[0082] If no occupancy is detected in a subsequent segment within the longest possible reaction time, and the front of the vehicle has not yet crossed the boundary between the positioning and ghost train identification segment and another segment 12, then the ghost train identification in the direction of travel is successful. This excludes the possibility that an "other" vehicle (referred to here as virtual vehicle vF) whose position has not been detected is located in the positioning and ghost train identification segment in front of the vehicle.

[0083] In the first embodiment shown, ghost train identification, i.e., ghost train identification in the direction of travel, is indicated by reference numeral 50 on the vehicle shown. ts The fifth position marked was successfully completed.

[0084] The control device 40 on the line side outputs driving mode switching information Fmwl to the vehicle 50 through the communication channel K3, and after receiving the driving mode switching information Fmwl, the vehicle 50 switches from the restricted autonomous driving mode to the unrestricted autonomous driving mode.

[0085] With the location and ghost train identification processes successfully completed, the vehicle switches to an unrestricted driverless mode. Consequently, the interference of the remote control signal FstS from the trackside safety control device 60 on the movement of the vehicle 50 is removed.

[0086] The method according to the invention is hereby exemplary executed by a computer-assisted computer device consisting of multiple computers, particularly the computer of the line-side device 40, the computer of the vehicle 50, and the computer of the line-side safety control device 60.

[0087] To this end, a computer program is provided, comprising program instructions that, when executed on a computer device, cause the computer device to perform the method according to the present invention.

[0088] Figure 2 The difference between the second embodiment 101 of the rail transit system and the first embodiment 1 of the rail transit system is that three sections 11a, 11b, and 11c constitute the positioning and ghost train identification section. That is, the original section 11 is now divided into three sections 11a, 11b, and 11c, wherein section 11c is adjacent to another adjacent section 12.

[0089] Section 11b is defined by wheel sensors in the form of axle counters 21 and 22. Section 11c is defined by axle counters 22 and 23. Axle counters 21-24 are components of the track vacancy reporting system and are connected to vacancy reporting device 25 within the scope of the system.

[0090] also, Figure 2 The difference between the second embodiment 101 of the rail transit system and the first embodiment 1 of the rail transit system is that the safety control device 60 on the line side is not provided as part of the mobile terminal equipment on the line side, but as part of a fixed line side device in the form of a maintenance workshop W.

[0091] However, it should be noted that in the second embodiment 101 of the rail transit system, the safety control device 60 on the line side can also be provided as part of the mobile terminal equipment on the line side, or in the first embodiment 1 of the rail transit system, it can also be provided as part of the fixed line side device.

[0092] In a second embodiment of the method for operating a rail transit system 1 according to the present invention, in addition to ghost train identification (forward screening) in the forward direction, ghost train identification in the reverse direction is also provided, wherein the control device 40 on the line side outputs the driving mode switching information Fmwl only after both ghost train identifications, i.e. ghost train identification in the forward direction and ghost train identification in the reverse direction, are successfully completed.

[0093] To this end, the located vehicle 50 passes the boundary between section 11b and section 11c and moves away from that boundary. If section 11b is reported as "idle," the end of the vehicle must be positioned at a distance from that boundary less than the vehicle length associated with ghost train identification. If this is the case, the possibility of an undetected vehicle being located behind track vehicle 50 is ruled out, and ghost train identification in the reverse direction is successful (see [link]). Figure 2 The third position shown is where the vehicle is located, as indicated by the attached drawing 50. ta (Identification).

[0094] After that, proceed according to... Figure 1 Explanation of the direction of travel of the ghost train identification and based on Figure 1 Other steps in the explanation method.

[0095] Based on the foregoing description in conjunction with the embodiments, the method and corresponding apparatus according to the present invention enable reliable unmanned positioning and reliable unmanned ghost train identification (screening). This is of great significance in practice for the unmanned start-up operation of vehicles, for example, after maintenance of rail vehicle 50, as it enables the fastest possible transition to an unrestricted unmanned mode (unmanned regular operation).

[0096] In other words, by defining areas in the form of positioning and ghost train identification sections 11 or 11a, 11b, 11c according to the method of the present invention, unmanned positioning and ghost train identification are permitted in these areas.

[0097] Personnel P, who do not require driver training, are positioned near the track in the location and ghost train identification section during the process according to the method of the present invention and monitor the movement of vehicle 50. Personnel P operates the operation button 62 of the safety control device 60 on the track side, which is a condition for the movement of the driverless train in that area.

[0098] To initiate the process, personnel at the track request the start-up of the driverless vehicle 50 from the control unit 40 on the trackside. This control unit can be a control center. If the request is confirmed via authorization (Erl), the driverless movement of the vehicle can be initiated by operating the operation button 62. During this driverless movement, the speed is limited to a low value (e.g., 5 km / h).

[0099] If personnel at the track notice that vehicle 50 is moving in the wrong direction or that there is an obstacle on the track, they can immediately stop the vehicle by releasing operation button 62. Once the vehicle passes the two transponders on the trackside device 30, the train is located. After ghost train identification is completed, vehicle 50 has also completed screening. The train automatically switches to unrestricted driverless mode, i.e., fully driverless operation, and the driverless initiation process ends. After this, the trackside safety control device 60 no longer has any effect on / interferes with the movement of vehicle 50.

[0100] Fully automated, driverless operation, especially GoA4 level fully automated driverless train operation in moving sections.

[0101] List of reference numerals

[0102] 1. Rail transit system

[0103] 10 orbits

[0104] 11. Locating and identifying ghost train sections

[0105] Sections 11a, 11b, and 11c constitute the location and ghost train identification sections.

[0106] 12 Other sections

[0107] 21, 22, 23, 24 Wheel sensors (axle counters)

[0108] 25 Idle Reporting Device

[0109] 30. Line-side devices (transponder pairs)

[0110] 40. Control devices on the line side

[0111] 41 Communication devices

[0112] 50 rail vehicles

[0113] 50 t1 Up to 50 t5 Rail vehicles at five different locations at different times

[0114] 51. Direction of travel

[0115] 52 Vehicle Equipment

[0116] 53. Vehicle-side receiving device (transponder antenna)

[0117] 54. Vehicle-side control devices

[0118] 55. Communication devices on the vehicle side

[0119] Safety control devices on the 60 line side

[0120] 61 Communication devices

[0121] 62 Operation Buttons

[0122] 70 Control device

[0123] 80 virtual vehicles

[0124] W Repair Shop

[0125] M mobile terminal device

[0126] P, the trainees beside the line

[0127] d Distance

[0128] K1 to K3 communication channels

[0129] Anf request

[0130] Erl License

[0131] FstS remote control signal

[0132] Fml Idle Report Information

[0133] PosI location information

[0134] Fmwl Driving Mode Switching Information

Claims

1. A method for operating a rail transit system (1; 101), wherein, - The safety control device (60) on the track side transmits the following request (Anf) to the control device (40) on the track side, namely, allowing the rail vehicle (50) to operate in a restricted unmanned mode with the intervention of the safety control device (60). - In response to the request (Anf), the control device (40) on the line side outputs a permission (Erl) corresponding to the request (Anf). - In the presence of the aforementioned permission (Erl), by switching the line-side safety control device (60) from an inactive control mode to an active control mode, the line-side safety control device starts the vehicle (50) in a restricted driverless mode according to the remote control signal (FstS), and as long as the line-side safety control device (60) is in the active control mode and the process for locating the vehicle (50) and identifying ghost trains continues, the vehicle continues to operate in a restricted driverless mode to implement the location and ghost train identification process, and - After the location and ghost train identification process is successfully completed, the vehicle (50) switches to an unrestricted driverless mode, thereby canceling the interference of the remote control signal (FstS) of the safety control device (60) on the movement of the vehicle (50).

2. The method according to claim 1, characterized in that, - Pre-defined positioning and ghost train identification sections (11; 11a, 11b, 11c) are provided for the positioning and ghost train identification process. The vehicle is located within the positioning and ghost train identification section before the positioning and ghost train identification process begins. - Upon receiving a request, the line-side control device (40) checks for the presence of idle report information (Fml), indicating that there are no rail vehicles in another section (12) adjacent to the preset location and ghost train identification sections (11; 11a, 11b, 11c), and - The line-side control device (40) outputs the permission only when there are no rail vehicles in the adjacent other section (12) according to the idle report information (Fml).

3. The method according to claim 2, characterized in that, The idle reporting information (Fml) is provided by the idle reporting system (23, 24, 25; 21-24, 25), which includes at least an adjacent additional segment (12).

4. The method according to claim 3, characterized in that, The idle reporting system (23, 24, 25; 21-24, 25) is divided into sections (12; 11b, 11c, 12) by axle counters or track circuits.

5. The method according to any one of claims 1 to 4, characterized in that, The location and ghost train identification process includes the following steps: - Locate the vehicle (50), and - After locating the vehicle, perform ghost train identification on the vehicle (50).

6. The method according to claim 5, characterized in that, The vehicle (50) reports its current position, determined by positioning, to the control unit (40) on the line side at time intervals in the form of individual position information (PosI).

7. The method according to any one of claims 5 or 6, characterized in that, Ghost train identification includes ghost train identification in the direction of travel, wherein the control device (40) on the line side outputs driving mode switching information (Fmwl) after the ghost train identification in the direction of travel is successfully completed.

8. The method according to claim 7, characterized in that, Ghost train identification additionally includes ghost train identification in the reverse direction, wherein the control device (40) on the line side only outputs the driving mode switching information (Fmwl) after both ghost train identifications, namely ghost train identification in the forward direction and ghost train identification in the reverse direction, have been successfully completed.

9. The method according to any one of claims 7 or 8, characterized in that, After receiving the driving mode switching information (Fmwl), the vehicle (50) switches from the restricted autonomous driving mode to the unrestricted autonomous driving mode.

10. The method according to any one of the preceding claims, characterized in that, The line-side safety control device (60) is provided as part of a fixed line-side device (W) or as part of a line-side mobile terminal device (M).

11. The method according to any one of the preceding claims, characterized in that, - The safety control device (60) on the line side is equipped with an operation button (62) in the form of an emergency switch. - The safety control device (60) on the line side switches from an inactive control mode to an active control mode by pressing the operation button (62), and only outputs a remote control signal (FstS) to the vehicle in the active control mode, which enables the vehicle (50) to drive in a limited autonomous driving mode. - In addition, the safety control device (60) on the line side switches from the active control mode to the inactive control mode by releasing the operation button (62), thereby stopping the output of the remote control signal (FstS), which enables the vehicle (50) to drive in a restricted driverless mode.

12. The method according to any one of the preceding claims, characterized in that, The method is computer-assistedly executed by a computer device consisting of multiple computers, particularly the computer of the line-side device (40), the computer of the vehicle (50), and the computer of the line-side safety control device (60).

13. A computer program comprising program instructions that, when executed on a computer device, cause the computer device to perform the method according to claim 12.

14. A control device (70) for a rail transit system (1; 101), characterized in that, - The safety control device (60) on the track side is configured to transmit a request (Anf) to the control device (40) on the track side, namely, to allow the rail vehicle (50) to operate in a restricted unmanned mode in a preset positioning and ghost train identification section (11; 11a, 11b, 11c) with the intervention of the safety control device (60). - The control device (40) on the line side is configured to output a permission (Erl) corresponding to the request (Anf) in response to the request (Anf). - The line-side safety control device (60) is configured to, in the presence of the permission (Erl), switch the line-side safety control device (60) from an inactive control mode to an active control mode, start the vehicle (50) in a restricted driverless mode according to the remote control signal (FstS), and as long as the line-side safety control device (60) is in the active control mode and the process for locating and identifying ghost trains for the vehicle (50) continues, the vehicle will continue to operate in a restricted driverless mode in order to implement the location and ghost train identification process as long as it is in the preset location and ghost train identification sections (11; 11a, 11b, 11c), and - The vehicle device (52) of the vehicle (50) is configured to switch the vehicle (50) to an unrestricted driverless mode after the positioning and ghost train identification process is successfully completed, thereby canceling the interference of the remote control signal (FstS) of the safety control device (60) on the movement of the vehicle (50).

15. A rail-based transportation system (1; 101) having a control device (70) according to claim 14.

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