Data processing device for a rail system

Abstract

Data processing device (100, 200, 300) for a rail system (220, 320), comprising: - at least one receiving module (106, 206, 306) configured to receive (501) a first intermediate detection signal from at least one first balise (234, 334) arranged between a track section start (244, 344) and a track section end (246, 346) of a defined track section (230, 330) upon detection of a rail vehicle (232, 332) passing over the first balise (234, 334) by the first balise (234, 334) and further configured to receive an entry detection signal from an entry detector arranged at the track section start (244, 344) of the defined track section (230, 330). (240, 340) when the entry detector (240, 340) detects the rail vehicle (232, 332) passing over the entry detector (240, 340), - at least one time determination module (108, 208, 308),at least configured to determine (503) a first intermediate time point at which the rail vehicle (232, 332) passes the first balise (234, 334) based on the received first intermediate detection signal and further configured to determine an entry time at which the rail vehicle (232, 332) passes the entry detector (240, 340) based on the received entry detection signal; at least one distance determination module (112, 212, 312), at least configured to determine (507) a first intermediate distance (248) between the first balise (234, 334) and the end of the track section (246, 346) based on the received first intermediate detection signal and further configured to determine a second intermediate distance (254) between the first balise (234, 334) and the start of the track section (244,344), based on the received entry detection signal, - at least one speed determination module (128, 228, 328),configured to determine a second intermediate speed of the rail vehicle (232, 332) between the start of the track section (244, 344) and the first balise (234, 334) based on the specified entry time, the specified second intermediate distance (254) and the specified first intermediate point; - at least one speed prediction module (110, 210, 310), configured to predict (505) at least one first intermediate speed of the rail vehicle (232, 332) between the first balise (234, 334) and the end of the track section (246, 346); - at least one departure prediction module (114, 214, 314), configured to predict (509) at least one departure time of the rail vehicle (232, 332) at which the rail vehicle (232, 332) is expected to reach the end of the track section (246, 346). will, at least based on the specific first intermediate point,the specific first intermediate distance (248) and the specific first intermediate speed.

Description

[0001] The invention relates to a data processing device for a rail system. Furthermore, the invention relates to a rail system, a method, and a computer program.

[0002] A rail system may comprise at least one rail line, in particular a plurality of rail lines. A rail line of a rail system for rail vehicles (in particular railways) is typically divided into a plurality of consecutive track sections. Thus, a first track section may connect to a second track section (and so on).

[0003] In the prior art, the entry of a rail vehicle into a defined track section is detected by an entry detector in the form of an axle counter located at the start of the defined track section. The exit of the rail vehicle from the defined track section is detected by an exit detector in the form of another axle counter located at the end of the defined track section. The purpose of these detectors is to monitor the defined track section.

[0004] Each axle counter can be assigned a sensor (particularly referred to as a wheel sensor). Such a sensor is configured to count the axles of an incoming or outgoing rail vehicle based on the detection signals of the respective axle counter.

[0005] A rail system can, in particular, comprise a data processing device. The sensors of a defined track section can transmit the respective counted number of axles to the data processing device via a (wireless and / or wired) communications network, for example in the form of an entry detection signal or an exit detection signal. The data processing device comprises a comparison module (e.g., executable by a processor of the data processing device). The comparison module can be configured to compare the number of entering axles transmitted by the sensor of the entry detector with the number of exiting axles transmitted by the sensor of the exit detector.

[0006] A track section monitored or defined in this way (also referred to as a block section) is classified as "occupied" by the comparison module as soon as more axles are counted into the track section or block section than are counted out, i.e., the number of entering axles is greater than the number of exiting axles. A previously "occupied" track section is reported as "free" again by the comparison module as soon as the number of counted axles is identical to the number of counted axles, i.e., the number of entering axles is equal to the number of exiting axles.

[0007] In the prior art, entry detectors and exit detectors are also used to locate rail vehicles on the rail lines in the rail system. The data processing device of the rail system may comprise a receiving module configured to receive the described entry detection signal or exit detection signal. The data processing device may further comprise a location determination module and a time determination module.

[0008] The location determination module is configured to determine the location or position of the emitting detector based on the entry detection signal or exit detection signal. The time determination module is configured to determine an entry time or exit time at which the rail vehicle passed the corresponding detector based (likewise) on the received entry detection signal or exit detection signal.

[0009] Furthermore, it is also known from the prior art to predict an exit time at which a rail vehicle entering the defined route section is expected to reach the end of the defined route section. For this purpose, the data processing device has an exit prediction module. The exit prediction module is configured to predict the exit time of the rail vehicle based on the entry time, the distance between the entry detector and the exit detector or the length of the defined route section, and the maximum permissible speed of the defined route section or the maximum permissible speed profile of the defined route section.

[0010] However, it has been determined that significant deviations can occur between the predicted exit time of a rail vehicle immediately after entering the rail section and the actual exit time of the rail vehicle. In particular, it frequently occurs that the actual speed profile of a rail vehicle deviates downwards from the permissible maximum speed profile, so that the rail vehicle leaves the defined section of track later than the predicted or expected exit time. In the current state of the art, this time difference or delay is only detectable by the data processing device at the actual time of the rail vehicle's exit from the defined section of track.

[0011] Accordingly, under the current state of the art, a passenger information system can only be updated at this time. Furthermore, this can lead to further delays in operations. For example, under the current state of the art, due to the described undetected delay of a rail vehicle, a further section of track (following the defined section of track) or a route (following the defined section of track) is closed or released for this rail vehicle unnecessarily early, so that this further section of track is not usable by other rail vehicles during this time, even though the rail vehicle's exit from the defined section of track is actually delayed.

[0012] The deviation between the predicted departure time of a rail vehicle and the actual departure time can be very significant, especially if the route section is long. In practice, rail systems often have route sections with a length of up to 100 km or more.

[0013] Therefore, the object of the invention is to create a possibility of at least reducing the disadvantages of the prior art in a rail system, in particular with long track sections, and in particular of reducing the delays in the operational process.

[0014] The object is achieved according to a first aspect of the invention by a data processing device according to claim 1 for a rail system. The data processing device comprises at least one receiving module. The receiving module is configured to receive a first intermediate detection signal from at least one first beacon arranged between a track section start and a track section end of a defined track section upon detection by the first beacon of a rail vehicle passing over the first beacon. The data processing device comprises at least one time determination module. The time determination module is configured at least to determine a first intermediate time at which the rail vehicle passes the first beacon based on the received first intermediate detection signal. The data processing device comprises at least one speed prediction module.The speed prediction module is at least configured to predict at least a first intermediate speed of the rail vehicle between the first beacon and the end of the track section.

[0015] The data processing device comprises at least one distance determination module. The distance determination module is configured to determine at least a first intermediate distance between the first beacon and the end of the track section, in particular based on the received first intermediate detection signal. The data processing device comprises at least one exit prediction module. The exit prediction module is configured to predict at least one exit time of the rail vehicle at which the rail vehicle is expected to reach the end of the track section, at least based on the determined first intermediate time, the determined first intermediate distance, and the determined first intermediate speed.

[0016] By providing, in contrast to the prior art, a means of locating a rail vehicle between the start and end of a defined section of track and, based on this specific intermediate location or position, predicting the rail vehicle's departure time with greater accuracy, the disadvantages of the prior art are at least reduced in a rail system and, in particular, delays in operations are reduced. Furthermore, a passenger information system can be operated with greater accuracy.

[0017] In particular, it has been recognized that a beacon (e.g. arranged anyway) between the start and end of a defined section of track and, in particular, laid in the track bed can be used not only to transmit at least one piece of information data to a rail vehicle, but also to locate the rail vehicle in the defined section of track.

[0018] The data processing device is intended for use in a rail system for rail vehicles. A rail system comprises, in particular, a plurality of tracks for guiding rail vehicles. A rail system can comprise at least one (defined) track section, in particular a plurality of track sections. In particular, a rail line of a rail system for rail vehicles can be divided into a plurality of successive track sections.

[0019] A (defined) route section has (seen in a first direction of travel) a route section start and a route section end. It is understood that, seen in the opposite direction of travel, said route section end acts as the route section start and said route section start acts as the route section end. A route section start (seen in the first direction of travel) of a defined route section can be defined by an entry detector. A route section end (seen in the first direction of travel) of a defined route section can be defined by an exit detector. It is understood that, seen in the opposite direction of travel, said exit detector acts as the entry detector and said entry detector acts as the exit detector.

[0020] In this case, a defined track section is characterized in particular by the fact that it can only be legally accessed by a single rail vehicle. This means, in particular, that after a first rail vehicle has entered the start of the track section, another rail vehicle may only enter once the first rail vehicle has exited the end of the defined track section. This can be monitored in particular by means of at least one entry detector and at least one exit detector.

[0021] As described, an entry of a rail vehicle into a defined track section can be detected by an entry detector, in particular comprising an axle counter, which is arranged at the start of the defined track section. An exit of the rail vehicle from the defined track section can be detected by an exit detector, in particular comprising another axle counter, which is arranged at the end of the defined track section. In particular, each axle counter can be assigned a sensor (in particular referred to as a wheel sensor). Such a sensor of a respective detector can be configured to count the axles of an entering or exiting rail vehicle based on the detection signals of the respective axle counter.

[0022] The sensors of a route section can transmit the respective counted number of axles to the data processing device via a (wireless and / or wired) communications network, for example in the form of an entry detection signal or an exit detection signal. The data processing device can comprise a comparison module (e.g., executable by a processor of the data processing device). The comparison module can be configured to compare the number of entering axles transmitted by the sensor of the entry detector with the number of exiting axles transmitted by the sensor of the exit detector.

[0023] A track section monitored or defined in this way (also referred to as a block section) is classified as occupied by the comparison module as soon as more axles are counted into the track section or block section than are counted out, i.e., the number of entry axles is greater than the number of exit axles. A previously "occupied" track section is reported as "free" by the comparison module as soon as the number of counted axles is identical to the number of counted axles, i.e., the number of entry axles is equal to the number of exit axles.

[0024] According to the invention, at least one first beacon is arranged or laid between the start and end of the defined section of the rail system. In particular, the first beacon can be arranged between the start and end of the section anyway.

[0025] A beacon is, in particular, a technical device installed in a railway track of a (defined) section of track. In particular, a beacon can be configured for the wireless or contactless transmission of at least one piece of information data to a rail vehicle passing the first beacon. For example, railway operational information can be stored in the beacon as information data. This information data can be transmitted contactlessly to rail vehicles passing over the beacon using a so-called beacon telegram.

[0026] A rail vehicle has at least one (suitable) antenna. In particular, a (respective) rail vehicle may have a so-called Balise Transmission Module (BTM) as an antenna, configured to receive a balise telegram transmitted by a balise.

[0027] In a (balise-based) rail system, a distinction can be made between at least two different types of balises: fixed-data balises and transparent-data balises.

[0028] A fixed-data balise (also called a static balise) is a balise with unchanged data content. The unchangeable data content or the unchangeable information date is stored in the fixed-data balise. To read the data content, the fixed-data balise can be supplied with power inductively, i.e. contactlessly via an air interface, in particular by the rail vehicle or by the balise reader mounted on the rail vehicle (in particular the BTM). The functionality of a fixed-data balise is particularly similar to that of a contactless transponder card or transponder. By default, the fixed-data balise does not have its own power supply but can be supplied with power by the BTM. Such a balise can preferably be connected to a (wireless and / or wired) communications network, in particular for the purpose of monitoring the status of the balise.The data processing device can also be connected to the communication network.

[0029] The data content of such a (first) beacon can, for example, include the distance to the next (second) beacon. A rail vehicle receiving this information from the beacon will, in particular, initiate an emergency stop if it does not detect the next beacon within the received distance (possibly within a certain tolerance). Examples of additional data from a fixed-data beacon include location information, information on the track conditions / equipment of the subsequent track section, and speed target values ​​and / or speed limits.

[0030] A transparent data balise is understood, in particular, to be a balise with variable data content or at least one variable piece of information data. In other words, such a balise is configured to transmit variable information data, for example, variable operating situations (e.g., information on the current track conditions of the subsequent track section or track and / or current speed target values ​​and / or speed limits), to the rail vehicle. To receive variable information data, a transparent data balise is connected, as standard, to a (wireless and / or wired) communications network. As described, the data processing device can also be connected to the communications network.

[0031] The variable data content can be transmitted in the form of a balise telegram from a (track-near) balise control device (also known as a balise control unit (BCU)) to the balise. The balise control device, in turn, can receive the data content in the form of a signal aspect from a (remotely located) data source. For example, the signal aspect can be transmitted from the data processing device of an (electronic) interlocking system to the balise control device via the communications network (e.g., CAN bus network). This allows variable and, in particular, always-up-to-date information data to be transmitted to the rail vehicles passing the balise.

[0032] The power supply of a transparent data balise can be wired. In particular, a sinusoidal voltage (e.g., 22 V, 8.82 kHz) can be transmitted from the balise control device via a cable. This sinusoidal voltage is preferably used simultaneously as a carrier signal for the data to be transmitted to the balise. In particular, a Manchester-coded data signal (e.g., 16 V at 564.48 kbit / s) can be added or modulated onto the sinusoidal voltage. In other words, the balise control device can supply the balise with power (sinusoidal signal) and data (Manchester signal).

[0033] The antenna of the rail vehicle can be configured, in particular, for contactless reading of a beacon, preferably for inductive reading. The antenna of the rail vehicle can be attached, in particular, to a traction unit of the rail vehicle, in particular to an underside of the traction unit facing the track bed.

[0034] A so-called Eurobalise represents a special type of balise. Technically, a Eurobalise is an inductively coupled transponder that, mounted between the rails of a track or in the trackbed of a defined section of track, is energized when a rail vehicle passes over it (so-called telepowering) and then sends a message (so-called telegram) to that rail vehicle. Its counterpart on the rail vehicle is the BTM (Balise Transponder). In particular, there is no feedback signal confirming the correct receipt of the (error-protected) message.

[0035] The data processing device according to the invention can in particular comprise at least one processor (and at least one suitable storage means) configured to control and / or execute the said modules of the data processing device.

[0036] The at least one receiving module of the data processing device is configured to receive an intermediate detection signal. The intermediate detection signal indicates at least one passing of a first beacon by a rail vehicle.

[0037] In particular, it has been recognized that a rail vehicle passing over a balise can be detected by detecting a change in the impedance of the balise. In particular, immediately upon detecting a change in the impedance of a (first) balise, a (first) intermediate detection signal can be generated and preferably transmitted without delay to the data processing device. For example, the balise can generate the intermediate detection signal and / or a balise control device, in particular of the rail system, which is connected to the at least one balise via the (wireless and / or wired) communications network.

[0038] The balise control device can preferably be configured to detect an excitation of the at least one balise. Particularly preferably, the balise control device can be configured to detect an excitation of the first balise by the antenna of a rail vehicle by detecting a change in the impedance of the balise connection of the first balise at the balise control device. In particular, the balise control device can (continuously) monitor the impedance at the balise connection, i.e., the connection to which the communication network between the balise control device and the first balise is connected. If a change in the impedance is detected, an excitation can be detected and thus, in particular, the presence of a rail vehicle at the balise can be detected. In particular, an inductive excitation of the first balise can lower or reduce the impedance of the balise connection to the balise control device.

[0039] Detecting a change (in particular, the aforementioned reduction) in impedance may involve comparing it with a (predetermined) impedance criterion (e.g., a threshold value). An excitation of the first balise can be easily detected and reported to the data processing device in the form of an intermediate detection signal.

[0040] The intermediate detection signal can contain as data content at least one (possibly also inherent) piece of information that a rail vehicle has been detected passing over the beacon. Preferably, the intermediate detection signal can additionally contain as data content a (unique) identifier of the beacon and / or a location of the beacon and / or a detection time. A unique identifier of the beacon that detected the passing over can, in particular, uniquely identify the beacon throughout the rail system. A location (e.g., track section and distance to the start and / or end of the track section, geographical coordinates and / or a track kilometer indication) of this beacon can uniquely indicate the position of the beacon in the rail system.A detection time indication, in particular in the form of a time stamp, can in particular indicate the time of detection, i.e. the time at which the balise detected the rail vehicle passing over the balise (and / or the time of transmission of the intermediate detection signal).

[0041] A time determination module (controllable and / or executable by the processor of the data processing device) is configured to determine a first intermediate time at which the rail vehicle has passed (or has passed) the first beacon based on the received first intermediate detection signal. If the first intermediate detection signal contains a detection time indication as data content, the time determination module can extract the detection time indication and, in particular, determine it as the first intermediate time. In further variants of the invention (if, for example, the intermediate detection signal does not contain a detection time indication), the time of receipt of the intermediate detection signal can be determined as the intermediate time, in particular assuming that detection of overrun of the beacon by the beacon (and / or the beacon control device) is reported (at least almost) in real time.

[0042] A speed prediction module (controllable and / or executable by the processor of the data processing device) is configured to predict at least a first intermediate speed of the rail vehicle between the first beacon and the end of the track section.

[0043] A distance determination module (controllable and / or executable by the processor of the data processing device) is configured to determine a first intermediate distance between the first beacon and the end of the route section, in particular based on the received first intermediate detection signal. If the intermediate detection signal contains a location information as data content, the distance determination module can determine the distance based on the location information extracted by the distance determination module.

[0044] The entry detection signal, the exit detection signal and / or the intermediate detection signal can comprise or be formed from physical sensor variables, such as a frequency change of an oscillating circuit or a reduction in impedance caused by a rail vehicle passing over a detector or a beacon. The assignment of an entry detection signal, exit detection signal or intermediate detection signal received by the data processing device according to the invention to a signal-emitting sensor can be carried out, for example, via different slots assigned to the sensors for corresponding signal wires in the receiving module of the data processing device. Furthermore, each entry detection signal, exit detection signal or intermediate detection signal received by the data processing device can be assigned aA time stamp is assigned to the intermediate detection signal in a time determination module, which time stamp corresponds to the time at which the respective signal was received by the receiving module of the data processing device according to the invention.

[0045] In particular, alternatively, the entry detection signal, the exit detection signal, and the intermediate detection signal can be digital signals, particularly if the physical sensor signals are first further processed in digital control units and forwarded as digital signals to the receiving module of the data processing device according to the invention. Such digital signals can contain, as data content, a (unique) identifier of the entry detector, the exit detector, or the beacon and / or a location identifier of the entry detector, the exit detector, or the beacon and / or a detection time information.

[0046] Preferably, the data processing device can comprise a position database as already mentioned. The respective (rail system) positions of the at least one (first) balise and / or the at least one entry detector and / or the at least one exit detector can be stored in a position database, each together with a (unique) identifier of the respective balise, the respective entry detector, and / or the respective exit detector. If the intermediate detection signal contains a unique identifier as data content, the distance determination module can determine the distance based on the position data contained in the position database.

[0047] An exit prediction module (controllable and / or executable by the processor of the data processing device) is configured to predict at least one exit time of the rail vehicle at which the rail vehicle is expected to reach the end of the track section, at least based on the determined first intermediate time, the determined first intermediate distance, and the determined first intermediate speed. For example, the exit prediction module can predict the predicted exit time t Ap calculate according to formula a): tAp=tZ1+AZ1 / vZ1

[0048] Here t Z1 the specific intermediate point, A Z1 the determined first intermediate distance and v Z1 the determined first intermediate speed. The accuracy of the predicted exit time is improved.

[0049] According to a first embodiment of the data processing device according to the invention, the speed prediction module can be configured to predict the at least one first intermediate speed of the rail vehicle as a maximum permissible speed profile of the rail vehicle between the first beacon and the end of the track section. The maximum permissible speed profile, i.e., in particular, at least one maximum permissible speed at the first intermediate distance that should not be exceeded by a rail vehicle and, in particular, should be driven at in the optimal case, can be provided, for example, by the signal box of the data processing device.

[0050] The exit prediction module may be configured to predict the at least one exit time, at least based on the determined first intermediate time, the determined first intermediate distance and the determined maximum permissible speed profile v zul_Pro , as shown for example in formula b): tAp=tZ1+AZ1 / vzul_Pro

[0051] A more accurate prediction of the expected departure time of the rail vehicle can be made in a simple manner.

[0052] According to a preferred embodiment of the data processing device according to the invention, the receiving module can be configured to receive an entry detection signal from an entry detector arranged at the start of the defined route section when the entry detector detects a rail vehicle passing over or passing the entry detector. As already described, an entry detector can be formed by at least one axle counter and one wheel sensor. In variants of the invention, other entry detectors can also be used.

[0053] The entry detection signal emitted by the entry detector (in particular without delay upon detection of a passing rail vehicle) can contain as data content at least one (possibly also inherent) piece of information that a rail vehicle has been detected driving over or past the entry detector by the entry detector. Preferably, the entry detection signal can additionally contain as data content a (unique) identifier of the entry detector and / or a location of the entry detector and / or a detection time. A unique identifier of the entry detector can in particular uniquely identify the entry detector across the rail system that has detected a passing of a rail vehicle. A location (e.g. track section, geographical coordinates, track kilometer information) of the entry detector can uniquely indicate the position of the entry detector in the rail system.A detection time indication, particularly in the form of a timestamp, can indicate, in particular, the time at which the entry detector detects the rail vehicle passing over the entry detector. Alternatively or additionally, the detection time indication can indicate the transmission time of the entry detection signal.

[0054] The distance determination module can be configured to determine a second intermediate distance between the first beacon and the start of the route section, in particular based on the received entry detection signal. For example, the second intermediate distance can be determined based on a location information of the entry detector of the entry detection signal (and based on the location information of the beacon of the intermediate detection signal). Alternatively or additionally, a previously described position database can be provided. If the entry detection signal contains an identifier of the entry detector as data content (and the intermediate detection signal contains an identifier of the beacon as data content), the distance can be determined in particular based on the location or position information stored in the position database for these identifiers.

[0055] The time determination module can be configured to determine an entry time at which the rail vehicle passes the entry detector based on the received entry detection signal. If the entry detection signal contains a detection time indication as data content, the time determination module can extract the detection time indication and, in particular, determine it as the entry time. In variants of the invention (if, for example, the entry detection signal does not contain a detection time indication), the time of receipt of the entry detection signal can be determined as the entry time, in particular assuming that detection of a rail vehicle passing over the entry detector is reported by the entry detector (at least almost) in real time.

[0056] A speed determination module (controllable and / or executable by the processor of the data processing device) can be configured to determine, in particular calculate, a second (average) intermediate speed of the rail vehicle between the track section start (or the entry detector) and the first balise, based on the determined entry time, the determined second intermediate distance and the first intermediate time.

[0057] In particular, upon receipt of the first intermediate detection signal from the first beacon by the receiving module, the speed determination module can determine the second intermediate speed (immediately or without delay), i.e., the speed that the rail vehicle actually traveled between the start of the track section and the first beacon. As already described, this speed can deviate (downwardly) from the maximum speed permitted on this section or the maximum speed profile. In particular, by detecting a corresponding deviation, the actual departure time of a rail vehicle before actually reaching the end of the track section can be estimated more accurately.

[0058] According to a preferred embodiment of the data processing device according to the invention, the speed prediction module can be configured to predict the at least one first intermediate speed of the rail vehicle as the second intermediate speed of the rail vehicle. In other words, the intermediate speed between the first beacon and the end of the track section is assumed to be, in particular, the (average) speed that the rail vehicle (previously) traveled between the start of the track section and the first beacon. This speed is assumed, in particular, at a time immediately after detection of the passing of the first beacon or reception of the first intermediate signal, as the probable speed for the remaining section of the defined track section.

[0059] The exit prediction module may be configured to predict the at least one exit time, at least based on the determined first intermediate time, the determined first intermediate distance and the determined second intermediate speed v Z2 , as shown in formula c): tAp=tZ1+AZ1 / vZ2

[0060] Particularly preferably, at least two exit times t Ap1 and t Ap2 can be predicted by the exit prediction module, where, for example, a first exit time t Ap1 according to formula b) and a second exit time t Ap2 according to formula c). This makes it possible, in particular, to forecast an exit time range with a high degree of accuracy.

[0061] According to a further preferred embodiment of the data processing device according to the invention, the speed prediction module can be configured to predict the at least one first intermediate speed of the rail vehicle as a first averaged intermediate speed, based on the determined permissible maximum speed profile of the rail vehicle and the determined second intermediate speed. The exit prediction module can be configured to predict the at least one exit time, at least based on the determined first intermediate time, the determined first intermediate distance, and the determined first averaged intermediate speed v gZ1 , as shown in formula d): tAp=tZ1+AZ1 / vgZ1

[0062] Particularly preferably, at least three exit times t Ap1 , t Ap2 and t Ap3can be predicted by the exit prediction module, where, for example, a first exit time t Ap1 according to formula b), a second exit time t Ap2 according to formula c) and a third exit time t Ap3 can be determined according to formula d). This makes it possible, in particular, to predict an exit time range with a particularly high degree of accuracy. It is understood that in variants of the invention, only the aforementioned first and third exit times or the aforementioned second exit time and the aforementioned third exit time can be determined.

[0063] According to a further preferred embodiment of the data processing device according to the invention, the receiving module can be configured to receive a further first intermediate detection signal from at least one further first balise arranged between the track section start and the track section end of the defined track section and adjacent to the first balise upon detection of the rail vehicle passing over the further first balise by the further first balise.

[0064] In particular, two (or more) first beacons installed (immediately) adjacent to one another can form a first beacon group. The first beacon can be arranged directly adjacent to the other first beacon, i.e. at a distance of less than 2 m, preferably less than 1 m. It is understood that a beacon group can also comprise three or more beacons, each of which can be arranged (immediately) adjacent to one another. Arranging two beacons in the form of a beacon group makes it possible to determine the direction of travel of the passing rail vehicle. Furthermore, a beacon can only transmit a limited amount of data. If this amount of data is not sufficient to transmit the desired information, for example in a complex operating situation, several beacons can preferably be installed one behind the other and combined to form a beacon group.Each balise of a corresponding balise group can transmit part of the balise telegram so that the balise group can transmit the entire balise telegram to the rail vehicle.

[0065] In particular, it has been recognized that at least two first beacons arranged adjacent to one another can also be used to determine the speed (existing when passing over) of the rail vehicle passing over the first beacons. The time determination module can be configured to determine a further first intermediate point at which the rail vehicle passes (has passed) the further first beacons based on the time of the received further first intermediate detection signal and on the distance between the first and the further first beacons. The further first intermediate detection signal can contain as data content (inherent) information about the passing over of the further first beacons, an identifier of the further first beacons and / or a location indication of the further first beacons and / or a detection time indication (in an analogous manner to the first intermediate detection signal).

[0066] The distance determination module can be configured to determine a balise distance between the first balise and the further first balise, in particular based on the received further first intermediate detection signal and in particular in an analogous manner to the determination of the first intermediate distance between the first balise and the track section end.

[0067] The speed determination module can be configured to determine a beacon speed of the rail vehicle between the first beacon and the further first beacon, based on the determined beacon spacing, the determined first intermediate point, and the determined further first intermediate point. The beacon speed of the rail vehicle is, in particular, the speed of the rail vehicle when or during the passage over the first beacon group, comprising at least the first beacon and the further first beacon. By determining the beacon speed, the departure time can be predicted even more precisely.

[0068] According to a further preferred embodiment of the data processing device according to the invention, the speed prediction module can be configured to predict the at least one first intermediate speed of the rail vehicle as the determined balise speed.

[0069] The exit prediction module may be configured to predict the at least one exit time, at least based on the determined first intermediate time, the determined first intermediate distance and the determined (first) balise speed v B1 , as shown in formula e): tAp=tZ1+AZ1 / vB1

[0070] As already described, two or more exit times can be predicted, whereby, for example, one of these exit times can be determined according to formula e).

[0071] According to a further embodiment of the data processing device according to the invention, the speed prediction module can be configured to predict the at least one first intermediate speed of the rail vehicle as a second average speed based on the determined balise speed and the determined second speed. The exit prediction module can be configured to predict the at least one exit time based at least on the determined first intermediate time, the determined first intermediate distance, and the determined second average speed v gZ2 , as shown in formula f): tAp=tZ1+AZ1 / vgZ2

[0072] As already described, two or more exit times can be predicted, whereby, for example, one of these exit times can be determined according to formula f).

[0073] According to a further embodiment of the data processing device according to the invention, the speed prediction module can be configured to predict the at least one first intermediate speed of the rail vehicle as a third average speed, based on the determined beacon speed and the determined permissible maximum speed profile of the rail vehicle between the first beacon and the end of the track section. The exit prediction module can be configured to predict the at least one exit time, at least based on the determined first intermediate time, the determined first intermediate distance, and the determined third average speed v gZ3 , as shown in formula g): tAp=tZ1+AZ1 / vgZ3

[0074] As already described, two or more exit times can be predicted, whereby, for example, one of these exit times can be determined according to formula g).

[0075] According to a further embodiment of the data processing device according to the invention, the receiving module can be configured to receive a second intermediate detection signal from at least one second balise arranged between the first balise and the end of the defined section of track when the second balise detects the rail vehicle passing over the second balise. The second balise can, in particular, be arranged at a distance (e.g., at a distance of at least greater than 100 m, preferably greater than 1000 m) from the first balise (or the first balise group) and, in particular, can not be part of the first balise group.

[0076] The second intermediate detection signal can contain as data content an (inherent) information about the passing of the second balise by a rail vehicle, an identification of the second balise, a location indication of the second balise and / or a detection time indication (in particular in an analogous manner to the described first intermediate detection signal).

[0077] The time determination module can be configured to determine a second intermediate time at which the rail vehicle passes the second beacon, based on the received second intermediate detection signal. If the second intermediate detection signal contains a detection time indication as data content, the time determination module can extract the detection time indication and, in particular, determine it as the second intermediate time point. In variants of the invention (if, for example, the second intermediate detection signal does not contain a detection time indication), the time of receipt of the intermediate detection signal can be determined as the second intermediate time point, in particular assuming that detection of passing over the second beacon is reported by the second beacon (in real time).

[0078] In addition, the speed prediction module can be configured to predict at least a third intermediate speed of the rail vehicle between the second beacon and the end of the track section. The distance determination module can be configured to determine a second intermediate distance between the second beacon and the end of the track section based on the received second intermediate detection signal. For example, the second intermediate distance can be determined based on a location information of the second beacon from the second intermediate detection signal. Alternatively or additionally, a previously described position database can be provided. If the second intermediate detection signal contains an identifier of the second beacon as data content, the second intermediate distance can be determined in particular based on the information stored in the position database (as already described).

[0079] The exit prediction module may be configured to predict the at least one (updated) exit time, at least based on the determined second intermediate time, the determined second intermediate distance A Z2 and the determined third intermediate speed v Z3 , for example according to the formula h): takt_p=tZ2+AZ2 / vZ3

[0080] In other words, if a second beacon is present, at least one updated departure time can be determined. This can preferably be performed immediately upon detection of the rail vehicle passing over the second beacon by the data processing device, i.e., in particular, immediately after receiving the second intermediate detection signal.

[0081] In particular, at least one updated exit time can be determined in an analogous manner using one of the formulas b) to g), preferably at least two updated exit times.

[0082] Furthermore, according to a further preferred embodiment, an averaged fourth intermediate speed can be determined based on the determined first intermediate speed and the determined third intermediate speed and / or the permissible maximum speed profile between the second beacon and the end of the route section. The exit prediction module can be configured to predict the at least one exit time, at least based on the determined second intermediate time, the determined second intermediate distance, and the determined fourth averaged speed v gZ4 , as shown in formula k): tAp=tZ1+AZ1 / vgZ4

[0083] In particular, upon receipt of the second intermediate detection signal from the second beacon by the receiving module, the speed determination module can (immediately) determine the third intermediate speed, i.e., the speed at which the rail vehicle actually traveled between the first beacon and the second beacon. As already described, this speed may deviate (downwardly) from the maximum speed permitted on this section or the maximum speed profile. In particular, by detecting a corresponding deviation at the time the rail vehicle passes over the second beacon, the actual departure time can be estimated even more accurately.

[0084] Furthermore, a second balise group, comprising a first second balise and at least one further second balise, can also be provided, in particular analogous to the first balise group. In other words, a second balise speed can be determined, in particular analogous to the first balise speed. As already described, an updated departure time can be determined based on the second balise speed.

[0085] In particular, it is understood that additional beacons (at least a third beacon, at least a fourth beacon, etc.) can be provided and used in the manner described above. In particular, immediately after detecting the crossing of a (respective) additional beacon of the defined route section, at least one updated exit time can be predicted by the data processing device.

[0086] According to a further preferred embodiment of the data processing device according to the invention, the data processing device can comprise at least one output module (controllable and / or executable by the processor of the data processing device). The output module can be configured to output the at least one predicted exit time, in particular a plurality of predicted exit times. In particular, the output module can output an (updated) exit time (without delay) immediately after each determination of this (updated) exit time.

[0087] The output module can be or comprise at least one user interface, such as a graphic display and / or acoustic display, configured to graphically or acoustically display the at least one (updated) exit time. Alternatively or additionally, the at least one output module can be a transmitter or a communication module configured to transmit the at least one (updated) exit time to another device, such as another data processing device of another interlocking system. By outputting the at least one (updated) exit time (as immediately as possible), measures can be taken promptly and in particular before the end of the route section is actually reached, particularly upon detection of a deviation between the exit time predicted upon entry into the route section and the now predicted (updated) exit time.

[0088] According to a further preferred embodiment of the data processing device according to the invention, the data processing device can comprise at least one change module (controllable and / or executable by the processor of the data processing device). The change module can be configured to change a travel setting of a further track section of the rail system based on the at least one predicted (updated) exit time. For example, due to the exit time predicted upon entry of a first rail vehicle into the track section (also referred to as the original exit time), entry into a subsequent further track section (in the direction of travel) can be blocked or barred for another rail vehicle.Based on a predicted (updated) departure time, which, for example, deviates later than the original departure time, the change module can change the (previous) travel setting for the next section of the route for the additional rail vehicle and, in particular, release it. This can ensure that the additional rail vehicle does not have to wait unnecessarily due to the (incorrect) original departure time. Delays in operations can be significantly reduced.

[0089] According to a further preferred embodiment of the data processing device according to the invention, the data processing device can comprise at least one update module (controllable and / or executable by the processor of the data processing device). The update module can be configured to update a passenger information system of the rail system based on the at least one predicted departure time.

[0090] A further aspect of the invention is a rail system. The rail system comprises a previously described data processing device. The rail system comprises at least one first balise arranged between a track section start and a track section end of a defined track section. The first balise is configured to at least cause a first intermediate detection signal to be emitted upon detection by the first balise of the rail vehicle passing over a first balise.

[0091] Preferably, the rail system can comprise further beacons, such as at least one further first beacons or a first group of beacons, a second beacons, etc., as already described. Furthermore, the rail system can comprise at least one first beacons control device assigned to the first beacons. Here, too, it is understood that the rail system can comprise further beacons control devices. Furthermore, the rail system can comprise at least one entry detector (in particular an axle counter with a wheel sensor) arranged at the start of the track section and in particular one exit detector (in particular an axle counter with a wheel sensor) arranged at the end of the track section. Furthermore, the rail system can comprise the at least one track section, preferably a plurality of track sections of at least one rail line.

[0092] According to a preferred embodiment of the rail system according to the invention, the rail system can comprise at least one signal box. The signal box can preferably comprise or form the data processing device described above.

[0093] Yet another aspect of the invention is a method, in particular a computer-implemented method. The method comprises: - receiving, by at least one receiving module of a data processing device, a first intermediate detection signal from at least one first beacon arranged between a track section start and a track section end of a defined track section upon detection of the rail vehicle passing over the first beacon by the first beacon, - Determining, by at least one time determination module of the data processing device, a first intermediate point at which the rail vehicle passes the first balise, based on the received first intermediate detection signal, - Determining, by at least one distance determination module of the data processing device, a first intermediate distance between the first balise and the section end, based on the received first intermediate detection signal, - predicting, by at least one speed prediction module of the data processing device, at least a first intermediate speed of the rail vehicle between the first beacon and the end of the track section, - Predicting, by at least one exit prediction module of the data processing device, an exit time of the rail vehicle at which the rail vehicle is expected to reach the end of the track section, at least based on the determined first intermediate time, the determined first intermediate distance and the determined first intermediate speed.

[0094] The method can preferably be carried out by a previously described data processing device or executed under at least partial control of a previously described data processing device, in particular in a previously described rail system.

[0095] A further aspect of the invention is a computer program comprising instructions which, when the computer program is executed by at least one processor of a (previously described) data processing device, cause the processor to execute and / or control the previously described method.

[0096] The computer program, in particular the instructions or program instructions, can be stored in a computer program product, in particular a storage medium in the form of a program memory. For example, a program memory is a non-volatile memory such as a flash memory, a magnetic memory, an EEPROM (electrically erasable programmable read-only memory), and / or an optical memory.

[0097] Additionally, a data processing device may include a main memory, for example, a volatile or non-volatile memory, in particular a random access memory (RAM), such as static random access memory (SRAM), dynamic random access memory (DRAM), ferroelectric random access memory (FeRAM), and / or magnetic random access memory (MRAM). The at least one processor of the data processing device may, for example, store intermediate results or the like in the main memory.

[0098] The modules described above are preferably at least partially software elements (e.g., executable code) and can be executed by a processor of the data processing device. It should also be noted that terms such as "first," "second," etc., do not indicate a sequence, but rather serve to distinguish between two elements (e.g., intermediate detection signals, beacons, distances, etc.), unless such a temporal sequence is explicitly stated.

[0099] The features of the data processing devices, rail systems, methods, and computer programs can be freely combined with one another. In particular, features of the description and / or the dependent claims may be independently inventive, even if they completely or partially circumvent features of the independent claims, either alone or freely combined with one another.

[0100] There are now numerous possibilities for designing and further developing the data processing device, the method, the computer program, and the rail system according to the invention. Reference is made, on the one hand, to the claims subordinate to the independent claims and, on the other hand, to the description of exemplary embodiments in conjunction with the drawing. The drawing shows: Fig. 1 is a schematic view of an embodiment of a data processing device according to the present invention, Fig. 2 a schematic view of an embodiment of a rail system according to the present invention with a further embodiment of a data processing device according to the present invention, Fig. 3 is a schematic view of another embodiment of a rail system according to the present invention with another embodiment of a data processing device according to the present invention, Fig. 4 an exemplary distance-time diagram, and Fig. 5 is a diagram of an embodiment of a method according to the present invention.

[0101] In the following, the same reference symbols are used for the same elements.

[0102] The Fig. 1 shows a schematic view of an embodiment of a data processing device 100 according to the present invention with at least one processor 102 and at least one memory means 104. The processor 102 (together with the memory means) is in particular configured to control and / or execute the modules 106, 108, 110, 112, 114 of the data processing device 100. The data processing device 100 is for use in or for a rail system (not shown).

[0103] The data processing device 100 comprises at least one receiving module 106 (with suitable communication technology) which is configured to receive a first intermediate detection signal from at least one first beacon (not shown) arranged between a track section start and a track section end of a defined track section (not shown) upon detection by the first beacon of the rail vehicle passing over the first beacon. The intermediate detection signal can contain, as data content, at least one piece of information (at least inherently) that the first beacon is (currently) being passed over by a rail vehicle. Preferably, the first intermediate detection signal can additionally contain, as data content, at least an identifier of the first beacon. Optionally, a detection time and / or a location of the first beacon can be included.

[0104] Furthermore, the data processing device 100 comprises at least one time determination module 108, which is at least configured to determine a first intermediate time at which the rail vehicle passes (has passed) the first beacon based on the received first intermediate detection signal. For example, the time determination module 108 can be configured to extract the detection time from the first intermediate detection signal or to determine the reception time of the first intermediate detection signal in order to determine the first intermediate time. In particular, the extracted detection time or the reception time can form the first intermediate time.

[0105] Furthermore, the data processing device 100 comprises at least one distance determination module 112, which is at least configured to determine a first intermediate distance between the first balise and the end of the route section based on the received first intermediate detection signal. For example, the distance determination module 112 108 can be configured to extract the location information of the first balise from the first intermediate detection signal. Alternatively, it can be provided that the distance determination module determines the first intermediate distance based on the positions of the first balise and the end of the route section, which are stored in a position database (not shown in Fig. 1) are deposited.

[0106] The illustrated data processing device 100 comprises at least one speed prediction module 110, which is at least configured to predict at least a first intermediate speed of the rail vehicle between the first beacon and the end of the track section. In one case, the maximum permissible speed profile of the rail vehicle on the track section between the first beacon and the end of the track section can be determined as the first intermediate speed, which can be provided, for example, by a signal box.

[0107] The data processing device 100 comprises at least one exit prediction module 114 configured to predict at least one exit time of the rail vehicle at which the rail vehicle is expected to reach the end of the track section, based at least on the determined first intermediate time, the determined first intermediate distance, and the determined first intermediate speed. For example, the exit prediction module 114 can apply formula b).

[0108] The Fig. 2 shows a schematic view of an embodiment of a rail system 220 according to the present invention with a further embodiment of a data processing device 200 according to the present invention. To avoid repetition, in particular with regard to the data processing device 200, essentially only the differences from the previous embodiment are described below, and otherwise reference is made to the explanations for Fig. 1. Furthermore, the illustration of a processor and a storage means of the data processing device 200 has been omitted solely for the sake of a better overview.

[0109] The rail system 220 comprises a data processing device 200 and at least one first balise 234, such as a transparent data balise (in particular a Euro balise), arranged between a track section start 244 and a track section end 246 of a defined track section 230. Furthermore, the rail system 220 can comprise a balise control device 238 assigned to the first balise 234. The balise control device 238 is particularly configured to detect an excitation of the first balise 234 by an antenna 236 of the rail vehicle 232 traveling over the first balise 234. In particular, a (respective) rail vehicle 232 can have a so-called Balise Transmission Module (BTM), configured to excite a balise 234 in order to cause the balise 234 to transmit a balise telegram, so that the balise telegram can be received by the BTM.

[0110] The excitation of the first balise 234 can, in particular, be an inductive excitation. An excitation of the first balise 234 by the antenna 236 can, in particular, be detected by the balise control device 238 by detecting a change in the impedance of the balise connection of the first balise 234 at the balise control device 238.

[0111] In the present exemplary embodiment, the balise control device 238 is configured, in particular, to transmit the first intermediate detection signal (immediately) upon detection of the excitation of the first balise 234. As can be seen, the data processing device 200 can be indirectly connected, in particular via the balise control device 238, to the first balise 234 via a communication network 250.

[0112] In other words, the first balise 234 is at least configured to cause the first intermediate detection signal to be emitted upon detection by the first balise 234 of the rail vehicle 232 passing over a first balise 234.

[0113] As can be seen, the rail system 220 can preferably include at least one entry detector 240 and at least one exit detector 242 (assuming a direction of travel 252). The entry detector 240 is located at or defines the track section start 244. The exit detector 242 is located at or defines the track section end 246.

[0114] The detectors 240, 242 and the first balise 234 or the balise control device 238 can be connected to the data processing device 200 via the at least one communication network 250.

[0115] The rail system 220 comprises, in particular, a signal box 222. The signal box 222 may comprise the data processing device 200 or be formed by it.

[0116] As described, the data processing device 200 includes at least a receiving module 206, a time determination module 208, a speed prediction module 210, a distance determination module 212, and an exit prediction module 214.

[0117] Optionally, the data processing device 200 can include a position database 224. The respective (rail system) positions of the at least one (first) balise 234 and / or the at least one entry detector 240 (or the track section start 244) and / or the at least one exit detector 242 (or the track section end 246) can be stored in the position database 224, each together with a (unique) identifier of the balise 234 or the entry detector 240 (or the track section start 244) or the at least one exit detector 242 (or the track section end 246). In particular, corresponding assignments can be stored in a table in the position database 224. If the intermediate detection signal contains a unique identifier as data content, the distance determination module 212 can search the position database 224 for the received identifier.If a corresponding (in particular identical) identifier is stored in the position database 224, the position data associated with the stored identifier and in particular the position data associated with the route section end 246 (or the exit detector 242) can be used by the distance determination module 212, in particular to determine the first intermediate distance 248 between the first balise 234 and the route section end 246. In particular, the route section end 246 can be known to the distance determination module 212, for example, based on an entry detection signal previously received from the entry detector 240 of the defined route section 230 or can be derived therefrom.

[0118] Furthermore, the data processing device 200 can optionally comprise a comparison module 226. The comparison module 226 is configured, in particular, to compare the number of entering axles transmitted by the entry detector 240 as part of an entry detection signal with the number of exiting axles transmitted by the exit detector 242 as part of an exit detection signal. The defined route section 230 is, in particular, evaluated as occupied by the comparison module 226 as soon as more axles are counted into the route section 230 than are counted out, i.e., the number of entering axles is greater than the number of exiting axles. A previously "occupied" route section 230 is, in particular, reported as "free" by the comparison module 226 as soon as the number of counted axles is identical to the number of counted axles, i.e., the number of entering axles is equal to the number of exiting axles.

[0119] Furthermore, the data processing device 200 can optionally include a speed determination module 228. The speed determination module 228 can be configured to determine a second intermediate speed of the rail vehicle 232 between the first balise 234 and the track section start 244 based on the determined entry time, the determined second intermediate distance, and the determined first intermediate time. In particular, the distance determination module 212 can be configured to determine the second intermediate distance 254 between the track section start 244 and the first balise 234 based on the entry detection signal and the first intermediate detection signal.

[0120] In particular, the position data of the track section start and the first balise 234 can be determined from the aforementioned signals in the manner described, for example, using the position database 224. The time determination module 208 can be configured to determine the entry time at which the rail vehicle 232 passes (has passed) the entry detector 240 based on the received entry detection signal. In particular, based on the exemplary formula i), the speed determination module 228 can determine the second intermediate speed v Z2 determine: VZ2=AZ2 / (tZ1−tE)

[0121] Here A Z2 the second intermediate distance 254 and t Ethe determined entry time. The exit prediction module 214 can then apply, for example, formula c). The permissible maximum speed profile of the rail vehicle 232 and the second intermediate speed can also be averaged, and the exit prediction module 214 can apply, for example, formula d), in particular to determine a further (or alternative) exit time.

[0122] The Fig. 3 shows a schematic view of another embodiment of a rail system 320 according to the present invention with another embodiment of a data processing device 300 according to the present invention, and the Fig. 4 shows an exemplary path-time diagram. To avoid repetition, the following essentially only describes the differences from the previous embodiments, particularly with regard to the data processing device 300 and the rail system 320, and otherwise refers to the explanations for Fig. 1 and Fig. 2. Furthermore, the illustration of a processor and a storage means of the data processing device 300 has been omitted solely for the sake of a better overview.

[0123] As described, a defined route section 330 comprises a route section start 344 with an entry detector 340, in particular comprising an axle counter, and a route section end 346 with an exit detector 342, in particular comprising another axle counter.

[0124] In addition to the first balise 334, the rail system 320 in the present example comprises at least one further balise 372, 374, 376. By way of example, the rail system 320 comprises a first balise group 366, comprising at least one first balise 334 and another first balise 372, and a second balise group 368, comprising at least one (first) second balise 374 and another second balise 376.

[0125] Optionally, the rail system 320 may include at least one balise control device (not shown). For example, a respective balise control device may be provided for at least each balise group 366, 368. In variants of the invention, a respective balise control device may also be provided for each balise 334, 372, 374, 376.

[0126] As can further be seen, a communications network 350 and a control center 322 with a data processing device 300 may be provided. As already described, the data processing device 300 may include a receiving module 306, a time determination module 308, a speed prediction module 310, a distance determination module 312, and an exit prediction module 314. By way of example, the data processing device 300 further includes a position database 324, a comparison module 326, and a speed determination module 328.

[0127] The receiving module 306 can be configured to receive (in addition to the first intermediate detection signal) a further first intermediate detection signal from the further first balise 372 arranged between the track section start 344 and the track section end 346 of the defined track section 330 and adjacent (e.g., at a distance of between 1 cm and 500 cm) to the first balise 334 upon detection of the rail vehicle 332 passing over the further first balise 372 by the further first balise 372.

[0128] The time determination module 308 may be configured to determine (in addition to the first intermediate time) a further first intermediate time at which the rail vehicle 332 has passed the further first balise 372 based on the received further first intermediate detection signal (in an analogous manner to the first intermediate time).

[0129] The distance determination module 312 may be configured to determine (in addition to the first intermediate distance) a balise distance between the first balise 334 and the further first balise 372. This balise distance may be known or determinable, for example, from the information stored in the position database 324.

[0130] The speed determination module 328 may be configured to determine a balise speed of the rail vehicle 332 between the first balise 334 and the further first balise 372 based on the determined balise distance and the determined first intermediate point and the determined further first intermediate point. In particular, the speed determination module 228 may determine the second intermediate speed using formula j): VB=AB / (tZ1_2−tZ1_1)

[0131] Here A B the beacon spacing, t Z1_1 the first intermediate point and tZ1-2 the further first intermediate point.

[0132] The speed prediction module 310 can be configured to predict the at least one first intermediate speed of the rail vehicle 332 as the balise speed. In particular, the exit prediction module 314 can apply formula e). The balise speed and the second speed and / or the permissible maximum speed profile can also be averaged.

[0133] The receiving module 306 can (additionally) be configured to receive at least one second intermediate detection signal from at least the at least one second balise 374 arranged between the first balise 334 and the track section end 346 of the defined track section 330 upon detection of the rail vehicle 332 passing over the second balise 374 by the second balise 374. In variants of the invention, a second balise group 368 can be provided, as shown, and in particular a second balise speed can be determined in a manner analogous to the first balise speed.

[0134] The time determination module 308 may (additionally) be configured to determine a second intermediate time point at which the rail vehicle 332 has passed the second balise 374 based on the received second intermediate detection signal (in particular in an analogous manner to determining the first intermediate time point).

[0135] The speed prediction module 310 may (additionally) be configured to predict at least a third intermediate speed of the rail vehicle 332 between the second balise 374 and the track section end 346. The distance determination module 312 may (additionally) be configured to determine a second intermediate distance between the second balise 374 and the track section end 346 based on the received second intermediate detection signal. For example, the distance determination module 312 may access the position database 324 for this purpose, as already described.

[0136] The exit prediction module 314 may (additionally) be configured to predict the at least one (updated) exit time, at least based on the determined second intermediate time, the determined second intermediate distance 254, and the determined third intermediate speed.

[0137] For example, formula g) may be applied by the exit prediction module 314.

[0138] The at least one specific (updated) exit time can be output by an optional output module 360 ​​(e.g., a user interface or a transmitter) of the data processing device 300.

[0139] The data processing device 300 can optionally include at least one change module 362. The change module 362 can be configured to change a travel setting of another (not shown) track section of the rail system 320 based on the at least one predicted (updated) exit time. For example, due to the exit time predicted upon entry of the first rail vehicle 332 into the defined track section 330 (also referred to as the original exit time), entry into a subsequent track section (in the direction of travel 352) for another (not shown) rail vehicle can be blocked or closed.Based on a predicted (updated) exit time, which, for example, deviates later than the original exit time, the change module 362 can change and, in particular, release the (previous) travel setting for the further route section for the further rail vehicle.

[0140] Furthermore, the data processing device 300 may include at least one optional update module 364. The update module 364 may be configured to update a passenger information system (not shown) of the rail system 320 based on the at least one predicted (updated) departure time.

[0141] The functioning of the data processing device of the Fig. 3 is illustrated by the example in Fig. 4 is explained in more detail. A denotes the distance or route, t denotes the time, and curve 480 represents the actual and exemplary course of travel of the rail vehicle.

[0142] At time t ein At the position ED1 of the entry detector, the entry of a rail vehicle is detected or recorded. When the position B1 of the first balise is reached, at the first intermediate detection time t Z1 a crossing of the first balise is detected, as already described.

[0143] With t APu is the original exit time, based on the maximum permissible speed profile of the defined route section. At the first intermediate detection time t Z1 the original exit time t can be used as the updated exit time APube predicted, since in this case the actual speed of the rail vehicle between the first beacon and the start of the section corresponds to the permissible maximum speed profile.

[0144] As shown in the example, on the section of track between the first beacon and the second beacon, the actual speed of the rail vehicle deviates downwards from the permissible maximum speed profile. In particular, the rail vehicle may have temporarily stopped. When the second beacon reaches position B2, the second intermediate detection time t Z2a crossing of the second beacon is detected, as already described. As also already described, immediately after detecting the crossing of the second beacon by the data processing device, at least one updated exit time can be predicted, preferably a plurality of updated exit times: • The maximum permitted speed or the maximum permitted speed profile can be used. This leads to the updated exit time t akt_P1 • The average speed between the recording times (B1, t Z11 ) and (B2, t Z2 ) can be used. This leads to the exit time t akt_P2 . • If a second balise group consisting of two or more balises is installed at position B2, as shown in Fig. As shown in Figure 3, by evaluating the time difference between the impedance reductions of the individual beacons of the second beacon group and the known distance between the individual beacons, the actual speed or the second beacon speed of the rail vehicle can be determined (at least approximately), as described. This can then be used to determine the updated departure time t akt_P3 be predicted.

[0145] A combination of the three forecast variants is conceivable.

[0146] The actual delay of the rail vehicle at the departure time t tat_AP is therefore at least the difference between t akt_P1 - t APu and is already available to the data processing device, in particular the signal box, at time t Z2 known.

[0147] The Fig. Figure 5 shows a diagram of an embodiment of a method according to the present invention. The method is in particular a computer-implemented method that can be carried out by a data processing device, for example according to Fig. 1, Fig. 2 and / or 3, in a rail system, for example according to Fig. 2 and / or 3, can be executed.

[0148] In a first step 501, a first intermediate detection signal is received by at least one receiving module of a data processing device from at least one first balise arranged between a track section start and a track section end of a defined track section when the first balise detects the rail vehicle passing over the first balise, as already described.

[0149] Steps 503, 505 and 507 can be performed essentially in parallel, but also at least partially sequentially.

[0150] In step 503, a first intermediate time point at which the rail vehicle passes the first balise is determined by at least one time determination module of the data processing device based on the received first intermediate detection signal, as already described.

[0151] In step 505, at least one speed prediction module of the data processing device predicts at least a first intermediate speed of the rail vehicle between the first beacon and the end of the track section, as already described.

[0152] In step 507, a first intermediate distance between the first balise and the end of the track section is determined by at least one distance determination module of the data processing device, based on the received first intermediate detection signal, as already described.

[0153] In a step 509, a prediction is made by at least one exit prediction module of the data processing device of an exit time of the rail vehicle at which the rail vehicle is expected to reach the end of the track section, at least based on the determined first intermediate time, the determined first intermediate distance and the determined first intermediate speed, as already described. List of reference symbols: 100 data processing device 102 processor 104 storage media 106 Receiver module 108 Time determination module 110 Speed ​​prediction module 112 Distance determination module 114 Exit prediction module 200 data processing device 206 Receiver module 208 Time determination module 210 Speed ​​prediction module 212 Distance determination module 214 Exit prediction module 220 rail system 222 signal box 224 Position database 226 Comparison module 228 Speed ​​determination module 230 section 232 rail vehicles 234 first balise 236 Antenna 238 balise control device 240 entry detector 242 Exit detector 244 section start 246 end of route section 248 spacing 250 communication network 252 Direction of travel 254 spacing 300 data processing device 306 Receiver module 308 Time determination module 310 Speed ​​prediction module 312 Distance determination module 314 Exit prediction module 320 rail system 322 Signal Box 324 Position database 326 Comparison module 328 Speed ​​Determination Module 330 section 332 rail vehicle 334 first balise 340 entry detector 342 Exit detector 344 section start 346 end of route section 350 communication network 352 Direction of travel 360 output module 362 Change module 364 Update Module 366 first balise group 368 second balise group 372 more first balises 374 second beacon 376 additional second balises 480 actual route of the rail vehicle 501 Receiving a first intermediate detection signal 503 Determining a first intermediate time 505 Predicting a first intermediate speed 507 Determining a first intermediate distance 509 Predicting an exit time

Claims

[1] Data processing device (100, 200, 300) for a rail system (220, 320), comprising: - at least one receiving module (106, 206, 306) configured to receive (501) a first intermediate detection signal from at least one first balise (234, 334) arranged between a track section start (244, 344) and a track section end (246, 346) of a defined track section (230, 330) upon detection of a rail vehicle (232, 332) passing over the first balise (234) by the first balise (234, 334), - at least one time determination module (108, 208, 308), at least configured to determine (502) a first intermediate time point at which the rail vehicle (232, 332) passes the first balise (234, 334) based on the received first intermediate detection signal, - at least one distance determination module (121, 212, 312), at least configured to determine (507) a first intermediate distance (248) between the first balise (234, 334) and the section end (246, 346) based on the received first intermediate detection signal, - at least one speed prediction module (110, 210, 310), at least configured to predict (505) at least a first intermediate speed of the rail vehicle (232, 332) between the first beacon (234, 334) and the track section end (246, 346), - at least one exit prediction module (114, 214, 314) configured to predict (509) at least one exit time of the rail vehicle (232, 332) at which the rail vehicle (232, 332) is expected to reach the track section end (246, 346), at least based on the determined first intermediate time, the determined first intermediate distance (248) and the determined first intermediate speed. [2] Data processing device (100, 200, 300) according to claim 1, characterized by , that - the speed prediction module (110, 210, 310) is configured to predict (501) the at least one first intermediate speed of the rail vehicle (232, 332) as a maximum speed profile of the rail vehicle (232, 332) permissible between the first beacon (234, 334) and the track section end (246, 346). [3] Data processing device (100, 200, 300) according to claim 1 or 2, characterized by , that - the receiving module (106, 206, 306) is configured to receive an entry detection signal from an entry detector (240, 340) arranged at the track section start (244, 344) of the defined track section (230, 330) upon detection of the rail vehicle (232, 332) passing over the entry detector (240, 340) by the entry detector (240, 340), - the distance determination module (112, 212, 312) is configured to determine a second intermediate distance (254) between the first balise (234, 334) and the section start (244, 344) based on the received entry detection signal, - the time determination module (108, 208, 308) is configured to determine an entry time at which the rail vehicle (232, 332) passes the entry detector (240, 340) based on the received entry detection signal, and - at least one speed determination module (128, 228, 328) configured to determine a second intermediate speed of the rail vehicle (232, 332) between the track section start (244, 344) and the first beacon (234) based on the determined entry time, the determined second intermediate distance (254) and the determined first intermediate time. [4] Data processing device (100, 200, 300) according to claim 3, characterized by , that - the speed prediction module (110, 210, 310) is configured to predict (501) the at least one first intermediate speed of the rail vehicle (232, 332) as the determined second intermediate speed of the rail vehicle (232, 332). [5] Data processing device (100, 200, 300) according to claim 3 or 4, characterized by , that - the speed prediction module (110, 210, 310) is configured to predict (501) the at least one first intermediate speed of the rail vehicle (232, 332) as a first averaged intermediate speed based on the determined permissible maximum speed profile of the rail vehicle and the determined second intermediate speed. [6] Data processing device (100, 200, 300) according to one of the preceding claims, characterized by , that - the receiving module is configured to receive a further first intermediate detection signal from at least one further first balise (372) arranged between the track section start (244, 344) and the track section end (246, 346) of the defined track section (230, 330) and adjacent to the first balise (234, 334) upon detection of the rail vehicle (232, 332) passing over the further first balise (372) by the further first balise (372), - the time determination module (108, 208, 308) is configured to determine a further first intermediate time point at which the rail vehicle (232, 332) passes the further first balise (372) based on the received further first intermediate detection signal, - at least one distance determination module (112, 212, 312), at least configured to determine a balise distance between the first balise (234, 334) and the further first balise (372) based on the received further first intermediate detection signal, and - at least one speed determination module (128, 228, 328) configured to determine a balise speed of the rail vehicle (232, 332) between the first balise (234, 334) and the further first balise (372) based on the determined first intermediate time point, the determined further first intermediate time point and the determined balise distance. [7] Data processing device (100, 200, 300) according to claim 6, characterized by , that - the speed prediction module (110, 210, 310) is configured to predict the at least one first intermediate speed of the rail vehicle (232, 332) as the determined balise speed. [8] Data processing device (100, 200, 300) according to claims 3 and 6, characterized by , that - the speed prediction module (110, 210, 310) is configured to predict (501) the at least one first intermediate speed of the rail vehicle (232, 322) as a second averaged speed based on the balise speed and the second intermediate speed. [9] Data processing device (100, 200, 300) according to one of the preceding claims, characterized by , that - the receiving module (106, 206, 306) is configured to receive a second intermediate detection signal from at least one second balise (374) arranged between the first balise (234, 334) and the track section end (246, 346) of the defined track section (230, 330) upon detection of the rail vehicle (232, 332) passing over the second balise (374) by the second (374) balise, - the time determination module (108, 208, 308) is configured to determine a second intermediate time point at which the rail vehicle (232, 332) passes the second balise (374) based on the received second intermediate detection signal, - the distance determination module (112, 212, 312) is configured to determine a second intermediate distance between the second balise (374) and the section end (246, 346) based on the received second intermediate detection signal, - the speed prediction module (110, 210, 310) is configured to predict at least a third intermediate speed of the rail vehicle (232, 332) between the second beacon (374) and the end of the track section, and - the exit prediction module (114, 214, 314) is configured to predict the at least one exit time, at least based on the determined second intermediate time, the determined second intermediate distance (254) and the determined third intermediate speed. [10] Data processing device (100, 200, 300) according to one of the preceding claims, characterized by , that - the data processing device (100, 200, 300) comprises at least one output module (360) configured to output the at least one predicted exit time, in particular a plurality of predicted exit times. [11] Data processing device (100, 200, 300) according to one of the preceding claims, characterized by , that - the data processing device (100, 200, 300) comprises at least one change module (362) configured to change a travel setting of a further route section of the rail system (220, 320) based on the at least one predicted exit time. [12] Data processing device (100, 200, 300) according to one of the preceding claims, characterized by , that - the data processing device (100, 200, 300) comprises at least one update module (364) configured to update a passenger information system of the rail system (220, 320) based on the at least one predicted departure time. [13] Rail system (220, 320), comprising: - a data processing device (100, 200, 300) according to one of the preceding claims, and - at least one first balise (234, 334) arranged between a track section start (244, 344) and a track section end (246, 346) of a defined track section (230, 330), configured at least to cause a first intermediate detection signal to be emitted upon detection by the first balise (234, 334) of the rail vehicle (232, 332) passing over a first balise (234, 334). [14] Method, in particular computer-implemented method, comprising: - receiving (501), by at least one receiving module (106, 206, 306) of a data processing device (100, 200, 300), a first intermediate detection signal from at least one first balise (234, 334) arranged between a track section start (244, 344) and a track section end (246, 346) of a defined track section (230, 330) upon detection of the rail vehicle (232, 332) passing over the first balise (234, 334) by the first balise (234, 334), - determining (502), by at least one time determination module (108, 208, 308) of the data processing device (100, 200, 300), a first intermediate time point at which the rail vehicle (232, 332) passes the first balise (234, 334) based on the received first intermediate detection signal, - determining (507), by at least one distance determination module (121, 212, 312) of the data processing device (100, 200, 300), a first intermediate distance (254) between the first balise (234, 334) and the section end (246, 346) based on the received first intermediate detection signal, - predicting (505), by at least one speed prediction module (110, 210, 310) of the data processing device (100, 200, 300), at least a first intermediate speed of the rail vehicle (232, 332) between the first beacon (234, 334) and the end of the track section, and - predicting (509), by at least one exit prediction module (114, 214, 314) of the data processing device (100, 200, 300), an exit time of the rail vehicle (232, 332) at which the rail vehicle (232, 332) is expected to reach the track section end (246, 346), at least based on the first intermediate time, the first intermediate distance (248) and the first intermediate speed. [15] Computer program comprising instructions which, when the computer program is executed by at least one processor (102) of a data processing device (100, 200, 300), cause the processor to execute and / or control the method described above.

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