METHOD FOR NOTIFYING AN EXTENSION OF A MOVEMENT AUTHORITY FROM A TRACK CONTROL CENTER TO A SIGNAL LOCK

Description

[0001] The present invention relates to a method for reporting an extent of a Movement Authority from a track control center to a signal box and for clearing a route comprising at least part of a signal section or several signal sections in response to the reported extent of the Movement Authority.

[0002] In the field of rail transport, modern train control systems are used. These systems transmit centrally generated data for controlling and securing train traffic to decentralized units, and these units request and process the data centrally. Typical units for central data generation and retrieval are signal boxes and control centers. Examples of decentralized units include trackside control units such as signal and point control / monitoring devices, track occupancy detection devices, balises, line conductors, and loop cables.However, even today, due to the national structure of railway companies such as Swiss Federal Railways (SBB), Austrian Federal Railways (ÖBB), and German Rail (DB), train control systems are still national systems that must be changed on the vehicle side when crossing from country to country, which means a considerable effort on the vehicles with regard to their use in cross-border traffic.

[0003] For this reason, the European Union, for example, decided to introduce a Europe-wide standardized train control system, known in the industry as ETCS (European Train Control System). This train control system has three different implementation levels, which differ in the method of communication between the train and the control center and in the method of train location. In ETCS Level 1, the necessary information is transmitted wirelessly from transparent data and fixed data balises and / or line conductors and / or loop cables to the train's driver's cab and includes, among other things, instructions for speed monitoring and permitted travel distance.In Level 2, the necessary information is transmitted to the driver's cab via a proprietary mobile network from so-called Radio Block Centers (track control centers), and in Level 3, integrity checks and self-localization of the train using navigation systems such as GPS or Galileo (currently under development) are also used.

[0004] However, the introduction of ETCS Level 2 routes still requires addressing a number of issues and considering national specifics. One such issue is the handling of the so-called Movement Authority – or MA for short. The MA, transmitted to a train by the control center, grants the train permission to travel from a starting signal section to a destination signal section and can typically include several intermediate signal sections. The route from the starting signal section to the destination signal section is also called the route. This route is set by an interlocking system, reserved for the train, and monitored. With this route setting, signals and points are set accordingly, for example, according to the track plan principle, and are also blocked from being used by other trains.Only after the set route has been correctly traversed is this route released, whereby the previously correctly traversed signal section usually needs to be released as well. Such a process is described, for example, in European patent application 2 216 230 A1.

[0005] The status of the Movement Authority (MA) can be reported periodically to the interlocking system via the trackside control center. However, it is also possible to update the MA status (with the exception of train standstill) only in response to events. In this case, the MA status is actively changed by the interlocking system and reported to the train control center (RCC). The RCC then checks the known MA statuses and, if necessary, sends an update to the train. The status of the updated MA is reported back to the interlocking system as soon as the train has confirmed receipt of the updated MA (end-to-end monitoring).However, if a train stops on the line or in the station (locomotive defect, door defect, defect of a train protection element, counting error on the axle counter, etc.), this train stoppage must also be reported immediately by the track control center to the signal box so that the signal box can carry out a correct and safe manual release of the set route in every situation, in order to make the route elements blocked by the set route available again for the setting of other routes.

[0006] Currently, in signal boxes without a central control unit, manual route release is only performed after a predetermined time has elapsed. This predetermined time is chosen to ensure that all trains affected by the manual release have come to a stop with a sufficiently high probability. Particularly with routes consisting of multiple signal sections, this section-by-section manual release can lead to unnecessarily long train standstills, as a new route can only be set after the old one has been released. In a signal box with a central control unit, it would be possible, in principle, to utilize more precise knowledge of the trains' positions to release routes more efficiently in the event of an incident.

[0007] Since there is currently no solution for the specific problem of faster route clearance, the present invention aims to provide a method for reporting the extent of a movement authority from a trackside control center to an interlocking system and for clearing routes that include at least parts of a signal section in response to the reported extent of the movement authority. This method should enable faster clearance of a set route, thus eliminating the need to wait the previously preset time and thereby positively impacting track capacity and increasing safety without extending the time required for manual clearance.

[0008] This problem is solved according to the invention by the features of claim 1. Advantageous embodiments are the subject of the dependent claims.

[0009] In this way, a procedure has now been created that ensures reliable and safe handling of train standstills and is capable of immediately releasing set routes after the vehicle acknowledges the reduction of the route time. Manual release thus occurs immediately upon detection of the standstill of the affected train(s), which, due to the elimination of waiting time, has a positive effect on track capacity and, in the event of an incident, also reduces the number of delay minutes. Furthermore, safety is increased by evaluating the train's standstill. This assignment is also reset in the event of an incident, and the train, upon resuming its journey, must first go through the entire safety-engineered process of route request and subsequent issuance of a route time, extending beyond the train's front or the next starting signal.To reliably control the effects of a train stoppage on other trains, such as the immediately following train, the trackside control center, according to the invention, ensures that no train within the signal sections monitored by the trackside control center has a movement authority exceeding the reduced movement authority when the movement authority is shortened to the respective train's front or to the respective start signal of the next signal section. This is achieved directly by reporting the reduced movement authority to the affected trains. This ensures that these trains also come to a safe stop in a timely manner, without the route already set for these trains having to be released.The manual release of the route is only carried out when the train that received the MA acknowledges the shortening of this MA to the track control center, the track control center detects the standstill of the train and reports this information to the signal box.

[0010] Compared to previously known methods for manual route clearance, a particularly fast manual clearance can be achieved if a route encompassing multiple signal sections is cleared simultaneously by clearing all signal sections belonging to that route. This allows, for example, all train protection components reserved according to the track plan principle for each signal section to be cleared simultaneously, without the need to propagate the release from signal section to signal section. When determining which signal sections are affected by the train standstill, the continuous association of multiple routes for a train is also taken into account. Entire routes can thus be cleared in a relatively short time period, which, in the prior art, was approximately required to clear a single signal section.

[0011] A further particularly advantageous embodiment of the present invention can be achieved if a first predefinable set of rules is applied by the interlocking logic or the logic of the track control center to evaluate the train occupancy, the position and / or speed of a train, as well as the state of the train protection components. This set of rules makes it possible to fully represent and modify the actual conditions without otherwise requiring a fundamental change to the inventive methods for manually resolving the route.

[0012] Similarly, it can be stipulated that the cancellation of an already set route is carried out according to a predefined second set of rules. Here, too, the rule set can thus accurately reflect the actual conditions and, for example, define exceptions to the immediate manual cancellation of a route.

[0013] When evaluating data from the signal sections monitored by the track control center, the control center's logic can be sophisticated enough to determine, based on the monitored track occupancy and movement, whether a train has come to a standstill and, if so, to report this standstill to the signal box. It is also possible, for example, to store the track layout architecture in the control center, so that manual route clearing can also be carried out directly from the control center.

[0014] Further advantageous embodiments of the invention can be found in the remaining dependent claims.

[0015] The invention is explained in more detail below with reference to the drawing. This shows: Figure 1 schematically shows the behavior of a trackside control center – hereinafter referred to as RBC – with regard to the forwarding of the assignment and allocation during the shortening of a MA; Figure 2 schematically shows a message sequence using the example of an emergency stop of a train when the train is still in front of a start signal; Figure 3 schematically shows the situation of an emergency stop with two affected signals; and Figure 4 schematically shows a propagation of the states of MKS (MA shortening confirmed on signal) and STS (standstill) in the interlocking system through the routes.

[0016] In the Figure 1 The behavior of the RBC regarding the switching of the assignment and allocation during the shortening of a MA for a train is shown.

[0017] In (1), an emergency stop is initiated at signal X102 by the interlocking system. Due to the stop reason "not triggered by train" at signal X102, the RBC sends the train a reduction of the MA (Measurement Alert) to the position of signal X102, as the train is still before signal X102 in section 102. The target signal monitoring "technical or emergency monitoring cancellation" has no effect, as no train is assigned to a subsequent signal X103. The assignments, allocations, and the assignment end remain in effect in the RBC, as the train has not yet acknowledged receipt of the MA reduction.

[0018] In (2), the train sends a position report to the RBC, having now passed signal X102 with its minimum safe front end (MinSafeFrontEnd). This triggers the train assignment to continue to signal X103. The assignment is also deleted at signal X102. The assignment end at signal X103 remains unchanged.

[0019] When assigning a train at signal X103, the RBC evaluates the current target signal monitoring and reacts accordingly. In this case, the RBC sends an Unconditional Emergency Stop (UES) to the train.

[0020] In (3) the train acknowledges receipt of the MA abbreviated to signal X102 or the UES. However, this does not result in the train remaining assigned to signal X103. The following generally applies:

[0021] If the assigned signal with HFG (stop reason) "not train-induced" becomes a stop signal and the RBC has not yet received an acknowledgment from the vehicle for the abbreviated MA (signal type), the RBC nevertheless continues the assignment to the next signal in the still valid MA if it receives a position report with MinSafeFrontEnd following the signal position from the vehicle. By assigning the signal to the destination signal of the route affected by the non-train-induced stop, the safety reaction is executed due to the ZSU (destination signal monitoring) (or the previously sent abbreviated MA leads to the trip). Sending the commands

[0022] The RBC sends the commands from Table 1 below to the interlocking system, based on the signals shown. The meanings of and reactions to changes in state are explained in more detail below the table.

[0023] The standstill is reported as a collective message for all trains assigned to the signal, regardless of the interlocking states. If no train is assigned, standstill = off is reported. The other commands are updated either as reactions to state changes from the interlocking or as reactions to state changes from the RBC (see the "Triggering State Change" column in Table 1). Table 1 command Condition Meaning Representation in drawings System startup status Triggering state change Bit -X Bit X Bit -X Bit X Standstill (STS) 0 0 Neutral, no action - - 1 1 1 0 [else] STS N 1 0 - 0 1 At least one train is assigned and all trains assigned to this signal are at a standstill. STS J - No train at the start affected (KZS) 0 0 Neutral, no action - - 1 1 1 0 [else] KZS N 1 0 Signal reports reason for stop: "none" 0 1 The RBC did not issue any train a MA beyond the signal. KZS J Signal indicates reason for stop: "not caused by train" No train at destination affected (KZZ) 0 0 Neutral, no action - - 1 1 1 0 [else] KZZ N 1 0 Target signal monitoring "no monitoring failure" or RBC assigns a train to the signal 0 1 No train is assigned to this signal, and no train has a MA (movement authorization) for this signal or beyond. Any MA reductions to a signal and any UES (unclearance / extension) are confirmed by the train. KZZ J Target signal monitoring "NAZ, BAZ, GZF or 'technical or emergency monitoring cancellation'" or RBC deletes the last assignment on the signal. MA reduction on Zugspitze confirmed (MKZ) 0 0 Neutral, no action - - 1 1 1 0 [else] MKZ N 1 0 Signal reports target signal monitoring "no monitoring cancellation" or RBC deletes last assignment on signal 0 1 At least one train is assigned to the signal, and all affected trains have MKZ J Signal reports target signal monitoring (NAZ, BAZ, GZF or 'technical or emergency monitoring failure') a) Confirms receipt of the abbreviated MA. or b) have confirmed receipt of the UES. (See description of Command MKZ for details) MA reduction confirmed on signal (MKS) 0 0 Neutral, no action - - 1 1 1 0 [else] MKS N 1 0 Signal reports reason for stop: "none" 0 1 No train has a MA beyond the signal, and any MA reductions to the signal are confirmed by the train. MKS J Signal indicates reason for stop: "not caused by train" Explanations for Table 1: Standstill (STS) Functional requirement:

[0024] STS = J means: There is at least one train directly in front of the signal and the RBC has detected a standstill for all trains that are directly in front of the signal.

[0025] Note: If there is no train directly in front of the signal (no train is assigned to the signal), then STS = N. This command is independent of the reason for stopping and the target signal monitoring. No train at the start affected (KZS) Functional requirement:

[0026] The signal box reports the reason for the stop as "not caused by a train". If, at this time, the RBC has not issued a train warning beyond the signal, then the KZS (No train affected at the start) is set to Y.

[0027] If, at this point, the RBC has issued a train a MA (movement indication) extending beyond the signal position, the RBC will shorten the train's MA to the signal position. The KZS (signaling distance) command remains unchanged. The train's confirmation that it has shortened the MA has no effect on the KZS command.

[0028] The signal box reports "none" as the reason for the stop. The stop signal is set to N.

[0029] When the RBC sends KZS = J to the interlocking system, the RBC ensures that it has not issued a train a proceed instruction beyond this signal. As long as the KZS = J command, the RBC must not issue a train a proceed instruction beyond the signal. To guarantee this, the interlocking system must not report a proceed aspect to the RBC if the stop condition "not train-induced" exists. No train at destination affected (KZZ) Functional requirement:

[0030] The signal box reports the following to the destination signal monitoring system: "Emergency cancellation of train route (NAZ)," "Operational cancellation of train route (BAZ)," "Opposite train route (GZF)," or "Technical or emergency monitoring shutdown." If, at this time, the RBC has not issued a train a MA (movement indication) up to or beyond this signal, with any MA reductions having been confirmed by the trains concerned, and no train is directly in front of this signal (no train is assigned), then KZZ is set to "Y". If, before this time, the RBC had issued a train a MA up to or beyond this signal and had already sent the train a reduced MA to a position before this signal, which has not yet been confirmed by the train, and no train is directly in front of this signal (no train is assigned), then KZZ is set to "Y" if the train confirms the reduction of the MA and is not directly in front of this signal (the train is not assigned).If the train confirmation arrives only when it is already directly in front of the signal (the train is assigned to the signal), then KZZ will not be changed.

[0031] An example of an emergency stop when the train is still before the start signal X102 is in Figure 2 shown.

[0032] Due to the emergency stop, the interlocking system sends the reason for the stop, "not triggered by train," to signal X102. This causes the RBC to shorten the monitoring interval to the position of signal X102. The interlocking system then sends the destination signal monitoring command, "technical or emergency monitoring cancellation," to signal X103. In this case, the RBC may only set the KZZ command to "Y" at signal X103 once the train has confirmed the reduction of the monitoring interval and is still in front of signal X102.

[0033] If, at this point, the RBC has issued a MA (movement authorization) to at least one train up to this signal or beyond, the RBC shortens the MA for these trains to the train's front or the preceding signal (this is done via the reason for stopping) or sends a UES (unclear signal). If all these trains have confirmed the MA shortening or the receipt of the UES, and if, at this point, no train is directly in front of the signal (no train is assigned), then KZZ (signal indicator) is set to Y.

[0034] Note: It is rather unlikely that the KZZ (signal indicator) will be set to "J" due to the target signal monitoring "BAZ" or "GZF". For the BAZ to be operated or for a route to be set for an opposing train, a train must be present on the route, i.e., a train must be assigned to the signal. For the KZZ to then be set to "J", no train may be assigned to the signal. This is the case, for example, when the train in question performs an "End of Mission", i.e., shuts down its cab.

[0035] The signal box reports "no monitoring failure" for target signal monitoring; KZZ is set to N.

[0036] The signal box reports "Target resolved" for target signal monitoring; KZZ remains unchanged.

[0037] If the last assignment at a signal is deleted and the RBC has not issued a MA (Measurement Order) to any train for this signal or beyond, and all MA reductions or receipt from the UES (Unified Signal System) have been confirmed by the affected trains, then KZZ (Control Zone) is set to J (Yes). This only needs to happen if the target signal monitoring status "NAZ, BAZ, GZF or 'technical or emergency monitoring cancellation'" is active at the signal.

[0038] This is the case, for example, when a train switches to post-trip mode before the signal. As a result, the RBC can no longer detect that the train has come to a standstill.

[0039] If a train is assigned to a signal, KZZ must be set to N. In this case, a train is on the route and could potentially still proceed.

[0040] This is the case, for example, when the train is in Figure 2 The train cannot stop until signal X102. It will be tripped upon passing signal X102. Based on the position report, the train is assigned to signal X103. Since the route indicator now changes to N, the route X102-X103 cannot be manually released. After the train has stopped, the driver can switch to "Post Trip" mode. This deletes the assignment to X103 and sets the route indicator to Y. Now the route X102-X103 can be manually released.

[0041] This behavior is also required in the interlocking system so that it can correctly update the states MKSamStart and STSamStart propagated by the start signal at the destination signal of a route.

[0042] When the RBC sends KZZ = J to the interlocking system, the RBC ensures that it has not issued a MA (movement authorization) to any train for this signal. Any MA reductions or UES (unauthorized movement) are confirmed by the trains. As long as the command KZZ = J, the RBC may not issue a MA to any train for this signal. In this case, based on the train assignment before the MA issuance, KZZ is set back to N as described above. MA reduction on Zugspitze confirmed (MKZ) Functional requirement:

[0043] The interlocking system reports target signal monitoring "NAZ, BAZ or GZF".

[0044] If, at this time, the RBC has issued a MA to at least one train up to this signal or beyond, then a) The RBC reduces the MA to the train front for all trains that are directly in front of the signal (the train must be assigned to the signal) and are stationary, and b) the RBC reduces the MA to the start signal for any affected train that is in front of the start signal of the route (this is done via the reason for stopping). If all these trains from a) and b) have confirmed the reduction of the MA and at this time at least one train is directly in front of the signal (at least one train is assigned), then MKZ is set to J.

[0045] The interlocking system reports a "technical or emergency monitoring failure" in the destination signal monitoring system. If, at this time, the RBC has issued a warning to at least one train up to or beyond this signal, the RBC sends a notification to all trains directly in front of the signal (assigned trains). If all these trains have acknowledged receipt of the notification and at least one train is directly in front of the signal (at least one train is assigned), the signal indicator is set to "Y".

[0046] The interlocking system reports "no monitoring cancellation" for destination signal monitoring; MKZ is set to N. The interlocking system reports "destination cleared" for destination signal monitoring; MKZ remains unchanged.

[0047] If the last assignment is deleted for a signal and a target signal monitoring "technical or emergency monitoring cancellation", NAZ, BAZ or GZF is active for the signal, MKZ is set to N.

[0048] When the RBC sends MKZ = J to the interlocking system, the RBC ensures that it has not issued a MA (movement order) to any train at this signal. Any MA reductions or UES (unclearance) are confirmed by the trains. As long as the command MKZ = J, the RBC may not issue a MA to any train at this signal. MA reduction confirmed on signal (MKS) Functional requirement:

[0049] The signal box reports the reason for the stop as "not caused by train". If, at this time, the RBC has not issued a train a MA (movement indicator) beyond the signal, the MKS (movement control system) remains unchanged. If, at this time, the RBC has issued a train a MA beyond the signal, the RBC reduces the MA for the train to the signal position. If the train confirms the reduction of the MA, the MKS is set to "Y". The signal box reports the reason for the stop as "none". The MKS is set to "N".

[0050] If a train whose signal position (MA) is to be shortened to the signal position passes the signal without confirming the shortening (the train is no longer assigned to the signal), then MKS is set to "Y". If a train's signal position is to be shortened to the signal position, then MKS is set to "Y" if the train confirms the reduction of the signal position to a previous signal position. This can occur, for example, if an emergency stop has also been activated at a previous signal, and the train confirms the reduction of the signal position to the previous signal position before confirming the reduction to the current signal position.

[0051] Note regarding situations with multiple lanes: Figure 3This diagram illustrates an emergency stop scenario involving two signals. Initially, the train has a movement authority (MA) up to signal X104. An emergency stop is then initiated at signal X103. The interlocking system sends the stop reason "not triggered by train" for signal X103, whereupon the train control system (RCS) reduces the train's movement authority to signal position X103. Before the train confirms this reduction, an emergency stop is initiated at X102. The interlocking system sends the stop reason "not triggered by train" for X102, whereupon the RCS reduces the train's movement authority to signal position X102. The train then confirms this reduction. Now, the movement authority (MKS) at X102 must be set to "J".

[0052] In order for the MKS (Multi-Function Control System) to be used for the confirmed stop illumination at an operator station, the RBC (Radio Control Center) at signal X103 must also set the MKS to "J" (yes). This would not have been necessary for route clearance, as this information from the shortened MA (Measurement Indicator) is propagated to signal X103 by the interlocking system.

[0053] When the RBC sends MKS = J to the interlocking system, the RBC ensures that it has not issued a MA (movement authorization) to any train beyond this signal. Any MA reductions must be acknowledged by the train. As long as the command MKS = J, the RBC may not issue a MA to any train beyond the signal.

[0054] The following describes the reaction of the interlocking system to the previously described behavior of the RBC. General

[0055] When the RBC sends KZS = J or MKS = J to the interlocking system, the RBC ensures that it has not issued a MA (movement authorization) to any train beyond this signal. As long as the command KZS = J or MKS = J, the RBC may not issue a MA to any train beyond the signal.

[0056] The BAZ, NAZ, and GZF commands are primarily accepted or rejected by the interlocking system based on internal interlocking system states. The connection status between the interlocking system and the RBC (especially the connection status between the Interlocking & Interface Component (IIC) / Overhead Management Component (OMC) and the RBC) is only indirectly considered, as it is not explicitly known as such.

[0057] The connection status of the axle counter (ACC) and IIC / OMC is implicitly taken into account in every operation, since the operation then either does not reach the ACC or the acknowledgment of the approval check is omitted. BAZ behavior:

[0058] Only internal criteria from the signal box are considered for the admission test.

[0059] With accepted BAZ operation, the release conditions are monitored in the interlocking system by the BAZ connection (immediately before stop reasons and destination signal monitoring are sent to the RBC). As soon as MKZ = Y and STS = Y are received, the release is carried out, provided the interlocking system's internal criteria are still met.

[0060] Option: If, during the monitoring of the resolution conditions, the MKZ command changes from J to N (i.e., it was already received with J), this is interpreted as a connection failure IIC / OMC to the RBC, and the monitoring of the resolution conditions is aborted. STS and "STS at Start" are not evaluated in this context, as multiple changes are normally possible. NAZ behavior:

[0061] Only internal criteria from the signal box are considered for the admission test.

[0062] With accepted operation in "manual release" mode, the emergency release time for delayed release is started in the interlocking system by activating NAZ (immediately before stop reasons and destination signal monitoring are sent to the RBC). If a rule for immediate release is subsequently fulfilled, the emergency release time is aborted and the route is released.

[0063] When the emergency release time expires, the interlocking system checks whether a rule for delayed release is met. If so, the route is released. Otherwise, it is not released. If at least one relevant train is still moving at this time, manual release can be attempted again. Once all relevant trains have come to a standstill, the route is released, provided all stops are credible. Otherwise, the route must be released individually.

[0064] Option: If, after the emergency release time has started, one of the commands MKZ, KZZ, or "MKS am Start" or "KZS am Start" changes from J to N (i.e., it was already received with J), before the release has been completed, this is interpreted as a connection failure between IIC / OMC and the RBC. The emergency release time is then stopped, thus aborting any further release attempts. STS and "STS am Start" are not included in this interpretation, as multiple changes are possible and not necessarily impermissible.

[0065] This evaluation needs to be examined more closely. GZF behavior:

[0066] For the approval process, a special "GZF criterion" is considered, which includes, among other things, STS = J. If the connection between IIC / OMC and RBC fails, the signal in the ACC is assigned STS = N, meaning GZF is not permitted.

[0067] If this connection fails immediately after a positive approval test, the activated GZF cannot determine, as MKZ = J is still expected. Editing commands from the RBC

[0068] The signal box reports the RBC states of No train at start. Affected are "KZS J" and "KZS N" from the start signal of a train route via the track to the destination signal, as long as the start has not been resolved.

[0069] Figure 4 This example demonstrates how the states of MKS and STS in the interlocking system are propagated via the routes. It should be noted that route 103 and subsequently route 104 are released without delay when a route is manually cleared. Route 104 releases without delay because, at signal X104, the states of MKS and STS from signal X102 remain stored even after route 103 is cleared.

[0070] The interlocking system reports the RBC states of MA shortening to signal confirmed "MKS J" and "MKS N" of the destination signal from the starting signal of a train route via the track to the destination signal, as long as the start is not cleared. If the destination signal is continuously claimed and set (destination and start claim / set (on)), the information is also relayed to the next signal. When a route is extended (the next train route is set and set), the "MKS at start" state must also be propagated to the destination signal of this extension after the route has been set. This also applies to further route extensions.

[0071] Exception: An RBC state "MKS J" propagated into an FZF or BES may only be propagated to the next destination (i.e., the destination FZF / BES). The confirmed MA reduction to the signal can only be valid up to the destination of an FZF / BES.

[0072] The interlocking system reports the RBC states of standstill "STS J" and "STS N" for the destination signal from the starting signal of a train route via the track to the destination signal, as long as the start has not been released. If the destination signal is continuously occupied and locked (destination and start occupancy / locking (on)), the information is also relayed to the next signal. When a route is extended (the next train route is set and locked), the "STS at start" state must also be propagated to the destination signal of this extension after the route has been locked. This also applies to further route extensions.

[0073] Exception: An RBC state "STS J" propagated into a train control center (FZF) or train control center (BES) may only be propagated to the next destination (i.e., the destination FZF / BES). The train's standstill can only be valid until the destination of an FZF / BES.

[0074] As long as the start of the route is not resolved, the states "KZS at start", "MKS at start", and "STS at start" at the destination must be continuously updated. This information must be retained at the destination until the destination has been resolved or redefined as a destination (relevant for FZF).

[0075] Of these three values, "STS at Start" might, strictly speaking, no longer reflect reality after the start signal has been released (a stationary train could have started moving, or a moving train could have stopped). However, this has no effect on the behavior at the destination. The combination "Start Released" = Y and "STS at Start" = Y occurs only in a few special cases. If "STS at Start" is set to N when the start signal is released, then other rules of the rulebook apply accordingly.

[0076] The resolution behavior is identical in each case, the "Start resolved" = J dominates ("STS at start" is no longer decisive).

[0077] If the route is neither entered nor the starting signal cleared, and then changes from J to N at the starting signal KZZ, the route must propagate the current MKS and STS states at the starting signal to the destination signal. This renders any MKS and STS states propagated from upstream signals obsolete, as these states must be evaluated for a newly assigned train.

[0078] As soon as the signal at the destination of a route is resolved or is again set as the destination of a route (relevant for FZF), the states at the destination must be overwritten with the default values ​​"KZS at start" = N (even at resolution a J is no longer required, it can be set directly to N), "MKS at start" = N and "STS at start" = N.

[0079] The interlocking system also reports the states "Route approached", "Determining the state 'Route approached' = J') and "Start released" (regular release or manual release) from the start signal of a train route via the track to the destination signal. As soon as the signal at the destination of a route is released or is again set as the destination of a route (relevant for train control systems), these states must be cleared again at the destination, i.e., set to N.

[0080] In the event of a connection interruption to the RBC, all commands in the interlocking system must assume their default states (STS, KZS, KZZ, MKZ and MKS must be set to N).

[0081] The relatively simple examples described above illustrate the interaction between the interlocking system and the train control center (RCC) for route resolution. Crucially, the RCC monitors the signal sections assigned to it with regard to track occupancy, the movement of any train present in one of the signal sections, and the correct functioning of the train protection components assigned to the signal sections, such as axle counters and track circuits. The position and / or speed of a train is reported to the RCC by the on-board equipment. The track occupancy, position and / or speed of a train, as well as the status of the train protection components, are then reported by the RCC to the interlocking system. This information is first evaluated within the RCC using its logic and then transmitted to the interlocking system as a report / telegram.The interlocking logic determines, based on the aforementioned reported data, whether a route already set and consisting of at least one signal section needs to be released. If a route needs to be released, the interlocking system reports a reduction of the Movement Authority to the train's front or to a start signal of the next signal section to the RBC (Rail-to-Cable Control) and from there to the on-board unit, or directly from the RBC to the on-board unit. The route already set is released precisely after the on-board unit acknowledges the reduction of the Movement Authority to the trackside control center, and the trackside control center detects the train's standstill and reports this information to the interlocking system.

Claims

1. Method for signalling an extension of a movement authority from a route control centre (RBC) to an interlocking system and for releasing a route (102, 103, 104) comprising at least part of a signal section or a plurality of signal sections in response to the signalled extension of the movement authority (MA), comprising the steps: a) the route control centre (RBC) monitors the signal sections assigned to this route control centre with regard to track occupancy and the locomotion of all trains present in the signal sections assigned to the route control centre and with regard to the correct functioning of the train protection components assigned to the signal sections, such as, for example, axle counters and track circuits; b) a respective position and / or a respective speed of the train or trains is signalled to the route control centre (RBC) by a respective vehicle device; c) the track occupancy, the respective position and / or the respective speed of the train and or trains and the status of the train protection components are signalled by the route control centre (RBC) to the interlocking system or first evaluated in the route control centre (RBC) and signalled to the interlocking system as a report; d) an interlocking system logic ascertains in dependence on the data signalled under c), which preferably comprises the data on track occupancy, whether a route that has already been set and consists of at least part of a signal section or a plurality of signal sections is to be released; e) in the event that a route (102, 103, 104) is to be released, shortening of the movement authority (MA) to the affected front end of the train or to a start signal of the next affected signal section is signalled from the interlocking system to the route control centre (RBC) and from there to the vehicle device or directly from the route control centre (RBC) to the affected vehicle device; and f) the route to be released (102, 103, 104) is released when the vehicle device has acknowledged shortening of the movement authority (MA) to the route control centre and the route control centre has detected the standstill of the affected train and has signalled this information to the interlocking system, wherein, in the event of the shortening of the movement authority to the affected front end of the train or the affected start signal of the next signal section, the route control centre (RBC) ensures that no train located in the signal sections monitored by the route control centre has a movement authority that exceeds the shortened movement authority.

2. Method according to claim 1, characterised in that releasing a route (102, 102, 104) comprising a plurality of signal sections is performed by simultaneously releasing all signal sections belonging to the route (102, 103, 104).

3. Method according to claim 1 or 2, characterised in that to evaluate the train occupancy, the affected position and / or the affected speed of the train and the status of the train protection components, the interlocking system logic applies a first predefinable set of rules.

4. Method according to one of claims 1 to 3, characterised in that a route (102, 103, 104) to be released is released according to a predefinable second set of rules.