METHOD AND EQUIPMENT FOR OPERATING RAIL VEHICLES

Description

[0001] The invention relates to a method for operating a rail vehicle in a section of track.

[0002] In the event of a failure of the external infrastructure, i.e., track components or a section of track, it is often impossible to maintain normal train operations. For example, if the positions of points or the occupancy of the track section by rail vehicles are unknown due to technical faults, such as a failure of communication components, significant restrictions on train operations are the norm under conventional operating procedures.

[0003] Document DE 10 2017 208 490 A1 discloses a method for operating a track system in which actual sections of the track system are individually opened or closed for travel depending on status messages transmitted from trackside facilities to a signal box.

[0004] The invention is based on the objective of further developing a method for operating a rail vehicle in such a way that, even in the event of a failure of track components, it is possible in many cases to travel quickly through the affected section of track.

[0005] This problem is solved according to the invention by a method with the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in the dependent claims.

[0006] According to the invention, it is provided that each subsection of the track section is assigned a subsection-specific maximum speed indication, if the switch positions of points located in the track section are unknown or incomplete, which routes within the track section the rail vehicle could possibly travel are determined, a maximum speed profile is defined based on the possible routes and on the subsection-specific maximum speed indications of the subsections belonging to the possible routes, which specifies the permissible maximum speed for travel through the track section from a predetermined reference point, depending on the distance traveled from the reference point, and the rail vehicle is operated taking the maximum speed profile into account.

[0007] A significant advantage of the method according to the invention lies in the fact that the section-specific allocation of maximum speed limits to sections, the determination of possible routes, and the specification of a maximum speed profile dependent on the distance traveled, as provided for in the invention, can, for example, enable a rail vehicle – compared to conventional operating methods – to traverse the track section at a comparatively high speed in the event of a failure of the external track system, provided that the possible or conceivable routes determined in the respective case permit this. Unlike previously known methods, the same reduced speed is not always specified for traversing the track section affected by the failure; instead, an individual specification is created that utilizes the knowledge, or at least residual knowledge, of the switch positions.For example, if information is available based on a known switch position indicating that a particularly critical route, which should only be traversed responsibly at a minimum speed, cannot actually be traversed due to the known switch position, and that only less critical routes are possible, then correspondingly less restrictive specifications or a less restrictive maximum speed profile can be established. This approach can, in many cases, enable a comparatively rapid passage through the affected section of track.

[0008] It is advantageous if the maximum speed profile is determined in such a way that, in none of the sections belonging to the possible routes, the maximum speed exceeds the respective section-specific maximum speed specification.

[0009] In other words, the maximum speed profile can be determined in a route-dependent manner such that the maximum speed at each point on the route corresponds to the section-specific maximum speed of the section that has the lowest section-specific maximum speed of all the sections that may be travelled at that point on the route.

[0010] The rail vehicle is preferably signaled by a signal located before the track section or at an entry point into the track section that it should proceed taking into account the maximum speed profile.

[0011] It is advantageous if, after passing the signal, the rail vehicle ignores the signaling of further signals located within the track section.

[0012] If the presence of other rail vehicles in the track section can be ruled out, the rail vehicle will preferably be operated in compliance with the maximum speed profile.

[0013] If the presence of other rail vehicles in the track section cannot be ruled out, the rail vehicle may be operated in a supervised driving mode.

[0014] The "on-the-spot" driving method is preferably associated with a supervised speed that the rail vehicle must not exceed.

[0015] It is advantageous if the rail vehicle is operated at the maximum speed defined by the maximum speed profile if this is lower than the supervised speed, and otherwise at the supervised speed.

[0016] In the event of a failure of the external signaling system, a signal box assigned to the track section preferably transmits a warning signal to a track control center assigned to both the signal box and the track section. The track control center preferably determines the maximum speed profile and transmits this information to the train.

[0017] If the signal box is unaware of the positions of all points, it preferably informs the track control center of this lack of knowledge, for example implicitly by not transmitting any point positions. In this case, the track control center preferably determines all possible routes within the track section and establishes the maximum speed profile by considering all possible routes and the section-specific maximum speed specifications of the subsections belonging to the determined possible routes.

[0018] If the signal box knows the positions of a subgroup of points but the positions of the remaining points are unknown, the signal box preferably informs the track control center of the known points. In the latter case, the track control center preferably excludes those routes that the train cannot travel on due to the known points positions when determining the maximum speed profile.

[0019] The track control center communicates the maximum speed profile to the rail vehicle, preferably via radio.

[0020] The point on the route is preferably determined depending on the entry point into the track section and can, for example, correspond to it.

[0021] A failure of the external system is preferably inferred - e.g. from the signal box - if at least one track component of the track section is defective or if no communication with at least one track component is possible.

[0022] The invention also relates to a track control center for the operation of a track section comprising at least two subsections.According to the invention, the track control center is designed to determine, in the event of a failure of an external component of the track section and in the absence or incomplete knowledge of the switch positions of points located in the track section, which routes within the track section a rail vehicle entering the track section could possibly travel, to determine a maximum speed profile based on the possible routes and on the basis of section-specific maximum speed specifications assigned to the subsections belonging to the possible routes, which specifies the permissible maximum speed for travel through the track section from a predetermined reference point, depending on the distance traveled from the predetermined reference point, and to transmit the maximum speed profile to the rail vehicle.

[0023] Regarding the advantages of the track control center according to the invention and advantageous embodiments of the track control center according to the invention, reference is made to the above statements in connection with the method according to the invention and its advantageous embodiments.

[0024] The trackside control unit preferably comprises, among other things, a computer and a memory. The memory preferably stores a computer program that, when executed by the computer, determines or at least partially determines the operation of the computer and thus of the trackside control unit. The computer program preferably comprises a trackside control unit software module that enables the conventional operation of a trackside control unit, i.e., an operation known for trackside control units. The computer program preferably also comprises a special operating software module that enables special operation of the track section, as described above. If the special operating software module receives the aforementioned warning signal from the signal box, it preferably determines the distance-dependent maximum speed profile, as described above.The special operating software module preferably takes into account the known position of points, if a corresponding point position information is available. The special operating software module preferably initiates radio transmission as soon as the distance-dependent maximum speed profile has been determined.

[0025] The invention also relates to a signal box for the operation of a track section comprising at least two subsections. According to the invention, the signal box is designed to transmit a warning signal to a track control center according to the invention, in the event of a failure of an external component of the track section, to transmit information about the respective switch position, if known, of switches located in the track section to the track control center, and, if the signal box is unaware of the switch position of one or more switches, to inform the track control center of this lack of knowledge.

[0026] Regarding the advantages of the signaling system according to the invention and advantageous embodiments of the signaling system according to the invention, reference is made to the above statements in connection with the method according to the invention and its advantageous embodiments.

[0027] The interlocking system preferably comprises, among other things, a computer and a memory. The memory preferably stores a computer program that, when executed by the computer, determines or at least partially determines the operation of the computer and thus of the interlocking system. The computer program preferably comprises an interlocking software module that enables the conventional operation of an interlocking system. The computer program preferably also includes a special operating software module that enables special operation of the track section. If the special operating software module detects a failure of the external equipment of the track section or at least a failure of individual track components of the track section, it generates a warning signal and transmits it to the track control center.Furthermore, the special operating software module preferably checks whether information about the respective switch position of the switches located in the track section is available; if this is the case, it initiates the transmission of the switch position information to the track control center in the form of a switch position indication.

[0028] The invention also relates to an arrangement with a track section, wherein the track section is assigned a signal box as described above and a track control center as described above.

[0029] The invention is explained in more detail below with reference to exemplary embodiments; the following are shown as examples: Figure 1 shows an embodiment of an arrangement according to the invention, comprising a track section, an embodiment of a signal box according to the invention, and an embodiment of a track control center according to the invention, wherein the figure shows normal operation of the track section, Figure 2 shows the arrangement according to Figure 1 in a special operation due to a failure, in the event that only one rail vehicle is located in the track section, Figure 3 the arrangement according to Figure 1 In a special operation due to a failure, in the event that the occupancy status of the track section is unknown and more than one rail vehicle could be located in the track section, Figure 4 shows the arrangement according to Figure 1 In a special operation due to a failure, in the event that the position of at least one switch is known and routes can be ruled out, Figure 5 shows a preferred embodiment of the interlocking system according to the Figures 1 to 4in more detail, and Figure 6 a preferred embodiment of the track control center according to the Figures 1 to 4 in more detail.

[0030] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0031] The Figure 1 Figure 10 shows a rail vehicle traveling from left to right along the direction of arrow P before entering a track section 20, which comprises a multitude of subsections T1 to T7. Each of the subsections T1 to T7 is assigned a subsection-specific maximum speed Vmax1 to Vmax7.

[0032] Of track section 20, in the Figure 1A signal 23, a first switch 24, and a second switch 25 are shown in the area of ​​entry point 21 into track section 20. Further track components, such as additional signals, axle counters, and trackside radio components that enable radio communication with the rail vehicle 10, may be present in track section 20; these further track components are not shown for clarity. Figure 1 not shown further.

[0033] A signal box 30 and a track control center 40 are assigned to track section 20. Signal box 30 is connected via only indicated signal lines 26 to all or at least some of the track components of track section 20, but at least to signal 23 and the two switches 24 and 25, and to the track control center 40. The track control center 40 can communicate with the rail vehicle 10 via radio.

[0034] The order according to Figure 1 can be operated as follows: Error-free normal operation of the outdoor unit:

[0035] In the normal, error-free operation of the external equipment of track section 20, i.e., when all track components of track section 20 classified as relevant by the interlocking system are working correctly and communicating correctly with the interlocking system 30, the interlocking system 30 operates the signal 23 and the points 24 and 25 in the known manner.

[0036] Signal box 30 indicates to rail vehicle 10 that normal operation is functioning correctly, preferably before track section 21 or at the entry point 21 into track section 20, for example with the signal 23 located there, as shown in the Figure 1 This is exemplified by a white circle. Among other things, this preferably signals to rail vehicle 10 that, taking into account the signal aspects of the other vehicles located in track section 20 and in the Figure 1For the sake of clarity, the vehicle should proceed past the signals not shown further until exit point 22. Special operation:

[0037] If the external equipment of track section 20 is defective, or is deemed defective by signal box 30, track section 20, and consequently rail vehicle 10, will operate in a special operating mode. Signal box 30 concludes that the external equipment is defective, for example, if at least one track component of track section 20 connected to signal box 30 is defective, or if communication with at least one of the track components is not possible.

[0038] In the event of a detected defect in the external system, signal box 30 transmits a warning signal WS to the track control center 40, indicating a failure of the external system.

[0039] When the warning signal WS is present, the track control center 40 determines which routes within track section 20 the rail vehicle 10 could potentially travel. Since, in this example, the track control center 40 has no information regarding the switch positions of the two switches 24 and 25, it will determine two possible routes: one route F1 shown at the top of Figure 1, which includes sections T1 to T5, and another shown at the bottom. Figure 2 The lower route F2 comprises sections T1, T6, T7, and T5. Therefore, the following applies to routes F1 and F2: F 1 = T 1 + T 2 + T 3 + T 4 + T 5 F 2 = T 1 + T 6 + T 7 + T 5

[0040] In this exemplary embodiment, due to the exemplary assumption of axial symmetry of track section 20, the routes F1 and F2 are of the same length, but segmented differently.

[0041] Based on the possible routes F1 and F2 and the section-specific maximum speeds Vmax1 to Vmax7 of the sections T1 to T7 belonging to the possible routes, the track control center 40 defines a maximum speed profile Vmax(s), which specifies the permissible maximum speed for travel through track section 20 from a given reference point, depending on the distance traveled, the distance s traveled, or the distance traveled from the reference point. The reference point could, for example, be the entry point 21.

[0042] The track control center 40 determines the maximum speed profile Vmax(s) taking into account the possible routes, i.e. route-dependent, in such a way that in none of the subsections T1 to T7 belonging to the possible routes does the maximum speed exceed the respective subsection-specific maximum speed specification Vmax1 to Vmax7.

[0043] In other words, the track control center 40 determines the maximum speed profile Vmax(s) depending on the route in such a way that the maximum speed at each point on the route corresponds to the section-specific maximum speed specification of the section which has the lowest section-specific maximum speed specification Vmax1 to Vmax7 of all sections T1 to T7 that may be traveled at the respective point on the route.

[0044] For the sake of simplicity, the following numerical example is assumed: V1max = 85 km / h V2max = 80 km / h V3max = 70 km / h V4max = 60 km / h V5max = 50 km / h V6max = 90 km / h V7max = 30 km / h

[0045] For this numerical example and for the one in the Figure 1 In the example case shown, the maximum speed profile Vmax(s) is therefore a speed sequence P according to P = Vmax 1 , Vmax 2 , Vmax 3 , Vmax 7 , Vmax 5 P = 85 km / h , 80 km / h , 70 km / h , 30 km / h , 50 km / h The speed changes are triggered by the distance s traveled by the rail vehicle 10, due to the unpredictability of the route. The rail vehicle 10 can measure the distance s, for example, with a distance counter or odometer from the specified reference point.

[0046] After the track control center 40 has determined the maximum speed profile Vmax(s) over the route s, it transmits this preferably by radio to the rail vehicle 10, which controls the journey through the track section 20 on the basis of the maximum speed profile Vmax(s) specified by the track control center 40. Special operation of the first type (only one rail vehicle 10 in track section 20):

[0047] If signal box 30 knows, based on a functioning axle counter or other sources, that no other rail vehicle is present in track section 20 into which rail vehicle 10 is entering or has already entered, signal box 30 indicates to rail vehicle 10 that it may proceed based on the maximum speed profile Vmax(s) specified by the track control center 40, preferably before track section 20 or at the entry point 21 into track section 20, for example with the signal 23 located there, as shown in the Figure 2This is exemplified by a black circle. This signals to rail vehicle 10 that it will travel at the maximum speed profile Vmax(s) that has already been transmitted or will be transmitted by radio by the track control center 40, taking into account the distance-dependent maximum speed profile.

[0048] The signaling system also instructs the rail vehicle 10, for example, that after passing signal 23 it should ignore the signal indications of further signals located within track section 20, because their indication is not reliable due to the failure of the external system. Special operation of the second type (unknown number of rail vehicles in the track section) 20):

[0049] In the event that signal box 30, for example due to a failure of axle counting devices, cannot rule out the presence of other rail vehicles in track section 20, it indicates to rail vehicle 10 a "proximity-based" operating procedure with signal 23, as exemplified in the Figure 3indicated by a black ring; the warning signal WS is again transmitted to the track control center 40 due to the failure of the external system, as is the case in connection with the Figure 2 was explained.

[0050] The on-sight driving method is preferably assigned a monitoring speed Vasg known to the rail vehicle 10, which the rail vehicle 10 must not exceed.

[0051] Depending on the level of the supervised speed Vasg, it is conceivable that the maximum speed profile Vmax(s) determined by the track control center 40 could fall below the supervised speed Vasg. In such a case, it is preferably provided that the rail vehicle 10 should operate both at the maximum speed defined by the maximum speed profile Vmax(s) and at the supervised speed Vasg, i.e., it should operate at the maximum speed profile Vmax(s) if this falls below the supervised speed Vasg, and otherwise at the supervised speed Vasg.

[0052] In the exemplary case that the maximum speed Vmax7 in section T7 is less than the supervised speed Vasg and the maximum speeds of the remaining sections T1-T6 are higher than the supervised speed Vasg, the following results for the Figure 3 The example shown is therefore a velocity sequence P according to P = Vasg , Vmax 7 , Vasg where the maximum speed Vmax7 is specified for the section of the route that would correspond to the subsection T7 when traveling on the lower route F2. Advantageous alternative to special operations of the first and second type:

[0053] The explanations in connection with the Figures 1 to 3The following example assumes that signal box 30 is unaware of the switch positions of all switches 24 and 25, and the track control center 40 determines all adjustable routes within track section 20 and establishes the maximum speed profile Vmax(s) using all adjustable routes and based on the section-specific maximum speed specifications of all possible routes.

[0054] If signal box 30 knows the position of all or at least one of the points 24 and / or 25 of track section 20, it preferably transmits the known point positions to the track control center 40 by means of a point position indication WSA, in addition to the warning signal WS, as exemplified by the Figure 4 shows.

[0055] In such a case, the track control center 40 can exclude those routes which the rail vehicle 10 cannot travel on due to the known switch positions when determining the maximum speed profile Vmax(s).

[0056] For example, is the switch setting in the Figure 1 The left switch 24 is known and is positioned such that the rail vehicle 10, when traveling from left to right, Figure 4 must travel on the upper track F1, and the switch setting is in the Figure 4 If the right-hand switch 25 is unknown, then when traveling from left to right, the switch in the Figure 4 The upper track F1 can be used and the track control center 40 can set a speed sequence P according to P = Vmax 1 , Vmax 2 , Vmax 3 , Vmax 4 , Vmax 5 generate, whereby the maximum speed profile Vmax(s) is again specified as a function of the distance s.

[0057] Since in the latter scenario the position of the Figure 4If the right-hand switch 25 is unknown, both the conceivable upper route F1 and the conceivable lower route F2 must still be considered when traveling from right to left, as described above in connection with the Figures 1 to 3 as explained, so that, for example, a speed sequence P results for a journey from right to left according to P = V 5 max , Vmax 7 , Vmax 3 , Vmax 2 , Vmax 1

[0058] The Figure 5 shows an exemplary embodiment of an advantageous construction of signal box 30 according to the Figures 1 to 4 In more detail. Signal box 30 includes, among other things, a computer unit 31 and a memory 32. A computer program product CPP1 is stored in the memory 32, which, when executed by the computer unit 31, determines or at least partially determines the operation of the computer unit 31 and thus that of signal box 30.

[0059] The computer program product CPP1 includes a signal box software module SWM1, which enables the conventional operation of a signal box 30, i.e., an operation as is known for signal boxes.

[0060] The computer program product CPP1 also includes a special operating software module SWM2, which enables special operation of track section 20, as exemplified above.

[0061] If the special operating software module SWM2 detects the failure of the external equipment of track section 20 or at least a failure of individual track components of track section 20, it generates the warning signal WS and initiates its transmission to the track control center 40.

[0062] In addition, the special operating software module SWM2 checks whether information about the respective switch position of switches 24 and 25 located in track section 20 is available; if this is the case, it initiates the transmission of the information about the switch positions to the track control center 40 in the form of the switch position information WSA.

[0063] The Figure 6 shows an exemplary embodiment of an advantageous design of the track control center 40 according to the Figures 1 to 4 In more detail. The track control unit 40 includes, among other things, a radio device (not shown), a computer unit 41, and a memory unit 42. A computer program product CPP2 is stored in the memory unit 42, which, when executed by the computer unit 41, determines or at least partially determines the operation of the computer unit 41 and thus of the track control unit 40.

[0064] The CPP2 computer program product includes a track control software module SWM3, which enables the conventional operation of a track control unit 40, i.e., a mode of operation familiar to track control units. The SWM3 track control software module can, for example, enable ETCS (European Train Control System) operation and transmit corresponding ETCS radio signals.

[0065] The computer program product CPP2 also includes a special operating software module SWM4, which enables special operation of track section 20, as exemplified above.

[0066] If the SWM4 special operating software module receives the warning signal WS from signal box 30, it determines the distance-dependent maximum speed profile Vmax(s), as described above. The SWM4 special operating software module takes into account the known point position of points, if a corresponding point position information WSA is available. The SWM4 special operating software module initiates the radio transmission as soon as the distance-dependent maximum speed profile Vmax(s) has been determined. Reference symbol list

[0067] 10 Rail vehicle 20 Track section 21 Entry point 22 Exit point 23 Signal 24 First switch 25 Second switch 26 Signal lines 30 Interlocking box 31 Computer 32 Memory 40 Track control center 41 Computer 42 Memory CPP1 Computer program product CPP2 Computer program product F1 Route F2 Route PP Arrow direction s Distance SWM1 Interlocking software module SWM2 Special operating software module SWM3 Track control center software module SWM4 Special operating software module T1-T7 Subsections Vasg Supervision speed Vmax1-Vmax7 Maximum speed indication Vmax(s) Maximum speed profile WS Warning signal WSA Point position indication

Claims

1. Method for operating a rail vehicle (10) in a section of track (20), which comprises at least two subsections (T1-T7), in the event of a failure of an external system of the section of track (20), wherein - a maximum speed specification (Vmax1-Vmax7) which is individual to the subsection is assigned to each of the subsections (T1-T7) in each case, - when knowledge of the positions of points of the points (24, 25) located in the section of track (20) is missing or incomplete, it is determined which routes (F1, F2) within the section of track (20) the rail vehicle (10) could possibly travel on, - a maximum speed course (Vmax(s)) is defined using the possible routes (F1, F2) and using the maximum speed specifications, which are individual to the section, of the subsections (T1-T7) which belong to the possible routes (F1, F2), said maximum speed course specifying the permissible maximum speed dependent on the route from a predetermined reference point, in other words as a function of the distance travelled from the reference point, for the journey through the section of track (20) and - the rail vehicle (10) is operated by taking into account the maximum speed course (Vmax(s)).

2. Method according to claim 1, wherein - the maximum speed course (Vmax(s)) is defined in a route dependent manner so that the maximum speed does not exceed the respective maximum speed specification (Vmax1-Vmax7), which is individual to the respective subsection, in any of the subsections (T1-T7) belonging to the possible routes (F1, F2), and / or - the maximum speed course (Vmax(s)) is defined in a route dependent manner such that the maximum speed corresponds in each case to the maximum speed specification (Vmax1-Vmax7), which is individual to the subsection in each case, of that subsection (T1-T7) at each route point, said subsection (T1-T7) having the smallest maximum speed specification (Vmax1-Vmax7), which is individual to the subsection, of all subsections (T1-T7) possibly travelling on the respective route point.

3. Method according to one of the preceding claims, wherein - the rail vehicle (10) is signalled with a signal (23) which is located in front of the track system section (20) or on a running-in point (21) into the track system section (20) such that it is travelled by taking into account the maximum speed curve (Vmax(s)), and - the rail vehicle (10) ignores the signalling of signals located within the track system section (20) after the signal (23) has passed.

4. Method according to one of the preceding claims, wherein in the event that the presence of further rail vehicles in the track system section (20) can be excluded, the rail vehicle (10) is operated subject to the maximum speed course (Vmax(s)).

5. Method according to one of the preceding claims, wherein in the event that the presence of further rail vehicles in the track system section (20) cannot be ruled out, the rail vehicle (10) is operated in a driving by sight manner of driving.

6. Method according to claim 5, wherein - the driving by sight manner of driving is assigned a driving by sight speed (Vasg) which the rail vehicle (10) is not permitted to exceed, and - the rail vehicle (10) is operated subject to the maximum speed defined by the maximum speed course (Vmax(s)), if this does not reach the driving by sight speed (Vasg) and is otherwise operated subject to the driving by sight speed (Vasg).

7. Method according to one of the preceding claims, wherein - in the event of the failure of the external system, a signal box (30) assigned to the track system section (20) transmits a warning signal (WS) to a control location (40) assigned to the signal box (30) and to the section of track (20), and - the control location (40) determines the maximum speed course (Vmax(s)) dependent on the length of route (s) and transfers this to the rail vehicle (10).

8. Method according to claim 7, wherein - in the event that the positions of points are unknown to the signal box (30), the signal box (30) communicates the lack of knowledge of the positions of points to the control location (40) and - the control location (40) determines all adjustable routes (F1, F2) within the section of track (20) and defines the maximum speed course (Vmax(s)) using all adjustable routes (F1, F2) and using the maximum speed specifications (Vmax1-Vmax7), which are individual to the subsection, of the subsections (T1-T7) belonging to the possible routes (F1, F2) determined.

9. Method according to one of the preceding claims 7 to 8, wherein - in the event of the positions of points of a subgroup of points (24, 25) being known to the signal box (30) and the positions of points of the remaining points (24, 25) being unknown, the signal box (30) communicates the known positions of points to the control location (40) and - the control location (40) excludes those routes (F1, F2), which the rail vehicle (10) is not able to travel on due to the known positions of points, when the maximum speed course (Vmax(s)) is determined.

10. Method according to one of the preceding claims 7 to 9, wherein the control location (40) communicates the maximum speed course (Vmax(s)) via radio to the rail vehicle (10).

11. Method according to one of the preceding claims, wherein the route point is defined as a function of the running-in point (21) into the section of track (20) or corresponds hereto.

12. Method according to one of the preceding claims, wherein the failure of the external system is implied if at least one line component of the section of track (20) is faulty or no communication is possible with at least one line component.

13. Control location (40) for the operation of a section of track (20) which comprises at least two subsections (T1-T7), wherein the control location (40) is designed, - in the event of a failure of an external system of the section of track (20) and if knowledge of the positions of points of the points (24, 25) located in the section of track (20) is missing or incomplete, to determine which routes (F1, F2) within the section of track (20) a rail vehicle (10) driving into the section of track (20) could possibly travel on, - to determine a maximum speed course (Vmax(s)) using the possible routes (F1, F2) and using maximum speed specifications which are individual to the subsection and are assigned to the subsections (T1-T7) belonging to the possible routes (F1, F2), said maximum speed course specifying the permissible maximum speed in a route dependent manner from a predetermined reference point, in other words as a function of the distance travelled from the predetermined reference point, for the journey through the section of track (20), and - to transfer the maximum speed course (Vmax(s)) to the rail vehicle (10).

14. Signal box (30) for the operation of a section of track (20) which comprises at least two subsections (T1-T7), wherein the signal box (30) is embodied, - in the event of the failure of an external system of the section of track (20) to transfer a warning signal (WS) to a control location (40), according to claim 13, assigned to the signal box (30) and the section of track (20), - to transfer the information about the respective position of points, provided this is known, of points (24, 25) located in the section of track (20) to the control location (40) and - in the event that the position of points of one or more points (24, 25) is unknown to the signal box (30), to communicate the lack of knowledge of these positions of points to the control location (40).

15. Arrangement with a section of track (20), wherein a section of track (20) is assigned a signal box (30) according to claim 14 and a control location (40) according to claim 13.