Method for securing a level crossing

Description

[0001] The optimization of closing times of level crossings is of great importance in practice when operating track-bound vehicles, which can be, for example, rail vehicles, track-guided vehicles with rubber tires, or magnetic levitation trains. For example, if the route or path of the track-bound vehicles crosses other traffic routes, in particular roads, there is a requirement that the corresponding crossing areas are reliably secured by means of level crossings. In particular, it must be ensured that the level crossing is secured in good time before the respective track-bound vehicle arrives and that the respective track-bound vehicle can be brought to a standstill before the level crossing in the event of problems securing the level crossing. On the other hand, the effects on the crossing traffic, i.e.for example road traffic, can be kept as low as possible by not securing the level crossing for longer than necessary. Appropriate security of the level crossing can be provided, for example, by means of one or more barriers. Furthermore, it is also possible, for the level crossing to be secured solely by appropriate signaling indicating a prohibition of entry. Such signaling could, for example, be a light signal. In addition, other devices and methods for securing level crossings are known, which can also be combined with one another if necessary. For example, it is possible for a level crossing to be secured by means of barriers and, at the same time or in particular, for approaching traffic to be warned by an appropriate light signal and / or a warning signal before the barriers are lowered.

[0002] Document JP 2011 105117 A describes an on-board device that transmits the position and length of a train via radio. A wireless alarm control device is configured to calculate a train speed from a change in the train position and estimates the earliest arrival time using the train speed, the maximum acceleration of the train, and the maximum speed in the section. An alarm control means is provided for issuing an alarm.

[0003] Document DE 10 2007 022837 A1 relates to a device and a method for train control at a level crossing. A rail vehicle has an ETCS on-board system. Level crossing safety devices, in particular railway barriers, controlled by track-side switch-on contacts, are provided. An evaluation device monitoring the level crossing safety devices is connected to a track-side switch balise located behind the switch-on contact and at least within the braking distance of the level crossing, which interacts with the ETCS on-board system.

[0004] Document DE 102 27 046 C1 describes a method for speed control for hazardous track sections. It includes a central control system for the track section so that when a vehicle approaches a hazardous area, the vehicle brakes are applied. The vehicle's speed is limited to the speed for the hazardous area. The vehicle braking point for a given speed is compared with the optimal braking point for that speed.

[0005] According to WO 2009 / 100292 A1, it is described that a trackside device such as an axle counter can be used as the activation point for a level crossing, detecting the passage of a train approaching the level crossing. The signal from the trackside device is then used to trigger the level crossing.

[0006] The present invention is based on the object of providing a method for securing a level crossing that allows for timely securing of the respective level crossing and is at the same time particularly efficient and reliable. This object is achieved according to the invention by a method

[0007] for securing a level crossing according to claim 1, wherein vehicle data comprising at least the current position and the current speed of the rail-bound vehicle are received by a stationary control device of a train control system from a rail-bound vehicle approaching the level crossing, a switch-on point is determined taking into account the received vehicle data and route data comprising at least the location of the level crossing, and securing of the level crossing is initiated when the switch-on point is reached.

[0008] The method according to the invention for securing a level crossing is characterized by the fact that its method steps are carried out by a stationary control device of a train control system. The term "stationary" expresses that the control device in question is located at a fixed location outside the track-bound vehicle. The stationary control device of the train control system can be located trackside, i.e., in the area or near the route of the track-bound vehicles, or can be arranged at any distance from the respective route.

[0009] According to the first step of the method according to the invention, the stationary control device of the train control system receives vehicle data from a rail-bound vehicle approaching the level crossing, which data includes at least the current position and the current speed of the rail-bound vehicle. The respective rail-bound vehicle can determine the respective current position and the respective current speed, for example, using existing odometric systems, such as radar-based or using a position sensor, satellite-based, and / or taking into account "support points," such as beacons. In addition to the current position and the current speed of the rail-bound vehicle, the vehicle data can also contain further information or details.These may include, for example, information on the type of rail-bound vehicle, its braking capacity and / or its weight.

[0010] The transmission of vehicle data from the track-bound vehicle to the stationary control device can, in principle, be carried out in any known manner. However, the transmission of vehicle data from the track-bound vehicle to the stationary control device is preferably wireless, i.e., radio-based, for example, over at least part of the communication path.

[0011] According to the second step of the method according to the invention, the stationary control device determines a switch-on point, taking into account the received vehicle data and route data including at least the location of the level crossing. It should be noted at this point that not all data transmitted from the respective rail-bound vehicle to the stationary control device are necessarily taken into account when determining the switch-on point. Thus, the vehicle data within the scope of the present invention are characterized by the fact that they include at least the current position and the current speed of the rail-bound vehicle, as well as, if necessary, other variables that are taken into account by the stationary control device when determining the switch-on point.If the stationary control device receives further data from the track-bound vehicle for another purpose, but these are not taken into account when determining the switch-on point, these further data are therefore not vehicle data within the meaning of the present invention.

[0012] When determining the activation point, the stationary control device considers not only the received vehicle data but also route data, which includes at least the location of the level crossing. Furthermore, the route data considered may include other parameters, such as information on the gradient (i.e., uphill or downhill gradient) of the route.

[0013] According to the third step of the method according to the invention, when the activation point is reached, the stationary control device initiates securing of the level crossing. This means that the stationary control device directly or indirectly acts on at least one component intended to secure the level crossing, initiating or carrying out the securing of the level crossing. Depending on the type of means used to secure the level crossing, such securing can be achieved, for example, by switching on one or more signal lamps, closing level crossing barriers, or initiating another action to secure the level crossing.

[0014] The method according to the invention is characterized in that it incorporates the stationary control device of the train control system into the safeguarding of the level crossing beyond conventional system boundaries. This advantageously makes it possible to use a communication channel that is already used by these components for communication to transmit the vehicle data from the rail-bound vehicle to the stationary control device of the train control system. Furthermore, in the event of a problem or error in safeguarding the level crossing, the stationary control device of the train control system is advantageously able to influence the rail-bound vehicle in such a way that it comes to a stop in time before the level crossing or at least reaches the level crossing at a (significantly) reduced speed.

[0015] The method according to the invention is also particularly efficient in that it allows dynamic determination of the activation point, taking into account at least the current position and the current speed of the rail-bound vehicle. This means that, for example, if the rail-bound vehicle approaches the level crossing relatively slowly, securing of the level crossing is only initiated at a later point in time than if the rail-bound vehicle approaches the level crossing at a comparatively high speed. Consequently, securing of the level crossing is not initiated either upon reaching a predetermined location or at a predetermined time.In view of the fact that the switch-on point is calculated dynamically and is not determined by a component arranged at a fixed location on the route, such as a sensor device, the switch-on point can also be referred to as a "virtual" switch-on point.

[0016] The method according to the invention thus enables a level crossing to be secured in a timely manner in a particularly reliable manner, whereby, depending on the respective conditions, a closing time of the level crossing can be achieved which is largely constant regardless of the speed of the respective track-bound vehicle.

[0017] According to a particularly preferred development of the method according to the invention, the stationary control device determines a switch-on point in the form of a route point and initiates securing the level crossing if the rail-bound vehicle has reached the relevant route point according to the received vehicle data. This is advantageous because, based on the received vehicle data, which includes the current position of the rail-bound vehicle, the stationary control device can easily compare the position of the rail-bound vehicle with the determined route point and, if the rail-bound vehicle has reached the relevant route point, initiate securing the level crossing.

[0018] In addition or as an alternative to the embodiment described above, the method according to the invention can also be developed such that a switch-on point in the form of a time is determined by the stationary control device and the securing of the level crossing is initiated at the relevant time. On the basis of a switch-on point in the form of a time, it is also advantageously possible to decide whether or not the level crossing needs to be secured. The time itself can be specified absolutely, e.g. by specifying a time that is preferably at least accurate to the second, or indirectly by specifying a period of time after which the securing of the level crossing is initiated.

[0019] According to the invention, the level crossing is secured by the stationary control device transmitting a request to secure the level crossing to a signal box that is connected to the level crossing by communications technology. The signal box then transmits a security signal to a local control component of the level crossing. The local control component, upon receipt of the security signal, initiates the security of the level crossing. This offers the advantage that existing, signal-safe communication channels are often used. For example, local control components of level crossings, e.g., level crossing controllers, are often connected to a signal box by communications technology or signals technology for the purpose of control and monitoring.Depending on the type of train control system and its implementation, the corresponding interlocking system is already connected to the stationary control unit of the train control system via communication technology. This provides a communication channel that allows the stationary control unit to initiate the level crossing security via the interlocking system and the local control component of the level crossing.

[0020] According to the method according to the invention, after the level crossing has been successfully secured, a confirmation signal is transmitted from the local control component to the interlocking system, and the interlocking system then transmits a confirmation related to the successful securing of the level crossing to the stationary control device. This offers the advantage that the stationary control device receives confirmation that the securing of the level crossing initiated by it was successful and that the level crossing is therefore in a secured state.

[0021] Preferably, the method according to the invention can further be configured such that, upon receipt of the confirmation, the stationary control device determines a driving authorization extending beyond the level crossing and transmits it to the rail-bound vehicle as a replacement for a previous driving authorization ending before the level crossing. This enables the stationary control device of the train control system, in the event of confirmed safety of the level crossing, to influence the rail-bound vehicle by transmitting a driving authorization extending beyond the level crossing. Such a driving authorization is also referred to as a "movement authority" and, in this specific case, results in the rail-bound vehicle not coming to a standstill before the level crossing in accordance with the previous driving authorization, but being able to pass the level crossing without stopping.

[0022] According to a particularly preferred development of the method according to the invention, the activation point is determined by the stationary control device, additionally taking into account a possible speed profile for the rail-bound vehicle's further approach to the level crossing. This is advantageous because timely securing of the level crossing must be ensured even in the event of acceleration of the rail-bound vehicle. In this case, this is achieved by additionally taking into account the possible speed profile for the rail-bound vehicle's further approach to the level crossing when determining the activation point.

[0023] Preferably, the method according to the invention can also be configured such that the possible speed profile for the further approach of the rail-bound vehicle to the level crossing is determined by the stationary control device based on acceleration curves that take into account the received vehicle data. This means that the acceleration curves used take into account, in particular, the current location and the current speed of the rail-bound vehicle.

[0024] According to another particularly preferred embodiment of the method according to the invention, the activation point is determined by the stationary control device, taking into account a delay time in securing the level crossing. The considered delay time preferably includes all delays that may occur during the implementation of the level crossing security. This includes, for example, a barrier runtime, a pre-lighting / clearance time, and / or required communication and activation times. By appropriately taking the delay time into account, timely securing of the level crossing can advantageously be reliably ensured even under unfavorable circumstances.

[0025] According to another particularly preferred embodiment of the method according to the invention, the reception of the vehicle data and the determination of the activation point are carried out continuously. Thus, the stationary control device receives the vehicle data at preferably regular time intervals, which, depending on the respective requirements, are preferably in the range of fractions of a second or a few seconds, and a new determination of the activation point is made in each case, taking into account the vehicle data and the route data. This advantageously makes it possible to react promptly to any changes in the speed profile of the rail-bound vehicle and to provide an earlier or later activation point accordingly.

[0026] In principle, any communication channel or communication path can be used to transmit the vehicle data received by the stationary control device from the track-bound vehicle. In the context of the description of the present invention, the term "communication channel" refers to a transmission path or transmission medium, without this actually having to correspond to a "channel" in radio terms.

[0027] According to another particularly preferred embodiment of the method according to the invention, a communication channel of the train control system is used to transmit the vehicle data received by the stationary control device from the track-bound vehicle. Transmitting the vehicle data via the communication channel of the train control system offers the advantage that an already existing and simultaneously reliable communication channel can be used for transmitting the vehicle data. This avoids, in particular, additional effort for providing an alternative communication channel and allows existing resources and communication channels to be used in a practical and efficient manner.

[0028] Preferably, the method according to the invention can also be designed such that the activation point is checked for plausibility by the stationary control device based on sensor data acquired by at least one trackside sensor device. Such plausibility checks can further increase the safety and reliability of the method if necessary. The trackside sensor device can be a wheel sensor, for example, in which case the acquired sensor data can indicate, for example, the speed of the rail-bound vehicle and simultaneously indicate that the rail-bound vehicle is currently located at the location of the relevant trackside sensor device.

[0029] The invention will be explained in more detail below using exemplary embodiments. Figure 1 in a first schematic sketch to explain a first embodiment of the method according to the invention, a first embodiment of an arrangement and Figure 2 in a second schematic sketch to explain a second embodiment of the method according to the invention, a second embodiment of an arrangement.

[0030] In the figures, identical or equivalent components are marked with identical reference numerals for reasons of clarity.

[0031] Figure 1 shows, in a first schematic sketch to explain a first exemplary embodiment of the method according to the invention, a first exemplary embodiment of an arrangement 100 according to the invention. In detail, a level crossing 10 is indicated, which a rail-bound vehicle 20 is approaching from the left. The distance between the rail-bound vehicle 20 and the level crossing 10 at the time shown is d.

[0032] In the presentation of the Figure 1 Furthermore, a stationary control device 30 of a train control system can be seen. Within the scope of the described embodiment, it is assumed that the stationary control device 30 is a track control center in the form of a Radio Block Center (RBC) of a train control system according to the standard or norm ETCS (European Train Control System) Level 2. In addition, the representation of the Figure 1 a signal box 40 and a local control component 50 of the level crossing 10 are indicated. The signal box 40 is, on the one hand, connected to the stationary control device 30 via a bidirectional communication link 41. On the other hand, the signal box 40 is also connected to the local control component 50 of the level crossing 10 via a bidirectional communication link 51.

[0033] According to the presentation of the Figure 1 There is also a bidirectional communication connection between a vehicle-side antenna 25 of the track-bound vehicle 20 and a stationary antenna 35 of the stationary control device 30. This bidirectional communication connection, which can also be referred to as a communication channel, is in the embodiment of the Figure 1as a wireless, mobile communication connection and, in the context of the described exemplary embodiment, is to be carried out via the railway-specific mobile radio network GSM-R (Global System for Mobile Communications - Railway). For this purpose, the indicated mobile radio network, designated by the reference number 70, has a base station 60, via which bidirectional communication between the track-bound vehicle 20 and the stationary control device 30 is possible by means of partial routes or partial communication connections 61 and 62. To avoid misunderstandings, it should be pointed out at this point that the corresponding communication connection could of course also be at least partially wired. For example, it is conceivable that the stationary control device 30 is connected to the mobile radio network 70 or the base station 60 of the same by wires, i.e., for example, via a copper or fiber optic cable.

[0034] The Figure 1 The arrangement shown can now be used, for example, to secure the level crossing 10 in such a way that the stationary control device 30 of the train control system receives vehicle data from the rail-bound vehicle 20 approaching the level crossing 10, which data comprise at least the current position and the current speed of the rail-bound vehicle 20. Taking into account the received vehicle data and route data comprising at least the location of the level crossing 10, the stationary control device 30 is then able to determine a switch-on point. In the context of the described exemplary embodiment, it is assumed that the switch-on point is a route point P. Alternatively, or possibly additionally, a point in time could also be used as the switch-on point.

[0035] The described method runs continuously or permanently, so that the vehicle data is received by the stationary control device 30 at short intervals. The stationary control device 30 then determines or recalculates the activation point in the form of the route point P in a correspondingly continuous manner. As soon as the rail-bound vehicle 20 has reached the route point P according to the vehicle data received from the stationary control device, the stationary control device 30 initiates the securing of the level crossing 10.Within the scope of the described exemplary embodiment, it is assumed that this occurs by the stationary control device 30 transmitting a request to secure the level crossing 10 to the signal box 40, which is connected to the level crossing 10 by means of communication technology, and the signal box 40 then transmitting a security signal to the local control component 50 of the level crossing 10. Upon receipt of the security signal, the local control component 50 triggers the security of the level crossing 10. This security can occur, for example, by first emitting a visual and / or acoustic warning signal and then closing one or more barriers of the level crossing 10.

[0036] After the level crossing 10 has been successfully secured, i.e., after, for example, the barriers have been closed without malfunction or error message and, if applicable—provided a corresponding monitoring component is present—it has been verified that the danger zone in the area of ​​the level crossing is clear, the local control component 50 transmits a confirmation signal to the interlocking system 40. This, in turn, then transmits a confirmation relating to the successful securing of the level crossing 10 to the stationary control device 30 of the train control system. This provides the stationary control device 30 with reliable feedback indicating that the securing of the level crossing 10 initiated by it has been successful.

[0037] Based on this feedback, the stationary control device 30 now determines a driving authorization extending beyond the level crossing 10 and transmits this to the rail-bound vehicle 20 as a replacement for a previous driving authorization ending before the level crossing 10. This is again done via the bidirectional communication connection 61, 62 with the interposition of the base station 60 of the mobile radio network 70. By means of a correspondingly upgraded driving authorization, which is also referred to as "movement authority", it is thus advantageously avoided that the rail-bound vehicle 20 has to be brought to a standstill or at least braked before the level crossing 10 for safety reasons.

[0038] Preferably, the communication link 61, 62 between the stationary control device 30 and the rail-bound vehicle 20 is continuously monitored. In the event of a malfunction, the rail-bound vehicle 20 assumes a safe state in that it automatically brakes, for example, if the communication link 61, 62 with the stationary control device 30 is interrupted or if no driving authorization is received within an expected period.

[0039] According to the above explanations, the described method utilizes the existing safety structure between the interlocking system 40 and the level crossing 10, or rather, the local control component 50 of the latter. The stationary control device 30 communicates with the interlocking system 40 to ensure the shortest possible closing time of the level crossing 10 in the sense of a "constant warning time" while simultaneously excluding potential hazards. The activation point, in the form of route point P, is determined by the stationary control device 30, preferably taking into account a (maximum) delay time occurring when securing the level crossing 10, which, for example, takes into account a barrier runtime, a pre-lighting / clearance time, the times required for communication between the components involved, and the activation times.

[0040] The described method advantageously integrates seamlessly into the normal operation of the train control system. For example, the stationary control device 30 typically determines driving authorizations based on dynamic and static track-related data. Should the track-bound vehicle 20 need to change its driving profile due to track-related conditions, e.g., weather, technical problems, or track-related problems such as obstacles or people in the track area, this is detected by the stationary control device 30 through continuous communication. If necessary, the stationary control device 30 then generates an updated driving authorization and transmits it to the track-bound vehicle 20.The method for optimizing the safety of the level crossing 10 thus advantageously utilizes data that is at least partially already used in the train control system in connection with the determination of "movement authorities," thus ensuring the best possible optimization of the closing time of the level crossing 10 for almost all train travel scenarios. For this purpose, the activation point P is calculated dynamically; this is thus a "virtual" activation point that is not fixed in a fixed location but rather adapted to the respective conditions. This virtual activation point is therefore the route point P, upon reaching which the respective track-bound vehicle 20 initiates the safety, activation, or closing of the level crossing 10.The travel information received by the stationary control device 30 is used to precisely determine the distance of the rail-bound vehicle to the level crossing 10 or the time remaining until reaching the level crossing 10 at any time, taking into account the current speed profile and the speed profile possible for onward travel of the rail-bound vehicle 20, and based on this, the time for initiating the securing of the level crossing 10. Preferably, the activation point in the form of the route point P or in the form of the time is determined by the stationary control device 30, additionally taking into account a speed profile possible for a further approach of the rail-bound vehicle 20 to the level crossing 10.The possible speed profile for the further approach of the rail-bound vehicle to the level crossing 10 can be determined by the stationary control device 30 based on acceleration curves which take into account the received vehicle data.

[0041] Figure 2 shows a second embodiment of an arrangement 110 according to the invention in a second schematic sketch to explain a second embodiment of the method according to the invention.

[0042] The representation of the Figure 2 essentially corresponds to that of the Figure 1 . In addition, Figure 2However, a trackside sensor device 80 can be seen, which in the illustrated embodiment is a radio proximity detector arranged at a distance s in front of the level crossing 10. The trackside sensor device 80 comprises a wheel sensor 81 and a radio module 82, via which the trackside sensor device 80 can establish a communication connection 83 with the stationary control device 30 via the mobile radio network 70 or the base station 60 of the same (or another base station of the mobile radio network 70) and can transmit data to the stationary control device 30. In the embodiment of the Figure 2 The communication connection 83 is designed as a unidirectional connection; alternatively, it could of course also be a bidirectional communication connection.

[0043] Preferably, the trackside sensor device 80 in the form of the radio proximity detector or the wheel sensor 81 thereof determines the speed of the rail-bound vehicle 20 and transmits this together with the information that the rail-bound vehicle 20 (or generally a rail-bound vehicle) has been detected and is therefore currently located at the location of the radio proximity detector 80, to the stationary control device 30. This advantageously enables the stationary control device 30 to check the plausibility of the determined switch-on point in the form of the track point P based on the sensor data acquired by the trackside sensor device 80 in the form of the radio proximity detector, ie, for example, to check the vehicle data received from the rail-bound vehicle 20, in particular the current position and the current speed.If contradictions arise or errors are detected, the stationary control device 30 advantageously has the option of initiating a braking operation of the rail-bound vehicle 20, for example by transmitting a correspondingly restricted driving authorization. Furthermore, the trackside sensor device 80 in the form of a radio proximity detector can advantageously also be used for those rail-bound vehicles that are not capable of bidirectional communication with the stationary control device 30 of the train control system. This also enables a type of "mixed operation" of such rail-bound vehicles 20, which, for example, have a corresponding ETCS on-board unit, and other vehicles, such as maintenance vehicles.

[0044] According to the above statements in connection with the described exemplary embodiments of the method according to the invention, the stationary control device according to the invention, and the arrangement according to the invention, these have the particular advantage of enabling the level crossing 10 to be secured in a particularly efficient and reliable manner. By taking into account, in particular, the current position and the current speed of the rail-bound vehicle 20, an unnecessarily long closing time of the level crossing 10 can be avoided and a largely uniform closing time can be achieved. At the same time, potential risks due to a too-late securing of the level crossing 10 or a disruption during the same are reliably excluded, in particular through the continuous communication between the stationary control device 30 and the rail-bound vehicle 20.Advantageously, a communication channel of the train control system is also used, which the system already has and which enables continuous communication between the track-bound vehicle 20 and the stationary control device 30. Thus, the described procedure is particularly advantageous in connection with the train control systems ETCS Level 2 and 3, CTCS Level 3 and 4, and PTC.

Claims

1. Method for securing a level crossing (10), wherein by means of a stationary control device (30) of a train control system - vehicle data generated on the vehicle is received from a track-bound vehicle (20) approaching the level crossing (10), which vehicle data comprises at least the current position and the current speed of the track-bound vehicle (20), - a strike-in point, which is not defined by a component arranged at a fixed location on the track and therefore is virtual, is determined taking into account the received vehicle data and route data comprising at least the location of the level crossing (10), and a securing of the level crossing (10) is initiated when the strike-in point is reached, wherein - the securing of the level crossing (10) is initiated in that a request to secure the level crossing (10) is transmitted by the stationary control device (30) to an interlocking (40) connected for communication purposes to the level crossing (10), - a securing signal is hereupon transmitted by the interlocking (40) to a local control component (50) of the level crossing (10), and - the securing of the level crossing (10) is initiated by the local control component (50) in response to the reception of the securing signal, characterised in that following successful securing of the level crossing (10) - a confirmation signal is transmitted by the local control component (50) to the interlocking (40), and - a confirmation relating to the successful securing of the level crossing (10) is hereupon transmitted by the interlocking (40) to the stationary control device (30).

2. Method according to claim 1, characterised in that by means of the stationary control device (30) - a strike-in point in the form of a track waypoint (P) is determined, and - the securing of the level crossing (10) is initiated if, according to the received vehicle data, the track-bound vehicle (20) has reached the track waypoint (P) in question.

3. Method according to claim 1 or 2, characterised in that by means of the stationary control device (30) - a strike-in point in the form of a point in time is determined, and - the securing of the level crossing (10) is initiated at the point in time in question.

4. Method according to claim 3, characterised in that following reception of the confirmation, a movement authority extending beyond the level crossing (10) is determined by the stationary control device (30) and transmitted to the track-bound vehicle (20) as replacement for a previous movement authority ending ahead of the level crossing (10).

5. Method according to one of the preceding claims, characterised in that the strike-in point is determined by the stationary control device (30) while additionally taking into account a speed profile that is possible for a further approaching of the track-bound vehicle (20) to the level crossing (10).

6. Method according to claim 5, characterised in that the speed profile possible for the further approaching of the track-bound vehicle (20) to the level crossing is determined by the stationary control device (30) based on acceleration curves which take into account the received vehicle data.

7. Method according to one of the preceding claims, characterised in that the strike-in point is determined by the stationary control device (30) taking into account a delay time in the securing of the level crossing (10).

8. Method according to one of the preceding claims, characterised in that the vehicle data is received and the strike-in point is determined on a continuous basis.

9. Method according to one of the preceding claims, characterised in that a communication channel (61, 62) of the train control system is used for transmitting the vehicle data received by the stationary control device (30) from the track-bound vehicle (20).

10. Method according to one of the preceding claims, characterised in that the strike-in point is checked for validity on the part of the stationary control device (30) based on sensor data acquired by at least one trackside sensor device (80).