Preventing collision of a railway vehicle at a junction in a cbtc system

Abstract

The invention relates to a computer-implemented method for preventing a collision of a rail vehicle at a junction. The method comprises the following steps: providing model data of a railway network, wherein the model data of the railway network comprises the data of a first edge and a second edge as well as a junction and, in particular, a safety distance (5), wherein the first edge and the second edge are connected by the junction and the safety distance (5) is, in particular, located on an edge, wherein, in particular, the safety distance (5) is adjacent to or surrounds the junction; receiving a request for the reservation of a route for a rail vehicle on a CBTC control module (12); determining a desired route (10) for the rail vehicle, wherein the route is located on at least one edge.and wherein the route is located in front of the rail vehicle in the direction of travel and is dimensioned at least such that the rail vehicle can be braked within the length of the route, in particular braked substantially without jerking, sending the data of the desired route (10) to a CBTC track module (13) to check whether an end of the desired route (10) lies within a safety distance (5) of a junction.

Description

[0001] The present invention relates to a computer-implemented method for preventing a collision of a rail vehicle at a junction, a CBTC track module for data processing, a system comprising a CBTC track module, a CBTC guidance module and an on-board CBTC module, a computer program product and a computer-readable storage medium.

[0002] Communication-based train control (CBTC) systems are used for train control and safety. In such a CBTC system, bidirectional data communication takes place between the onboard CBTC module, a CBTC trackside module, and a CBTC control module. This allows trains to operate at varying distances from one another, enabling efficient use of the rail network. Such CBTC systems are well-established.

[0003] The article “Solutions for automated driving in local public transport” from the trade journal SIGNAL+DRAHT (issue 06 / 2017) provides an overview of the technology used in the automation of rail transport.

[0004] The 1999 standard «IEEE Standard for Communications-Based Train Control (CBTC) Performance and Functional Requirements» reveals performance and functional requirements for continuous, automatic train control systems.

[0005] Document WO 2022 / 020685 A1 discloses a method for moving a vehicle system comprising a large number of vehicles.

[0006] Existing CBTC systems have the disadvantage that rail vehicles can also come to a standstill within the vicinity of a junction. This is problematic because conflicts with other rail vehicles can arise, particularly in the area of ​​junctions.

[0007] The object of the invention is therefore to overcome the disadvantages of the prior art and in particular to create a method, CBTC track module for data processing, system comprising a CBTC control module, a CBTC track module and an on-board CBTC module, computer program product and a computer-readable storage medium, in which the rail vehicles cannot come to a stop in the area of ​​a junction.

[0008] The object of the invention is achieved by a computer-implemented method for preventing a collision of a rail vehicle at a junction, a CBTC track module for data processing, a system comprising a CBTC control module, a CBTC track module and an on-board CBTC module, a computer program product and a computer-readable storage medium according to the independent claims.

[0009] In particular, the problem is solved by a computer-implemented method for preventing a collision of a rail vehicle at a junction. The method comprises the steps defined in claim 1. The following steps may also be included: Providing model data of a railway network, wherein the model data of the railway network includes the data of a first edge and a second edge, as well as a node. The model data may also include a safety distance. The first edge and the second edge are connected by the node. The safety distance may lie on an edge. The safety distance may be adjacent to or encircle the node. Receiving a request for the reservation of a route for a rail vehicle on a CBTC control module. Determining a desired route for the rail vehicle, wherein the route lies on at least one edge, and wherein the route is located in front of the rail vehicle in the direction of travel and is dimensioned at least such that the rail vehicle can be braked within the length of the route. The rail vehicle may be able to be braked smoothly.Sending the data of the desired route to a CBTC route module to check whether one end of the desired route lies within a safe distance of an intersection.

[0010] By maintaining a safety distance at the junction, it is ensured that a rail vehicle cannot come to a stop within the junction area. This method thus prevents rail vehicles from stopping within the junction area. As a result, in the event of a conflict, rail vehicles maintain a certain distance from the junction, allowing other rail vehicles to pass through the junction unimpeded. This significantly reduces the probability of collisions between two rail vehicles and accidents at the junction, thereby increasing the efficiency and safety of the rail network operated using this method.

[0011] The safety distance can include a flank protection zone and an overrun path. From the perspective of the rail vehicle in the direction of travel towards the intersection, the overrun path is located in front of the flank protection zone. A rail vehicle's route reservation request on a CBTC control module can be received by the CBTC control module via a wired or wireless communication device. It is also possible for the communication device to be both wired and wireless. The route ahead of the rail vehicle is dimensioned so that the rail vehicle can be braked within its length, and in particular, can be braked essentially without jerking. The route can therefore have a fixed length, dimensioned based on the maximum speed of the rail vehicle. It is also possible to dimension the route based on the maximum line speed.It is also possible that the route is measured continuously or at short intervals based on the actual speed of the rail vehicle.

[0012] The transmission of data for the desired route to a CBTC track module can be wired or wireless. A combination of wired and wireless communication is also possible. The CBTC track module, the CBTC control module, and the onboard CBTC module can therefore include communication devices for sending and / or receiving information, such as an antenna or a leeky feeder cable, particularly for bidirectional communication.

[0013] In this process, the node can be a connection between the first edge, the second edge, and a third edge. It is also possible for the node to be a connection between the first edge, a second edge, a third edge, and a fourth edge. It is also possible for further edges to be connected to the node.

[0014] This has the advantage that the method is applicable to all common rail networks. The method can therefore be applied to networks with single switches, double switches, or crossover switches. If the method is to be applied to a standard rail network, it is not necessary to modify the switches or the track structure.

[0015] It is possible for a node to lie between a first edge and a second edge. A node does not necessarily have to, but can, represent a switch in a track network. A node can also divide the representation of a track into several segments, which then become the edges.

[0016] In this process, the route can include at least one value each for an edge, a starting point, and an endpoint.

[0017] The values ​​define both the location of the track and the direction of travel of the rail vehicle on the track. This allows the procedure to be carried out extremely precisely and efficiently.

[0018] It is possible for the route to encompass values ​​from multiple edges. In this case, the route lies on multiple edges. The start and end points of the route each then also have a value from one of these edges. This defines which edges the route lies on, and where the route starts and ends.

[0019] The problem according to claim 1 is solved by a computer-implemented method for preventing a collision of a rail vehicle at a junction, in particular by a method as described above. The method comprises the following steps: Receiving data of a desired route from the CBTC control module on a CBTC track module; providing model data of a railway network on the CBTC track module, wherein the model data of the railway network comprises the data of a first edge and a second edge as well as a node and a safety zone, wherein the first edge and the second edge are connected by the node and the safety zone lies at least partially on an edge, wherein the safety zone adjoins or surrounds the node; providing data for reserved routes, in particular on the CBTC track module; comparing the data of the desired route with the data for the safety zone and in particular the reserved routes.Performing a route conflict check: If the desired route does not end in a safety zone and, in particular, does not overlap with a reserved route, the route is set as clear for the rail vehicle, and a movement authorization is sent to the rail vehicle, specifically to an onboard CBTC module. If the desired route ends in a safety zone and / or, in particular, overlaps with a reserved route, a movement prohibition is sent to the rail vehicle, specifically to an onboard CBTC module.

[0020] Such a procedure is straightforward and efficient to implement. It ensures that rail vehicles cannot collide with each other. This applies to both junctions and open track sections, resulting in a very high level of safety for rail traffic on a network operated using this method.

[0021] The CBTC track module can receive data for a desired route from the CBTC control module via wireless or wired communication. A combination of wired and wireless communication is also possible. The reserved route data can include routes of other rail vehicles. The reserved route data can also essentially include all routes that are cleared on the rail network at the relevant time.

[0022] The safety distance data can include, for example, values ​​for the edge on which the safety distance lies, as well as the start and end points of the safety distance. This allows the edge on which the safety distance lies to be identified, and the start and end points of the safety distance to be identified on that edge.

[0023] It is also possible for the safety distance to encompass values ​​from two edges. In this case, the safety distance lies on both edges. The two edges on which the safety distance lies can be adjacent to a node. Then the safety distance passes through the corresponding node. The data for the reserved routes can include values ​​for the edge on which the route lies, as well as the start and end points of the route. This makes it always clear which edge the route lies on and where its start and end points are located. It is also possible for the route to encompass values ​​from two or more edges. The route start and end points also indicate the direction of travel of the rail vehicle. Furthermore, it is possible for the route to be arranged across a multitude of edges and nodes.

[0024] When comparing the data of the desired route with the data for the safety distance and, in particular, the reserved route, it is possible to first check whether the values ​​of the edges of the desired route, the safety distance, and the reserved routes match. If the values ​​match, the route start and end values ​​can then be compared with the safety distance start and end values, as well as the reserved route start and end values.

[0025] If the starting point or endpoint of a desired route lies within the safety distance zone (i.e., the area between the starting point and endpoint of the safety distance), the desired route will not be released. The same applies if the starting point or endpoint of a desired route lies within a reserved route zone (i.e., the area between the starting point and endpoint of a reserved route).

[0026] Communication between the CBTC track module and the rail vehicle can be wireless or wired. It is also possible for communication to be a hybrid of a wired and a wireless system.

[0027] In these procedures, the CBTC track module can receive the position data of the rail vehicle.

[0028] This allows the CBTC track module to process the rail vehicle's position data. The process can then be executed efficiently and precisely. The rail vehicle's position data can include, for example, geographic location data. It can also include the edge on which the rail vehicle is located and a track kilometer marker. Alternatively, the position data can consist of a geographic location, the edge on which the rail vehicle is located, and a track kilometer marker. Furthermore, the position data can include additional information, such as the rail vehicle's current speed and direction of travel.

[0029] In this process, the position data of the rail vehicle can be compared with at least one value of the released route. The route can then be released if the rail vehicle's position data lies outside the released route. The released routes that the rail vehicle has been traveling on are then released after it leaves the route. It is also possible for a release signal to be sent to the rail vehicle when the released route is released. This release signal can be sent to the onboard CBTC module.

[0030] The release signal to the rail vehicle can be transmitted wirelessly or via cable. A combination of wired and wireless communication is also possible. The rail vehicle's position data can include the edge on which the rail vehicle is located, and this edge is compared to the edge of the released route. If the data do not match, the released route can be released. Alternatively, the rail vehicle's position data can include both the edge on which the rail vehicle is located and a track kilometer, and this data can be compared to the released route data.

[0031] The procedure can determine at least one required switch setting for a railway turnout on the cleared route. Furthermore, the actual switch setting can be received. If the required switch setting does not correspond to the actual switch setting, a signal can be sent, triggering an adjustment of the switch setting.

[0032] This method makes it possible to set switches on a railway network according to the routes and thus to steer trains.

[0033] The signal from the track switch and the signal to the track switch can be transmitted via cable or wirelessly. A combination of wired and wireless communication is also conceivable.

[0034] The process may additionally include the following steps: Receiving a route clearance from a CBTC track module, optionally displaying the clearance on a display device of the onboard CBTC module, optionally enabling the vehicle's controls for control commands from a train driver, in particular, sending the vehicle's position to a CBTC control module and / or to a CBTC track module.

[0035] This method allows for the efficient and safe control of a rail vehicle. The optional display of the clearance status on one of the indicators of the onboard CBTC module makes operation of the rail vehicle extremely straightforward and simple for the driver. This minimizes human error in train operation. By enabling the vehicle's controls to receive commands, it is ensured that a driver can only operate the vehicle when the route is clear. This also prevents or minimizes human error in train operation. The result is extremely high efficiency and safety for all rail traffic handled by this method.

[0036] It is possible for the release signal to be displayed on a display unit of the onboard CBTC module in the driver's cab of the rail vehicle that faces the direction of travel. It is also possible for the release signal to be displayed on display units of the onboard CBTC module in both driver's cabs.

[0037] In this procedure, upon receiving a travel ban from the CBTC track module, the travel ban can be displayed on the display of the onboard CBTC module. It is possible that automatic braking of the rail vehicle will be triggered simultaneously.

[0038] This method ensures that rail vehicles can be operated extremely efficiently and safely on a rail network. By displaying the travel restriction in the direction indicated on the indicator, it is extremely easy for a train driver to recognize the restriction. This minimizes human error.

[0039] It is possible for the driving ban to be displayed visually. It is also possible for the driving ban to be displayed audibly. It is also possible for the driving ban to be displayed both audibly and visually. It is possible for the operating controls of the rail vehicle to be electronically locked to prevent the driver from responding to commands. In this case, the controls of the rail vehicle can still be moved, but the rail vehicle will not execute the commands. It is also possible for the operating controls of the rail vehicle to be physically locked. In this case, the driver cannot move the controls of the rail vehicle.

[0040] The display device can be digital. It can also include one or more light sources. It is also possible for the display device to include speakers. Automatic braking of the rail vehicle can be performed in such a way that the rail vehicle decelerates essentially without jerking, and thus comfortably for the rail vehicle passengers. It is also possible for automatic braking to result in the rail vehicle performing a full emergency stop. The intensity of the braking can depend on the speed of the rail vehicle. The speed of the braking can also depend on the nature of any conflicts on the rail network or whether the conflict is very close to the current location of the rail vehicle.

[0041] The object of the invention is further achieved by a CBTC track module comprising means for carrying out the steps of the method as described above.

[0042] The advantages of the CBTC route module correspond to the advantages of the previously described method.

[0043] The object of the invention is further achieved by a system comprising a CBTC control module as described above and an onboard CBTC module as described above. The system also includes a CBTC track module as described above. The system combines the advantages of the methods described above. This makes it possible to operate a railway network efficiently and safely.

[0044] The object of the invention is further achieved by a computer program product comprising instructions which, when the program is executed by a computer, cause it to perform the steps of the method as described above.

[0045] The advantages of the computer program product correspond to the advantages of the previously described method.

[0046] The invention is further solved by a computer-readable storage medium comprising instructions which, when executed by a computer, cause it to perform the steps of the method as described above.

[0047] The advantages of the computer-readable storage medium correspond to the advantages of the previously described method.

[0048] At points and crossings, it must be ensured that a passing rail vehicle is not endangered by another rail vehicle approaching from a different track. This is called "flank protection." To achieve this, it must be ensured that the flank protection zone of a rail vehicle is not violated, meaning that the necessary area is clear to allow a train to safely pass the point or crossing. The flank protection zone is part of a safety distance. The safety distance comprises a flank protection zone and an overrun distance.

[0049] Since a CBTC system no longer contains signals that implicitly indicate the start and end of a route, and since routes are continuously cleared and re-requested as the rail vehicles move due to the "pure moving block" principle, it is not automatically guaranteed that a route will not end in a flank protection zone. This is ensured in conventional CBTC systems through complex control routines.

[0050] A CBTC system is a train control system that is able to determine the position of trains with high accuracy based on a bidirectional communication link to the respective trains, without using trackside equipment, and thus ensures the safety of train traffic.

[0051] The object of the present invention is therefore to overcome the disadvantages of the prior art and to ensure that flank protection areas are not violated when setting up driving routes, whereby a simple implementation is possible and no active flank protection search and assurance is necessary.

[0052] The task is solved by a method for setting routes and a CBTC system according to the independent claims.

[0053] A safety distance is defined along track sections, particularly at switch points. Routes are set so that they always end at a distance greater than zero before the safety distance of a switch point or extend beyond the safety distance on the point in the direction of travel. Routes are dynamically released at the rear of the train, meaning the section of track already traversed by the train is cleared again.

[0054] A route must therefore not end within a safety distance. It must end before or extend beyond the safety distance. At crossings, this is the safety distance of the second switch arm being used. Together with the basic rule that routes must not overlap, this ensures that all conceivable conflicts when reserving routes at switches are covered.

[0055] The procedure therefore includes the steps of defining a safety distance along at least one track section and setting a route such that it ends outside the safety distance.

[0056] The safety distance for simple turnouts with a branch track leading from a main track extends from the frog of the turnout along the diverging track sections of the turnout, i.e., along the straight and diverging branches. For other turnout types, e.g., curved, triple, or crossover turnouts, the same applies. In the case of a crossover turnout, therefore, four safety distances are defined.

[0057] The safety distance includes a flank protection area and a slip-through path.

[0058] The flank protection zone is determined at least by the intersection of the clearance profiles of the track branches. The overrun distance is determined in a known manner.

[0059] From a database perspective, this can be implemented as follows: The track model is represented as a graph consisting of nodes and edges. The nodes represent switches and crossings (with more than two edges at a node), but track sections can also be subdivided by nodes (two edges at a node). This means that a track does not necessarily have to be an edge. The track can be divided into N edges with N-1 nodes, for example, to represent different permitted speeds or gradients. A route is a connected list of at least edges or parts of edges that lead from the starting point to the endpoint of the route. It is only valid in the listed direction and must be continuous.

[0060] To reduce storage and processing requirements, the start of the safety distance is stored as an offset to the connecting node of the respective edge. The safety distance therefore does not constitute a separate object in the track model's database, but is a property of the assigned edge.

[0061] The CBTC system can comprise at least one rail vehicle equipped with an onboard CBTC module and a CBTC interlocking system with a CBTC control module, wherein the onboard CBTC module is in communication link with the CBTC control module and the CBTC control module is configured to set a route such that it ends outside a safety distance and to communicate it to the vehicle.

[0062] Figure 1This shows the case of a simple turnout connecting the first track 6, the second track 7, and the third track 8. Starting from the turnout point 1, a safety distance 5 is defined along both the straight branch (first track 6) and the diverging branch (second track 7). The safety distance 5 comprises the flank protection zone 3 and the overrun distance 4. The location of the safety sign 2 is shown only for reference to classic systems with trackside signaling equipment; in a pure CBTC system, it is unnecessary and not present.

[0063] Figure 2 This illustrates the hypothetical case of a route not being released: The route not being released, 10, ends within the safety distance 5 of the straight switch arm. Such a route would not be assigned by the CBTC interlocking logic.

[0064] Figure 3This illustrates the case of a cleared route 11: The cleared route 11 extends beyond the safety distance 5 of the straight switch arm. Since any further route along the diverging switch arm of the second track 7 must not end within its safety distance and also must not lead to the third track 8, as this is already occupied by the first route, flank protection for the first route is ensured.

[0065] To ensure that set routes do not violate the flank protection area of ​​adjacent track sections, a safety distance (5) is defined along switch branches within which no route may end.

[0066] This ensures that flank protection zones are not violated when setting up driving routes, allowing for simple implementation and eliminating the need for active flank protection search and assurance.

[0067] Method for setting routes, characterized in that it comprises the following steps: Defining a safety distance along at least one track section, setting a route so that it ends outside the safety distance.

[0068] In the procedure described above, a safety distance can be defined along each of the branching track sections of a switch.

[0069] In the procedure as described above, the safety distance can include a flank protection area and a slip-through path.

[0070] CBTC system for carrying out the procedure as described above, wherein the system comprises at least one rail vehicle having an on-board CBTC module and a CBTC control module, wherein the on-board CBTC module is in communication link with the CBTC control module and wherein the CBTC control module is configured to set a route such that it ends outside a safety distance and to communicate it to the vehicle.

[0071] The invention is explained in more detail in the following figures. These show: Figure 1: A turnout connecting three tracks with two safety distances; Figure 2: A turnout connecting three tracks with a route not cleared; Figure 3: A turnout connecting three tracks with a route cleared; Figure 4: A flowchart of a procedure on a CBTC control module, a CBTC track module, and an onboard CBTC module; Figure 5: A flowchart of a procedure on a CBTC control module; Figure 6: A flowchart of a procedure on a CBTC track module; Figure 7: A flowchart of a procedure on an onboard CBTC module.

[0072] Figure 1Figure 9 shows a switch 9 connecting a first track 6, a second track 7, and a third track 8, and has two safety distances 5. The switch 9 has a switch point 1. The first track 6 and the second track 7 each have a safety distance 5. The safety distance 5 consists of the flank protection zone 3 and the overrun distance 4. The safety sign 2 is positioned between the flank protection zone 3 and the overrun distance 4.

[0073] Figure 2 Figure 9 shows a turnout connecting a first track 6, a second track 7, and a third track 8, and has two safety distances 5 and a desired route 10. The desired route 10 lies within the safety distance 5. In this case, the desired route 10 is not set or released. The turnout 9 has a turnout point 1. Identical reference symbols denote the same components.

[0074] Figure 3 Figure 9 shows a turnout connecting a first track 6, a second track 7, and a third track 8, and has two safety distances 5 and a cleared route 11. The cleared route 11 lies on the first track 6 and the third track 8. The cleared route 11 leads from the first track 6, via the turnout point 1, to the third track 8. Identical reference symbols denote the same components.

[0075] Figure 4 Figure 1 shows a flowchart of a procedure on a CBTC control module 12, a CBTC track module 13 and an onboard CBTC module 14. The following procedure steps are shown. A: The onboard CBTC module 14 sends a route reservation request to the CBTC control module 12. B: The CBTC control module 12 receives the request from the onboard CBTC module 14. C: The CBTC control module 12 determines the requested route (not shown). D: The CBTC control module 12 then sends the route data (not shown) to the CBTC route module 13. E: The CBTC route module 13 receives the route data from the CBTC control module 12. F: The CBTC route module 13 checks whether the requested route (not shown) lies within the safety distance (not shown). L: If so, the CBTC route module 13 does not set the route. G: If this is not the case, the CBTC route module 13 checks whether the desired route (not shown) lies within the area of ​​an already reserved route.H: If this is not the case, the route is set and released by the CBTC route module 13. I: The CBTC route module 13 then sends the release to the onboard CBTC module 14. J: The onboard CBTC module 14 receives the release from the CBTC route module 13. K: The onboard CBTC module 14 displays the release to a train driver. L: If the desired route (not shown) lies within the area of ​​a reserved route (not shown), the CBTC route module 13 does not set the route. M: Then the CBTC route module 13 sends a prohibition to the onboard CBTC module 14. N: The onboard CBTC module 14 receives the prohibition. O: The onboard CBTC module 14 then displays the prohibition to a train driver.

[0076] Figure 5 This shows a flowchart of a procedure on a CBTC control module 12. The following procedure steps are shown.

[0077] B: The CBTC control module 12 receives the request from the onboard CBTC module (not shown). C: The CBTC control module 12 determines the desired route (not shown). D: The CBTC control module 12 then sends the data of the desired route (not shown) to the CBTC track module (not shown).

[0078] Figure 6 This shows a flowchart of a procedure on a CBTC track module 13. The following procedure steps are shown.

[0079] E: The CBTC route module 13 receives the data for the desired route from the CBTC control module (not shown). F: The CBTC route module 13 checks whether the desired route (not shown) ends within the safety distance (not shown). L: If so, the CBTC route module 13 does not set the route. M: Then the CBTC route module 13 sends a prohibition signal to the onboard CBTC module 14. G: If this is not the case, the CBTC route module 13 checks whether the desired route (not shown) lies within the area of ​​an already reserved route. H: If this is not the case, the route is set and released by the CBTC route module 13. I: Subsequently, the CBTC route module 13 sends the release signal to the onboard CBTC module (not shown). L: If this is the case, the CBTC route module 13 does not set the route.M: Then the CBTC route module 13 sends a driving prohibition to the onboard CBTC module (not shown).

[0080] Figure 7 Figure 1 shows a flowchart of a procedure on an onboard CBTC module 14. The following procedure steps are shown.

[0081] N: The onboard CBTC module 14 receives the movement prohibition from a CBTC track module (not shown). O: The onboard CBTC module 14 then displays the movement prohibition to a train driver. J: The onboard CBTC module 14 receives the clearance from the CBTC track module (not shown). K: The onboard CBTC module 14 displays the clearance to a train driver.

Claims

1. Computer-implemented method for preventing a collision of a rail vehicle at a junction point, comprising the following steps: - receiving data of a desired route (10) from a CBTC control module (12) at a CBTC wayside module (13), - providing model data of a rail track network at the CBTC wayside module (13), wherein the model data of the rail track network comprises the data of a first edge and a second edge as well as a junction point and a safety distance (5), wherein the first edge and the second edge are connected by the junction point and the safety distance (5) is located at least partially on an edge, wherein the safety distance (5) adjoins or encloses the junction point, - providing data for reserved routes, in particular at the CBTC wayside module (13), - comparing the data of the desired route (10) with the data for the safety distance (5) and in particular the reserved routes, - carrying out a route conflict check: if the desired route (10) does not end in the safety distance (5) and in particular the desired route (10) does not overlap with a reserved route, setting the cleared route (11) for the rail vehicle and sending a movement authority to the rail vehicle, in particular to an onboard CBTC module (14), if the desired route (10) ends in the safety distance (5) and / or if the desired route (10) overlaps with a reserved route, sending a movement prohibition to the rail vehicle, in particular to an onboard CBTC module (14).

2. Method according to claim 1, characterized in that the CBTC wayside module (13) receives the position data of the rail vehicle.

3. Method according to claim 2, characterized in that the position data of the rail vehicle are compared with at least one value of the cleared route (11) and the cleared route (11) is released and in particular a release signal is sent to the rail vehicle, in particular the onboard CBTC module (14), if the position data of the rail vehicle are outside the cleared route (11).

4. Method according to any one of claims 1 to 3, characterized in that at least one required switch setting of a rail switch on the cleared route (11) is determined and an actual switch setting is received and, if the required switch setting does not correspond to the actual switch setting, a signal is sent which triggers an adjustment of the switch setting.

5. Computer-implemented method according to any one of the preceding claims, comprising the following steps: - receiving a request for the reservation of a route of a rail vehicle at a CBTC control module, - determining the desired route (10) for the rail vehicle, wherein the route is located on at least one edge, and wherein the route is located in front of the rail vehicle in the direction of travel and is at least dimensioned such that the rail vehicle can be braked within the length of the route, in particular can be braked substantially smoothly, - sending the data of the desired route (10) to the CBTC wayside module (13).

6. Computer-implemented method according to claim 1, characterized in that the junction point is a connection of the first edge, the second edge and a third edge and in particular a fourth edge.

7. Computer-implemented method according to claim 1, characterized in that the desired route (10) comprises at least one value each for an edge, a start point and an end point.

8. Computer-implemented method for preventing a collision of a rail vehicle at a junction point, according to any one of the preceding claims, comprising the following steps: - receiving a clearance for the route from the CBTC wayside module (13), - sending the rail vehicle position to the CBTC control module (12) and / or to the CBTC wayside module (13).

9. Method according to claim 8, characterized in that upon receiving the movement prohibition from the CBTC wayside module (13), the movement prohibition is displayed on the display device of the onboard CBTC module (14) and / or an automatic breaking of the rail vehicle is triggered.

10. CBTC wayside module (13) for data processing comprising means for carrying out the steps of the method according to any one of claims 1 to 4.

11. System comprising a CBTC control module (12), an onboard CBTC module (14) and a CBTC wayside module (13) according to claim 10.

12. Computer program product, comprising instructions which, when the program is executed by a computer, cause the computer to carry out the steps of the computer-implemented method according to any one of claims 1 to 9.

13. Computer-readable storage medium, comprising instructions which, when executed by the computer, cause the computer to carry out the steps of the computer-implemented method according to any one of claims 1 to 9.

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