Method and system for controlling a sanding process

Abstract

The invention relates to a method for controlling a sanding process of a sanding system (3) of a rail vehicle (1) during the travelling thereof on a route, comprising the following steps: providing a route map (K) of the travelled route (T) with different sanding authorisations on different route sections (X, Y, Z), wherein at least one permission for sanding the route section (X, Y, Z) or a ban on sanding the route sections (X, Y, Z) is provided as the sanding authorisation for a route section; determining the position of the rail vehicle (1) on the route (T) during the journey; determining, by means of the determined position, in which route section (X, Y, Z) of the route map (K) the rail vehicle (1) is located and which sanding authorisation is associated with the relevant route section (X, Y, Z) and generating sanding information (S) based on the determined sanding authorisation; and controlling the sanding system (3) of the rail vehicle (1) according to said sanding information (S). The invention also relates to a corresponding system, a rail vehicle and an electronic route map.

Description

[0001] Method and system for controlling sanding

[0002] The invention relates to a method and a system for controlling the sanding of a sanding system of a rail vehicle while it is traveling on a track. Furthermore, the invention relates to a rail vehicle and an electronic track map.

[0003] In railway technology, small amounts of sand are applied in front of the wheels of driven and / or braked axles to improve friction and thus the power transmission between wheel and rail. However, there are certain sections of the rail network where sanding is not permitted, or only above a certain speed threshold, to avoid negatively affecting trackside safety systems.

[0004] When operating the vehicle, it must be ensured that sanding is permitted. The rail vehicle must therefore be in a permitted section of the line or in an area where sanding is permitted above a certain speed threshold and its speed exceeds this speed threshold. In this regard, the train driver (hereinafter referred to simply as the "vehicle driver") must ensure that sanding is not used in "prohibited" areas or in an improper manner. If this does happen, the vehicle driver must report this to an operations control center. This center will then decide on further measures, such as cleaning the rails.

[0005] It is an object of the present invention to provide an alternative, more convenient method and a corresponding system for controlling sanding of a sanding system of a rail vehicle while it is traveling on a track, with which the disadvantages described above are avoided and in particular enables a rule-compliant, automated sanding.

[0006] This object is achieved by a method according to patent claim 1, a system according to patent claim 11 and a rail vehicle according to patent claim 12 as well as an electronic route map according to patent claim 13.

[0007] The method according to the invention is used to control the sanding of a sanding system of a rail vehicle while it is traveling on a track. The method does not necessarily have to control the sanding system itself with direct commands, but can also control a control unit of the sanding system or be implemented in such a control unit. However, it can also be implemented in a unit between such a control unit and the sanding system and allow or block sanding commands from this control unit to pass through to the sanding system. The method comprises the following steps:

[0008] - Providing a route map of the route being travelled with different sanding authorizations on different route sections, whereby the sanding authorization for each route section is at least a permission to sand the route section or a prohibition to sand the route section (it is possible to choose between these and, if necessary, other options for sanding authorization),

[0009] - Determining the position of the rail vehicle on the track while driving,

[0010] - Determine, using the determined position, in which section of the route map the rail vehicle is located and which transmission authorization is assigned to the relevant section of the route, and generate a

[0011] Sanding information based on the determined

[0012] Authorization to send,

[0013] - Control the sanding system of the rail vehicle according to this sanding information.

[0014] Basically, route maps are familiar. However, route maps are used here which have different sanding authorizations, whereby "sanding authorization" (or "sanding approval information") means information as to whether sanding authorization exists or not, or possibly conditionally. A number of different route sections have these sanding authorizations, i.e. whether sanding is prohibited, permitted, or possibly permitted with conditions. At the very least, it must be clear whether sanding a route section is permitted (e.g., the sanding authorization: "sanding freely permitted") or whether sanding is prohibited (e.g., the sanding authorization: "sanding prohibited"). For example, on this route map, different route sections can be marked with different symbols, e.g., a color marking or an electronic label. If there are conditions for a permit (e.g.,"Sanding permitted from 25 km / h"), a limit value should be linked to the section of road in question, in particular a limit value for a speed.

[0015] In general, a list indicating which sanding authorizations are possible is advantageous. This list should at least include information indicating permission and prohibition for sanding. It can also contain a conditional permission for sanding, e.g., above a certain speed. It should also clarify what should happen if no information exists for a section of the route, e.g., whether sanding is permitted or prohibited.

[0016] Provision can be made once, e.g., at the start of the journey, or multiple times, with wireless data transmission being preferred. Provision can be made from a control center.

[0017] Determining the position of a rail vehicle on the track while in motion is well known. For example, sensors (e.g., beacons) along the track can indicate this, or the rail vehicle itself can determine it, e.g., by calculating a GPS position. Existing technology can be used for this purpose, such as that already used to release track sections or to receive signal information.

[0018] From the determined position, the section of the route map on which the rail vehicle is located at a specific time can be determined. Since the route map contains location-resolved sanding authorizations, it can be determined whether or not sanding authorization exists at the rail vehicle's position. It should be noted that sanding authorizations do not have to be assigned to the entire route. In addition to "permitted" and "prohibited", the status "unknown" can also exist, whereby a default setting can be defined as to whether sanding is permitted there or not.

[0019] After determining which sanding authorization exists at the rail vehicle's position, the sanding information is generated. The sanding information can correspond to the sanding authorization data (e.g., "sanding permitted," "sanding prohibited," or "conditionally permitted"), but also to control commands for a sanding system (e.g., a control signal on a control line). It should be noted that the sanding authorizations can already be present in the form of control commands.

[0020] The rail vehicle's sanding system can then be controlled based on the generated sanding information. Since there should usually be a reason for sanding, this control can be implemented in practice such that a manually or automatically generated sanding command is only executed if sanding is permitted at the rail vehicle's current position (based on the sanding information) or if special circumstances exist (e.g., a manual override).

[0021] The system according to the invention for controlling a sanding of a sanding system of a rail vehicle while it is traveling on a track, preferably by means of the method according to the invention, comprises the following components:

[0022] - a data interface designed to receive a route map of the route travelled with different sanding authorizations on different route sections, wherein at least a permission to sand the route section or a prohibition to sand the route section is specified as the sanding authorization for a route section.

[0023] - a positioning unit designed to determine the position of the rail vehicle on the track while it is moving,

[0024] - a sanding determination unit designed to determine, by means of the determined position, in which section of the route map the rail vehicle is located and which sanding authorization is assigned to the relevant section of the route, and to generate sanding information based on the determined sanding authorization,

[0025] - a control unit designed to control the sanding system of the rail vehicle in accordance with this sanding information.

[0026] The data interface can, for example, comprise or be connected to a radio receiver. The route map with the transmission authorizations can, for example, be received as a data set using known wireless transmission methods. However, it can also already be present in a storage unit of the rail vehicle and read from the storage unit via an internal data interface.

[0027] The positioning unit can be, for example, a radio position receiver, particularly a GPS receiver, or a receiver for information from beacons on the track. In principle, already known devices can be used for this purpose.

[0028] The sanding determination unit is a unit that uses the data from the positioning unit and the received route map and, from the determined position, determines the section of the route map in which the rail vehicle is located and which sanding authorization is assigned to the relevant section of the route. It is also used to generate sanding information based on the previously determined sanding authorization. The sanding determination unit can be a single module or a combination of two or more modules. For example, it can include an individual module that generates the sanding information.

[0029] The control unit can be a known control unit for sanding, which has been modified according to the invention. However, it can also be a control unit that is connected downstream of a sanding control system and decides whether a sanding command reaches the sanding system ("sanding permitted") or not ("sanding prohibited").

[0030] The rail vehicle according to the invention comprises a system according to the invention or a control unit designed for operation in a system according to the invention. The control unit must therefore allow control based on the sanding information. In a preferred rail vehicle, the method according to the invention is used for sanding control.

[0031] The electronic route map according to the invention comprises different sanding authorizations on different sections of a route and is designed for use in a method according to the invention.

[0032] The invention can be implemented in particular in the form of a computer unit, in particular in a control device, with suitable software. The computer unit can, for example, have one or more cooperating microprocessors or the like. In particular, it can be implemented in the form of suitable software program parts in the computer unit. A largely software-based implementation has the advantage that even computer units already used in multiple units or train sets or in their carriages can be easily retrofitted by means of a software or firmware update in order to operate in the manner according to the invention.In this respect, the object is also achieved by a corresponding computer program product with a computer program that can be loaded directly into a memory device of a computer unit, with program sections for carrying out all steps of the method according to the invention when the program is executed in the computer unit. Such a computer program product can, in addition to the computer program, optionally comprise additional components such as, for example, documentation and / or additional components, including hardware components such as, for example, hardware keys (dongles, etc.) for using the software.A computer-readable medium, such as a memory stick, a hard disk, or another portable or permanently installed data storage device, can be used for transport to the computer unit and / or for storage on or in the computer unit. The program sections of the computer program that can be read and executed by a computer unit are stored on this medium. Alternatively, the computer program can also be transmitted wirelessly.

[0033] Further, particularly advantageous embodiments and developments of the invention emerge from the dependent claims and the following description, wherein the claims of one claim category can also be developed analogously to the claims and description parts to form another claim category and, in particular, individual features of different embodiments or variants can be combined to form new embodiments or variants.

[0034] According to a preferred method, the route map is stored in electronic form in a memory unit of the rail vehicle. Alternatively or additionally, it can be retrieved by an operations control center or another location via data transmission, in particular by radio, or is retrieved in this way as part of the method. It can be provided by a control center or by beacons on the track and does not necessarily have to be complete. According to a preferred method, the position of the rail vehicle is determined by means of a radio positioning method, in particular GPS. Alternatively or additionally, it can be determined by means of beacons on the track.

[0035] It is preferred that the current position of the route traveled by the last beacon passed over is calculated, particularly in the case of disrupted or non-existent radio reception (e.g. GPS reception). For this purpose, the position of the beacons is particularly preferably stored in a route map in a memory unit of the rail vehicle, in particular the route map which also contains the transmission authorization. By comparing the position of the beacon with the position of the route section and the distance traveled since the last beacon, a current transmission authorization or the transmission information is then determined.

[0036] According to a preferred method, the rail vehicle transmits its current position to an operations control center. The operations center then determines which section of the route map the rail vehicle is located in. Information about the route section or a related transmission authorization, or transmission information generated from it, can then be sent to the rail vehicle.

[0037] According to a preferred method, the determination of which transmission authorization is assigned to the section of track in which the rail vehicle is located is carried out by an operations control center. Additionally, as already noted above, it is also preferred that the transmission information be generated by the operations control center. The transmission information is then sent to the rail vehicle. However, it should be noted that in the event of a radio interference, a (possibly additional) execution of the procedure in the rail vehicle is advantageous.

[0038] According to a preferred method, the route map includes route sections whose sanding authorization permits sanding at a speed above a speed threshold (e.g. > 25 km / h) and prohibits sanding at a speed below the speed threshold. This is therefore a conditional sanding authorization. For this purpose, the speed of the rail vehicle is preferably also measured. Sanding authorization is issued for the route sections in question if such a route section is traveled at a speed greater than a speed threshold specified for this route section. The speed threshold is preferably freely definable for each route section.

[0039] According to a preferred method, the sanding system of the rail vehicle is controlled in a special way: If sanding is to take place, this is compared with the sanding information and sanding takes place if the sanding information indicates that sanding is permitted. It does not take place if the sanding information indicates that sanding is prohibited. Alternatively or additionally, if sanding is activated manually, it is permitted if the sanding information indicates that sanding is permitted and not permitted if the sanding information indicates that sanding is prohibited. According to a preferred method, if there is a special sanding requirement, sanding is permitted by a predetermined control signal, even if the sanding information indicates that sanding is prohibited.Alternatively or additionally, it is preferred that a driver of the rail vehicle can initiate sanding with a control signal independently of the sanding information. It is preferred that before sanding, the rail vehicle sends a request for sanding approval to an operations control center, and sanding can only take place if the operations control center sends approval to the rail vehicle. In practice, this can happen, for example, in winter on a steep incline. In order to be able to start moving again after braking, sanding would be necessary in order to get the rail vehicle moving at all. Here, the advantage of being able to continue driving outweighs the disadvantage that cleaning is necessary afterwards. If the operations control center is automatically informed about the sanding, the operations control center already knows whether cleaning is necessary or not.

[0040] According to a preferred method, in the event of sanding, if the sanding information indicates that sanding is prohibited (i.e., if the prohibition is bypassed), a corresponding notification is always sent to an operations control center, indicating the location of the sanding. This also has the advantage that the operations control center knows whether and where cleaning is necessary.

[0041] According to a preferred method, sanding authorizations for different route sections are assigned (same or different) priorities. These priorities are particularly assigned to prohibitions for sanding, with the sanding information particularly preferably containing the corresponding

[0042] Priority includes (this sanding information is therefore used in addition to the options "sanding permitted" and "sanding prohibited"). In practice this means that sanding can indeed be prohibited, but there are different levels of prohibition and therefore different levels of bridging may have to be carried out. It is preferred that control commands for sanding are also assigned priorities which are comparable to the priorities of the sanding information. A sanding system is then controlled based on the component (which means the sanding information and / or the control command) with the higher priority. Here the control commands already include a certain "bridging function". A control command with a priority which reflects that sanding is absolutely necessary (e.g.because otherwise the rail vehicle cannot continue driving) can then be overridden by a ban that has only a low priority (i.e., more like "normally not sanding"). In this embodiment, a bridging mechanism is therefore implemented.

[0043] In the invention, the route network is divided into areas (route sections) in which the respective type of sanding is defined (sanding release information or sanding authorization). These can be, for example: "Sanding freely permitted", "Sanding prohibited", "Sanding only permitted above a certain speed threshold". A rail vehicle has a map of the route network stored in electronic form which contains the aforementioned information on the route sections. The system according to the invention calculates, on the basis of a position, e.g. GPS position, which it receives from a corresponding receiver, in which section of the route the rail vehicle is located and, on the basis of the sanding authorization, authorizes or prohibits sanding in the respective section of the route with the help of a corresponding calculation function.In the case of speed-dependent release, sanding is only released when this specified speed is reached.

[0044] Should the vehicle sand despite lacking clearance, e.g. due to a request from the driver, it is preferable that a corresponding notification with location information is automatically transmitted, e.g. using a mobile radio device, to the onshore IT infrastructure or the operations control center.

[0045] As an alternative to storing the sanding authorization on the rail vehicle, this information can preferably also be stored on appropriate servers on the landside. In this case, the vehicle continuously transmits its own (GPS) position to the landside. This determines the current sanding information based on the relevant route map and transmits it back to the rail vehicle, which uses this sanding information to calculate the sanding authorization.

[0046] Alternatively, in the event of disrupted or non-existent radio reception (e.g. GPS reception), the current vehicle position can preferably also be calculated based on the distance traveled from the last Euro balise. In this case, the position of the balises is also stored in the route map on the vehicle. The sanding release calculation calculates the current sanding release by comparing the position of the balise with the position of the sanding release section and the distance traveled since the last balise. In the event that, for operational reasons (e.g. starting on a hill), it is necessary to use the sanding system in an area without sanding release, the rail vehicle transmits a request for sanding release to the operations control center (e.g. using a mobile radio device). The control center checks the release and transmits the respective decision back to the vehicle.This sanding information is then given higher priority by the sanding clearance calculation than clearances previously calculated based on the map information.

[0047] The advantage of the invention is that the sanding authorization is calculated automatically. This can be used without the involvement of a vehicle driver. Any information to the shore side about unauthorized sanding is also sent automatically. Thus, the method is suitable for reducing costs and improving operational quality and safety. It is particularly advantageous and may even be necessary when vehicles are used without a driver.

[0048] The invention is explained in more detail below with reference to the accompanying figures using exemplary embodiments. In the various figures, identical components are provided with identical reference numerals. The figures are generally not to scale. They show:

[0049] Figure 1 shows a rail vehicle according to the invention on a track,

[0050] Figure 2 shows an example of a system according to the invention,

[0051] Figure 3 is a block diagram of a preferred

[0052] Method sequence. Figure 1 shows a rail vehicle 1 according to the invention on a route T which has three route sections X, Y, Z in which different transmission authorizations exist. The data for this route T, at least the information as to which transmission authorization applies to which route section X, Y, Z, can also be understood here as a route map K. Such an (electronic) route map K comprises different transmission authorizations on different route sections X, Y, Z.

[0053] In the rail vehicle 1, a driver F is shown who, if necessary, can control a sanding system 3 in the area of ​​the wheels and can thereby ensure that sand is released in front of the wheels onto the track T in order to achieve an improvement in acceleration or braking.

[0054] However, since sanding may be prohibited on a certain section of track, the position of the rail vehicle is determined using a positioning unit 5 or beacons. In the case illustrated here, a positioning unit 5 is represented in the form of a GPS receiver on the roof and in the form of a reading unit for beacons B in the area of ​​the wheels.

[0055] In order for the rail vehicle 1 to be able to carry out sanding according to the invention, it comprises a system 2 as shown in Figure 2. The sequence of the corresponding method is outlined in Figure 3.

[0056] Figure 2 shows a system 2 according to the invention for controlling sanding of a sanding system 3 of a rail vehicle 1 while it is traveling on a route. The system 2 comprises the following components: a data interface 4 designed to receive a route map K of the route being traveled with different sanding authorizations on different route sections X, Y, Z, wherein at least a permission to sand the route section X, Y, Z or a prohibition to sand the route section X, Y, Z is possible as a sanding authorization for a route section.

[0057] Two options for data interfaces are shown here, which can be alternative or combined. One is shown in the central box, which is intended to indicate a body of the system 2, and receives data from a route map K that is present in the system 2, e.g. in a storage unit (not shown here). The other is a radio receiver that can receive data from a route map K via radio (e.g. from an operations control center (not shown). It is advantageous if the system 2 receives the route map K via radio before a journey of the rail vehicle 1, stores it in a storage unit and can therefore always access the route map K, even in dead zones.

[0058] A positioning unit 5 is designed to determine the position of the rail vehicle 1 on the track during travel. Here, the positioning unit 5 is, for example, the GPS receiver shown in Figure 1.

[0059] A sanding determination unit 6 is designed to determine, using the determined position, in which route section X, Y, Z of the route map K the rail vehicle 1 is located and which sanding authorization is assigned to the relevant route section X, Y, Z, and to generate sanding information S based on the determined sanding authorization. Optionally, the sanding determination unit 6 can also receive speed data G of the rail vehicle 1 if there is a conditional sanding ban that is linked to a minimum speed.

[0060] The sanding information S is sent to a control unit 7, which is designed to control the sanding system 3 of the rail vehicle 1 with this sanding information S. This can be the normal control unit 7 of the sanding system 3, which has been modified according to the invention, or an additional control unit 7, which acts on the sanding system 3.

[0061] Figure 3 shows a block diagram of a preferred method sequence for a method according to the invention for controlling a sanding of a sanding system 3 of a rail vehicle 1 while it is traveling on a route T, such as shown in Figure 1.

[0062] In step I, a route map K of the route being traveled is provided. This route map K comprises several different route sections X, Y, Z with different sanding authorizations, whereby the sanding authorization for each route section can be at least a permission to sand section X, Y, Z or a prohibition to sand section X, Y, Z.However, the route map K can also include route sections X, Y, Z whose sanding authorization allows sanding at a speed above a speed threshold and prohibits it at a speed below the speed threshold, in which case the speed of the rail vehicle 1 is also measured in the course of the further procedure and sanding approval is given for a relevant route section X, Y, Z if this route section X, Y, Z is traveled through at a speed greater than a speed threshold specified for this route section X, Y, Z.

[0063] The route map K should be available before the trip, but can also be provided later. It can be provided, for example, as shown in Figure 2.

[0064] In step II, the position of rail vehicle 1 on the track is determined during travel. This can be done via GPS, as shown in Figure 1, or using beacons on the track.

[0065] In step III, the determined position is used to determine the track section X, Y, Z of the route map K in which rail vehicle 1 is located and which sanding authorization is assigned to the relevant track section X, Y, Z. In this example, an "x" indicates that sanding is prohibited in the current track section Y, to which the arrow points in step II.

[0066] In step III, a sanding information S is also generated based on the determined sanding authorization (here also an "x" for a prohibition of sanding).

[0067] In step IV, the sanding system 3 of the rail vehicle 1 is controlled according to this sanding information S .

[0068] The procedure can be carried out in the rail vehicle 1, in an operations control center or in both.

[0069] In emergencies or under special circumstances, sanding can occur despite a prohibition. For example, in the case of a special sanding requirement, sanding can be permitted by a predetermined control signal, even if the sanding information S indicates that sanding is prohibited. A driver F of the rail vehicle 1 can, for example, initiate sanding with a special control signal regardless of the sanding information S, e.g., if the rail vehicle 1 can no longer start moving without sanding.

[0070] In this regard, transmission authorizations for different route sections X, Y, and Z can be assigned different priorities, at least in the case of transmission prohibitions. Control commands for transmission can also have such priorities, and in the case where a control command has a higher priority than the prohibition, transmission can occur despite the prohibition.

[0071] Finally, it should be noted once again that the methods described in detail above, as well as the system presented, are merely exemplary embodiments which can be modified in a variety of ways by those skilled in the art without departing from the scope of the invention. Furthermore, the use of the indefinite articles "a" or "an" does not exclude the possibility that the features in question may be present in multiple copies. Likewise, the terms "unit" and "device" do not exclude the possibility that the components in question consist of several interacting subcomponents, which may also be spatially distributed. The expression "a number" is to be understood as "at least one".

Claims

Patent claims 1. Method for controlling the sanding of a sanding system (3) of a railway vehicle (1) while it is traveling on a track, comprising the steps: - Providing a route map (K) of the traveled route (T) with different sanding permissions on different route sections (X, Y, Z), wherein at least one permission to sand a route section (X, Y, Z) or a prohibition to sand a route section (X, Y, Z) is indicated as a sanding permission, - Determining the position of the rail vehicle (1) on the track (T) during the journey, - Determine, using the determined position, in which section (X, Y, Z) of the route map (K) the rail vehicle (1) is located and which sanding authorization is assigned to the relevant section (X, Y, Z), and generate a Sanding information (S) based on the specific sanding entitlement, - Control of the sanding system (3) of the rail vehicle (1) in accordance with this sanding information (S) .

2. Method according to claim 1, wherein the route map (K) is stored in electronic form in a storage unit of the rail vehicle (1) and / or is retrieved by data transmission, in particular by means of radio, from an operations control center.

3. Method according to one of the preceding claims, wherein the position of the rail vehicle (1) is determined by means of a The position is determined by radio positioning method and / or by means of balises (B) on the track (T), preferably wherein, in particular in the case of a disturbed or non-existent radio reception, the current position of the route traveled is calculated from the last balise (B) passed over, wherein the position of the balises (B) is particularly preferably stored in a track map (K) in a storage unit of the rail vehicle (1).

4. Method according to one of the preceding claims, wherein the rail vehicle (1) sends its current position to an operations control center and the determination of which section (X, Y, Z) of the track map (K) the rail vehicle (1) is located in is carried out by an operations control center.

5. Method according to one of the preceding claims, wherein the determination of which sanding authorization is assigned to the track section (X, Y, Z) in which the rail vehicle (1) is located, and the generation of the sanding information (S) are carried out by an operations control center, and the sanding information (S) is sent to the rail vehicle (1).

6. A method according to any of the preceding claims, wherein the track map (K) comprises track sections (X, Y, Z) whose sanding authorization permits sanding at a speed above a speed threshold and prohibits it at a speed below the speed threshold, wherein the speed of the rail vehicle (1) is additionally measured and a sanding permit is granted for a relevant track section (X, Y, Z) if this track section (X, Y, Z) is traveling at a speed greater than as a speed threshold specified for this section of the route (X, Y, Z) is passed.

7. Method according to one of the preceding claims, wherein the control of the sanding system (3) of the rail vehicle (1) such that, in the event that sanding is to take place, this is checked against the sanding information (S) and - Automatic sanding occurs when the sanding information (S) indicates that sanding is permitted and does not occur when the sanding information (S) indicates that sanding is prohibited, and / or - when manually activating sanding, allows it if the sanding information (S) indicates that sanding is permitted and does not allow it if the sanding information (S) indicates that sanding is prohibited.

8. Method according to claim 7, wherein in the case of a special sanding requirement, sanding is permitted by a predetermined control signal, even if the sanding information (S) indicates that sanding is prohibited, and / or wherein a driver (F) of the rail vehicle (1) can initiate sanding with a control signal independently of the sanding information (S), preferably wherein, prior to sanding, the rail vehicle (1) sends a request for permission to sand to an operations control center, and sanding can only take place if permission is transmitted to the rail vehicle (1) by the operations control center.

9. Method according to claim 8, wherein in the case of sanding, if the sanding information (S) indicates that sanding is prohibited, a corresponding notification is sent with details The position of the sanding is communicated to an operational control center.

10. Method according to one of the preceding claims, wherein sanding authorizations for different track sections (X, Y, Z) are assigned priorities, in particular prohibitions on sanding, and sanding information (S) is used which includes the corresponding priority, preferably wherein control commands for sanding are also assigned priorities which are comparable to the priorities of the sanding information (S), and control of a sanding system (3) is based on the component with the higher priority.

11. System (2) for controlling the sanding of a sanding plant (3) of a railway vehicle (1) during its journey on a track (T) , comprising: - a data interface (4) , designed to receive a route map (K) of the route (T) traveled with different sanding permissions on different route sections (X, Y, Z) , wherein at least one permission to sand the route section (X, Y, Z) or a prohibition to sand the route section (X, Y, Z) is specified as a sanding permission for a route section, - a positioning unit (5) , designed to determine the position of the rail vehicle (1) on the track (T) during travel, - a sanding determination unit (6) , designed to determine, by means of the determined position, in which track section (X, Y, Z) of the track map (K) the rail vehicle (1) is located and which sanding entitlement is assigned to the relevant track section (X, Y, Z) is assigned, and to generate sanding information (S) based on the specific sanding authorization, - a control unit (7) , designed to control the sanding system (3) of the rail vehicle (1) in accordance with this sanding information (S) .

12. Railway vehicle (1) comprising a system (2) according to claim 11 or a control unit (7) designed for operation in a system according to claim 11.

13. Electronic route map (K) comprising different sanding authorizations on different route sections (X, Y, Z) of a route (T) wherein the route map (K) is designed for use in a method according to any one of claims 1 to 10.

14. Computer program product comprising instructions which, when the program is executed by a computer, cause it to perform the steps of the method according to claims 1 to 10, wherein controlling the sanding system (3) corresponds to issuing control instructions.

15. Computer-readable storage medium comprising instructions which, when executed by a computer, cause it to perform the steps of the method according to claims 1 to 10, wherein controlling the sanding system (3) corresponds to issuing control instructions.

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