Arrangement with axle sensor and counting device and method for the operation thereof

Abstract

The invention relates, inter alia, to a method for operating an arrangement comprising at least one axle sensor (AS) and a counting device (23) connected to the at least one axle sensor (AS). Within the scope of the method, the at least one axle sensor (AS) evaluates its measurement signal on the basis of a threshold value (SW21, SW22) and generates a detection signal (DS) indicating whether the axle sensor (AS) is being overrun by an axle of a rail vehicle (40), and the counting device (23) evaluates the detection signal (DS) of the at least one axle sensor (AS). According to the invention, the counting device (23) takes into account at least one piece of additional information (ZI).

Description

[0001] The invention relates to a method for operating an arrangement which has at least one axle sensor and a counting device connected to the at least one axle sensor, wherein, within the scope of the method, the at least one axle sensor evaluates its measurement signal on the basis of a threshold value and generates a detection signal which indicates whether the axle sensor is being passed over by an axle of a rail vehicle, and the counting device evaluates the detection signal of the at least one axle sensor.

[0002] Such procedures are known to be used in the field of railway technology for track vacancy detection or track occupancy detection of track sections.

[0003] The invention is based on the object of further improving a method of the type described.

[0004] This object is achieved according to the invention by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in subclaims.

[0005] According to the invention, the counting device takes into account at least one additional piece of information.

[0006] A significant advantage of the method according to the invention is that the counting device can provide a wider range of functions by taking one or more additional information items into account than would be possible without such consideration.

[0007] It is considered advantageous if the counting device uses vehicle information as the at least one item of additional information or as at least one of the additional information, which describes at least one property of a rail vehicle passing the counting point.

[0008] In a preferred embodiment, it is provided that the vehicle information defines a chassis pattern that describes the sequence of chassis types of the rail vehicle, and the counting device takes the chassis pattern into account.

[0009] In the latter embodiment, it is advantageous if the counting device determines the threshold value to be applied by the axle sensor based on the bogie pattern and transmits this value to the axle sensor, while the axle sensor evaluates its measurement signal based on the threshold value transmitted by the counting device. In the latter variant, in contrast to previously known arrangements for track vacancy or occupancy detection, the threshold value to be used by the axle sensor is not constant, but variable and can assume different values. This allows the threshold value to be quantitatively adjusted to suit the respective bogie currently passing over the axle sensor. The threshold value can therefore assume different values or levels over time.

[0010] It is particularly advantageous if the chassis types each specify a wheel diameter and the chassis pattern defines a sequence of wheel diameters and the counting device determines the threshold value to be applied by the axle sensor or the level of the threshold value depending on the sequence of wheel diameters.

[0011] It is also advantageous if the axle sensor generates an interference signal in the event of a measurement signal that indicates an excessively strong magnetic field and transmits this to the counting device.

[0012] Each chassis type is preferably assigned an existence indication of the existence of an eddy current brake and the counting device preferably ignores the interference signal if the sequence of chassis types indicates that the axle sensor is being overrun by an eddy current brake.

[0013] Furthermore, it is considered advantageous if the at least one axle sensor is assigned to a counting point alone or with further axle sensors and the counting device for the counting point carries a counting point-related pointer, the pointer position of which in the chassis pattern indicates the respective vehicle position relative to the counting point and indicates between which two consecutive axles of the rail vehicle the counting point is located in the chassis pattern.

[0014] In the latter variant, it is advantageous if each pointer position in the chassis pattern is assigned a threshold value which the counting device specifies to the counting point and all axle sensors belonging to the counting point in order to determine the detection signal.

[0015] It can also be provided that for each pointer position and thus each pair of consecutive axles, two pair-related threshold values are available to the counting device, namely a front threshold value in the chassis pattern and a rear threshold value in the chassis pattern, and that the counting device determines the smaller of the two pair-related threshold values for each pointer position and thus each pair of consecutive axles and assigns this to the pointer position.

[0016] Furthermore, it is advantageous if, after each overrun event, the counting device moves the counting point-related pointer forward or backward in a chassis list defining the chassis pattern of the rail vehicle, depending on the direction of travel of the rail vehicle, and transmits to the counting point the threshold value corresponding to the pointer position.

[0017] In a further preferred embodiment, it is provided that the counting device uses as the at least one additional information or at least one of the additional information a train-side clearance confirmation of the rail vehicle, with which the rail vehicle confirms that it has completely left a track section assigned to the counting device.

[0018] In the latter embodiment, it is advantageous if, in the event that the vehicle-side clearance confirmation is present but the counting device evaluating the detection signals reports an axle counter reading other than zero and / or an occupied status of the track section, the counting device is reset autonomously or on the interlocking computer side, without human intervention, by setting the axle counter reading of the counting device to zero.

[0019] It is advantageous if the counting device for the at least one axle sensor resets the threshold value to a minimum threshold value when a residual command is received from the interlocking system and / or the rail vehicle with its chassis pattern has completely passed the counting point.

[0020] It can also be advantageously provided that the counting device transmits to the axle sensor the threshold value assigned to the axle that last passed the at least one axle sensor as soon as the rail vehicle has completely passed the axle sensor according to the chassis pattern, i.e. the last applied threshold value continues to be used.

[0021] An embodiment is considered particularly advantageous which provides that the counting device serves to monitor a track section which is delimited by two or more counting points, the counting device is connected to each of the counting points and evaluates the detection signals of the axle sensor(s) of these counting points to form a counter reading, the counting device uses as the at least one piece of additional information or at least one of the additional information a vehicle information which defines a chassis pattern which describes the sequence of chassis types of a rail vehicle entering the track section, the counting device has a counting point-related pointer for each counting point, the pointer position of which in the chassis pattern indicates the respective vehicle position relative to the counting point and indicates between which two consecutive axles of the rail vehicle the counting point is located in the chassis pattern,wherein each pointer position is assigned at least one threshold value, which the counting device can specify to the axle sensor(s) of the respective counting point for determining the detection signal, the counting device for each counting point, after each overrun event, moves the counting point-related pointer forward or backward in a chassis list defining the chassis pattern of the rail vehicle, depending on the direction of travel of the rail vehicle, and the counting device transmits to each counting point the threshold value appropriate to the counting point-specific pointer position and direction of travel.

[0022] The invention also relates to an arrangement comprising at least one counting point comprising at least one axle sensor and a counting device connected to the at least one counting point. The at least one axle sensor evaluates its measurement signal based on a threshold value and generates a detection signal indicating whether the axle sensor is being passed over by an axle of a rail vehicle. The counting device evaluates the detection signal of the at least one axle sensor to determine a counting result. With regard to such an arrangement, the invention provides that the counting device is designed to take into account at least one piece of additional information.

[0023] With regard to the advantages of the arrangement according to the invention and advantageous embodiments of the arrangement according to the invention, reference is made to the above statements in connection with the method according to the invention and its advantageous embodiments.

[0024] The invention also relates to a counting device, in particular for an arrangement as described above, wherein the counting device is suitable for evaluating a detection signal from at least one axle sensor to determine a counting result. With regard to such a counting device, the invention provides that the counting device is designed to take into account at least one piece of additional information.

[0025] With regard to the advantages of the counting device according to the invention and advantageous embodiments of the counting device according to the invention, reference is made to the above statements in connection with the method according to the invention and its advantageous embodiments.

[0026] The invention is explained in more detail below using exemplary embodiments, which show, for example: Figure 1 shows an embodiment of an arrangement according to the invention, which is arranged in a track section of a railway track system and on the basis of which embodiments of methods according to the invention are explained by way of example, wherein the Figure 1 shows the track section before the entry of a rail vehicle, Fig. 2-7 the arrangement and the track section according to Figure 1 during or after a rail vehicle entry and Fig. 8-9 example damping curves in the case of overrun events with and without active eddy current brake.

[0027] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0028] Figure 1 shows a track section 11 of a railway track system 10, which is monitored by a track vacancy detection device 20.

[0029] The track vacancy detection device 20 comprises in the embodiment according to Figure 1two counting points 21 and 22, each comprising two axle sensors AS, as well as a counting device 23 connected to the axle sensors AS. The counting device 23 evaluates detection signals DS of the axle sensors AS of the two counting points 21 and 22 to form a counter reading that indicates the number of axles located in the track section 11 and thus indicates whether a rail vehicle 40 is located in the track section 11 or not. The axle sensors AS operate on the basis of threshold values SW21 and SW22 that are individually specified for each counting point and relate to the damping of a magnetic field generated by the axle sensors, for example in the form of an alternating electromagnetic field, caused by the wheels of the rail vehicle during overrun events. The detection signals DS are preferably binary signals.

[0030] The reference symbols SW21 and SW22 refer to the threshold values actually to be used by the axle sensors or the counting points, which can assume different values over time, controlled by the counting device 23, for example a minimum threshold value MSW, a value SW(550mm) for a wheel diameter of 550 mm or a value SW(330mm) for a wheel diameter of 330 mm, as the Figure 8 shows.

[0031] The counting device 23 is connected to a signal box 50 and receives at least one additional information item ZI from it.

[0032] The following explanations refer to the Figure 1 left counting point 21 and apply to the Figure 1 right counting point 22 accordingly.

[0033] As additional information ZI, the signal box 50 can, for example, transmit vehicle information that contains a chassis pattern of the Figure 1along the direction of arrow F of the rail vehicle 40 entering track section 11. The chassis pattern defines the sequence of chassis types of the incoming rail vehicle 40.

[0034] In the embodiment according to Figure 1 For example, it is assumed that the rail vehicle 40 comprises two carriages 41 and 42, of which the first carriage 41, viewed in the direction of travel F, comprises two two-axle bogies FG1 and FG2, each with a wheel diameter of 550 mm, and the second carriage 42, viewed in the direction of travel F, comprises two single-axle bogies FG3 and FG4, each with a wheel diameter of 330 mm. The two-axle bogies FG1 and FG2 are each equipped with an eddy current brake.

[0035] The counting device 23 carries a counting point-related pointer for each of the counting points 21 and 22, the pointer position of which in the chassis pattern indicates the respective vehicle position relative to the respective counting point 21 or 22 and indicates between which two consecutive axles of the rail vehicle 40 the respective counting point 21 or 22 is located in the chassis pattern.

[0036] The following table shows the Figure 1 left counting point 21, for example, a chassis list defining the chassis pattern of the rail vehicle 40, where the pointer "=>" indicates the respective Figures 1 to 7 vehicle position shown and thus applies to all Figures 1 to 7 refers; for each pointer position of the pointer "=>", the figure to which the pointer position and thus the vehicle position refers is given in the following table: Chassis / chassis type Wheel diameter Threshold brake pointer Threshold SW21 / fault message ⇒ Fig.1 MSW or SW(550mm) / active FG1 550 mm SW(550mm) Yes 1. Axis ⇒ Fig.2 SW(550mm) / inactive FG1 550 mm SW(550mm) Yes 2nd axis ⇒ Fig.3 SW(550mm) / active FG2 550 mm SW(550mm) Yes 1. Axis ⇒ Fig.4 SW(550mm) / inactive FG2 550 mm SW(550mm) Yes 2nd axis ⇒ Fig.5 SW(550mm) or SW(330mm) / active FG3 / 1-axle 330 mm SW(330mm) No ⇒ Fig.6 SW(330mm) / active FG4 / 1-axle 330 mm SW(330mm) No ⇒ Fig.7 SW(330mm) or MSW / active

[0037] The right column indicates the threshold value SW21, which is assigned to the counting point 21 depending on the vehicle position of the rail vehicle 40 and which the axle sensors AS of the counting point 21 should take into account for the detection of overrun events.

[0038] It is advantageous if the axle sensors AS generate a fault message, for example in the form of a fault signal SS, and transmit it to the counting device 23 if a magnetic field detected by the axle sensors AS is too large, for example if the amplitude exceeds a measuring magnetic field generated by the axle sensors AS themselves, because such a situation can be an indication of a fault in the system.

[0039] However, if a chassis passing the axle sensors AS, such as the chassis FG1 and FG2 in the Figure 1 If an eddy-current brake 43 is present, an excessively strong magnetic field may be due to braking operation of the eddy-current brakes. For this reason, it is advantageous if the counting device 23 ignores any interference signal SS generated by the axle sensors AS when an overrun event occurs with an eddy-current brake, which is marked in the right-hand column of the table above by the entry "Fault message inactive." If no eddy-current brake 43 is present, the counting device 23 will consider any interference signal SS and, for example, trigger a maintenance signal to trigger a check of the axle sensors AS, which is marked in the table above by the entry "Fault message active."

[0040] In the Figure 1The rail vehicle 40 approaches counting point 21, so that the threshold value SW21 is assigned either a minimum threshold value MSW, which represents a minimum value for axle detection, or the value SW(550mm), which already matches the bogie FG1 of the incoming rail vehicle 40 for a wheel diameter of, for example, 550 mm. If it is certain, for example based on further information from the interlocking system 50, that the rail vehicle 40 will reach counting point 21 and its first car 41 will trigger the next overrun event, the threshold value SW21=SW(550mm), which already matches the bogie FG1 of the incoming rail vehicle 40, is preferably selected; otherwise, the minimum threshold value SW21=MSW can also be selected.

[0041] The Figure 2shows the situation after the rail vehicle 40 with the first axle of the front bogie FG1 of the first car 41 has passed the first counting point 21 in the direction of travel F and the counting device 23 has detected this based on the detection signals DS of the two axle sensors AS of the first counting point 21. Accordingly, the counting device 23 shifts the counting point-related pointer for the first counting point 21 in the direction of travel F by one position, as shown in the table above in the row with "=> Fig.2 " is visualized.

[0042] Like the right column of the table in the row with "=> Fig.2", the threshold value SW21 to be applied by the first counting point 21 is assigned the value SW(550mm) for the wheel diameter of 550 mm here, since regardless of the further direction of travel F of the rail vehicle 40, the next overrun event must always be one with a wheel with a wheel diameter of 550 mm. The fault message is also deactivated because the first bogie FG1 is equipped with an eddy current brake 43.

[0043] The Figure 3 shows the situation after the rail vehicle 40 has passed the first counting point 21 in the direction of travel F with both axles of the front bogie FG1 of the first car 41, and the counting device 23 has detected this based on the detection signals DS of the two axle sensors AS of the first counting point 41. Accordingly, the counting device 23 shifts the counting point-related pointer for the first counting point 21 in the direction of travel F by one position, as shown in the table above in the row with "=> Fig.3 " is visualized.

[0044] Like the right column of the table in the row with "=> Fig.3 ", the value SW(550mm) for the wheel diameter of 550 mm in this case is now assigned to the threshold value SW21 to be applied by the first counting point 21, since regardless of the further direction of travel F of the rail vehicle 40, the next overrun event must always be one with a wheel with a wheel diameter of 550 mm. The counting device 23 therefore has no choice regarding the threshold value.

[0045] The table above also shows that the counter 23 reactivates the fault message and takes into account any fault signal SS, since no eddy current brake 43 can impair the axle detection.

[0046] The Figure 4shows the situation after the rail vehicle 40 with the first axle of the rear bogie FG2 of the first car 41 has passed the first counting point 21 in the direction of travel F and the counting device 23 has detected this based on the detection signals DS of the two axle sensors AS of the first counting point 21. Accordingly, the counting device 23 shifts the counting point-related pointer for the first counting point 21 in the direction of travel F by one position, as shown in the table above in the row with "=> Fig.4 " is visualized.

[0047] Like the right column of the table in the row with "=> Fig.4", the first counting point 21 is now still given the value SW(550mm) for the wheel diameter of 550 mm as the threshold value SW21, since regardless of the further direction of travel F of the rail vehicle 40, the next overrun event must always be one with a wheel with a wheel diameter of 550 mm. The fault message is also deactivated because the second bogie FG2 is equipped with an eddy current brake 43.

[0048] The Figure 5 shows the situation after the rail vehicle 40 with the first carriage 41 has passed the first counting point 21 in the direction of travel F and the counting device 23 has detected this based on the detection signals DS of the two axle sensors AS of the first counting point 21. Accordingly, the counting device 23 shifts the counting point-related pointer for the first counting point 21 in the direction of travel F by one position, as shown in the table above in the row with "=> Fig.5 " is visualized.

[0049] Like the right column of the table in the row with "=> Fig.5 ", the counting device 23 has the choice of which of the two values or threshold values it wishes to assign to the first counting point 21 as the threshold value SW21. The values available for selection are SW(550mm) for the wheel diameter of the previous two-axle chassis FG2 of the first wagon 41 and SW(330mm) for the wheel diameter of the next single-axle chassis FG3 of the second wagon 42.

[0050] Usually, wheels with a large wheel diameter influence or dampen the measuring field of the axle sensors AS more than wheels with a small wheel diameter, so it is advantageous to choose a higher threshold value for large wheels and a lower one for smaller wheels, in other words to choose the value SW(550mm) larger than the value SW(330mm).

[0051] If the counting device 23 can assume, for example on the basis of further additional information ZI, that the rail vehicle 40 will change its direction of travel F and in the Figure 1 back again, i.e., from right to left, it can assign the value SW(550mm) as the threshold value SW21 to the two axle sensors AS of the first counting point 21. Otherwise, it is advantageous if the counting device 23 assigns the threshold value SW21=SW(330mm) to the two axle sensors AS of the first counting point 21, since this is smaller.

[0052] The table above also shows that the counter 23 activates the fault message again and takes into account any fault signal SS, since in the Figure 5 In the operating situation shown, no eddy current brake 43 can impair the axle detection.

[0053] The Figure 6shows the situation after the rail vehicle 40 with the front bogie FG3 of the second car 42 has passed the first counting point 21 in the direction of travel F and the counting device 23 has detected this based on the detection signals DS of the two axle sensors AS of the first counting point 21. Accordingly, the counting device 23 shifts the counting point-related pointer for the first counting point 21 in the direction of travel F by one position, as shown in the table above in the row with "=> Fig.6 " is visualized.

[0054] Like the right column of the table in the row with "=> Fig.6", the first counting point 21 is now mandatorily assigned the threshold value SW21=SW(330mm) for the wheel diameter of 330 mm here, since regardless of the further direction of travel F of the rail vehicle 40, the next overrun event must always be one with a wheel with a wheel diameter of 330 mm. The fault message is also left active because the first bogie FG3 is not equipped with an eddy current brake 43.

[0055] The Figure 7 shows the situation after the rail vehicle 40 with the second carriage 42 has completely passed the first counting point 21 in the direction of travel F and the counting device 23 has detected this based on the detection signals DS of the two axle sensors AS of the first counting point 21. Accordingly, the counting device 23 shifts the counting point-related pointer for the first counting point 21 in the direction of travel F by one position, as shown in the table above in the row with "=> Fig.7 " is visualized.

[0056] Like the right column of the table in the row with "=> Fig.7 ", the counting device 23 has the choice of which of the two values it wishes to assign to the first counting point 21 as the threshold value SW21. The options are the value SW(330mm) for the wheel diameter of the previous single-axle chassis FG4 of the second wagon 42 and the minimum threshold value MSW, which is smaller than the value SW(330mm).

[0057] If the counting device 23 can assume, for example on the basis of further additional information ZI, that the rail vehicle 40 will change its direction of travel F and in the Figure 1 will move back again, i.e., from right to left, it can assign the threshold value SW21=SW(330mm) to the two axle sensors AS of the first counting point 21. Otherwise, it is advantageous if the counting device 23 assigns the minimum threshold value MSW to the two axle sensors AS of the first counting point 21, since this is smaller than the value SW(330mm).

[0058] The table above also shows that the counter 23 keeps the fault message active and takes into account any fault signal SS, since in the Figure 7 In the operating situation shown, no eddy current brake 43 can impair the axle detection.

[0059] The counting device 23 can alternatively or additionally process, as additional information ZI, information which indicates that the counting device 23 does not have to carry out a count because, for example, the occupancy status of the track section 11 is determined by direct communication between the signal box 50 and the rail vehicle 40.

[0060] The counting device 23 can also use as additional information ZI a vehicle-side clearance confirmation of the rail vehicle 40, with which the rail vehicle 40 confirms that it has completely left the track section 11 assigned to the axle counting device 23.

[0061] In the event that the vehicle-side clearance confirmation is present, but the counting device 23 evaluating the detection signals has an axle counter reading other than zero and / or reports an occupied state of track section 11, the counting device will automatically reset itself, either autonomously or triggered by the interlocking computer, preferably without any human intervention, by setting the axle counter reading of the counting device to zero.

[0062] Since the counting points 21 and 22 in the embodiments described above are each equipped with two axle sensors AS, the counting device 23 preferably also evaluates the detection signals DS with regard to a pendulum movement: Thus, the counting device 23 only advances the pointer one pointer position forward or backward in the manner described above and updates the counter reading accordingly if the detection signals DS of both axle counters of the respective counting point 21 have detected a complete overrun; otherwise, the pointer position remains unchanged.

[0063] The Figure 8 shows an example of a curve over time t of one of the Figures 1 to 7left axle sensor AS measurable course of the damping D. The damping D refers to a magnetic field generated by the axle sensor AS, in particular an electromagnetic alternating field, and is caused by the over-run events of a two-axle chassis FG5 with eddy current brake (wheel diameter 550 mm) and a subsequent over-run event of a single-axle chassis FG6 (wheel diameter 330 mm).

[0064] It can be seen that the eddy current brake is inactive and causes a certain damping (see area B2) of the magnetic field, which is, however, smaller than the damping (see areas B1 and B3) of the comparatively large wheels (wheel diameter 550 mm) of the two-axle chassis FG5.

[0065] The Figure 8 that the damping caused by the comparatively small wheels (wheel diameter 330 mm) of the single-axle chassis FG6, see area B4 in the Figure 8, is smaller than the damping D of the large wheels (wheel diameter 550 mm).

[0066] In the exemplary representation in the Figure 8 It is assumed that the axle sensor is initially assigned the minimum threshold value MSW and that the axle sensor thus detects the overrun event at time t1 and changes its detection signal DS from a logical zero to a logical one as soon as the damping D exceeds the minimum threshold value MSW.

[0067] As soon as the first axle of the chassis FG5 has completely passed the axle sensor and the damping falls below the minimum threshold again (see time t2), the detection signal DS is reset to a logical zero. Counter 23 detects this and increases the threshold value SW21 to SW(550mm). This has the advantage that the damping of the eddy-current brake cannot subsequently cause an erroneous triggering of the detection signal.

[0068] The axle sensor will then detect the second wheel of the chassis FG5 and set the detection signal back to a logical one (see area B3).

[0069] After the second wheel of the chassis FG5 has passed the axle sensor, the counting device 23 lowers the threshold value SW21 to the value SW(330mm) for the purpose of detecting the following chassis FG6 (see area B4).

[0070] The Figure 9 For comparison, this shows the damping D with an active eddy-current brake, see section B2. It can be seen that the damping can assume negative values, meaning that the eddy-current brake can lead to an amplification of the magnetic field.

[0071] Finally, it should be mentioned that the features of all embodiments described above can be combined with each other in any way to form further other embodiments of the invention.

[0072] All features of subclaims can also be combined individually with each of the independent claims, either individually or in any combination with one or more other subclaims, in order to obtain further other embodiments.

[0073] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included. List of reference symbols

[0074] 10Railway track 11Track section 20Track vacancy detection device 21Counting point 22Counting point 23Counting device 40Rail vehicle 41Wagon 42Wagon 43Eddy current brake 50Signal box AS Axle sensor B1-B4 Range D Damping DS Detection signal F Direction of travel / direction of travel FG1-FG6 Chassis MSW Minimum threshold value SS Interference signal SW21 Threshold value SW22 Threshold value SW(330mm) Value SW(550mm) Value t Time t1 Time t2 Time ZI Additional information

Claims

1. A method for operating an arrangement comprising at least one axle sensor (AS) and a counting device (23) connected to the at least one axle sensor (AS), wherein, within the scope of the method, - the at least one axle sensor (AS) evaluates its measurement signal on the basis of a threshold value (SW21, SW22) and generates a detection signal (DS) indicating whether the axle sensor (AS) is being overrun by an axle of a rail vehicle (40), and - the counting device (23) evaluates the detection signal (DS) of the at least one axle sensor (AS), characterized in that the counting device (23) takes into account at least one additional information item (ZI).

2. Method according to claim 1, characterized in that the counting device (23) uses as the at least one item of additional information (ZI) or at least one of the additional information (ZI) a vehicle information item which describes at least one property of a rail vehicle (40) passing the counting point (21, 22).

3. Method according to claim 2, characterized in that - the vehicle information defines a chassis pattern that describes the sequence of chassis types of the rail vehicle (40), and - the counting device (23) takes the chassis pattern into account.

4. Method according to claim 3, characterized in that - the counting device (23) determines the threshold value (SW21, SW22) to be applied by the axle sensor (AS) on the basis of the chassis sample and transmits this to the axle sensor (AS), and - the axle sensor (AS) evaluates its measurement signal on the basis of the threshold value (SW21, SW22) transmitted by the counting device (23).

5. Method according to claim 4, characterized in that - the chassis types each specify a wheel diameter and the chassis pattern defines a sequence of wheel diameters and - the counting device (23) determines the threshold value (SW21, SW22) to be applied by the axle sensor (AS) in each case as a function of the sequence of wheel diameters.

6. Method according to one of the preceding claims, characterized in that - in the event of a measurement signal indicating an excessively strong magnetic field, the axle sensor (AS) generates an interference signal (SS) and transmits this to the counting device (23), - each chassis type is assigned an existence indication regarding the existence of an eddy current brake (23), and - the counting device (23) ignores the interference signal (SS) if the sequence of chassis types indicates that the axle sensor (AS) is being overrun by an eddy current brake (23).

7. Method according to one of the preceding claims, characterized in thatthe at least one axle sensor (AS) alone or with further axle sensors (AS) is assigned to a counting point (21, 22) and the counting device (23) for the counting point (21, 22) carries a counting point-related pointer, the pointer position of which in the chassis pattern indicates the respective vehicle position relative to the counting point (21, 22) and indicates between which two consecutive axles of the rail vehicle (40) the counting point (21, 22) is located in the chassis pattern.

8. Method according to claim 7, characterized in that each pointer position in the chassis pattern is assigned a threshold value which the counting device (23) can specify for the counting point (21, 22) and all axle sensors (AS) belonging to the counting point (21, 22) in order to determine the detection signal (DS).

9. Method according to claim 7 or 8, characterized in that- the counting device (23) has two pair-related threshold values available for each pointer position and thus each pair of consecutive axles, namely a front threshold value in the chassis pattern and a rear threshold value in the chassis pattern, and - the counting device (23) determines the smaller of the two pair-related threshold values for each pointer position and thus each pair of consecutive axles and assigns this to the pointer position.

10. Method according to one of the preceding claims 7 to 9, characterized in that - the counting device (23) sets the counting point-related pointer forwards or backwards in a chassis list defining the chassis pattern of the rail vehicle (40) after each overrun event, depending on the direction of travel of the rail vehicle (40), and - transmits to the counting point (21, 22) the threshold value (SW21, SW22) corresponding to the pointer position.

11. Method according to one of the preceding claims, characterized in that the counting device (23) uses as the at least one additional information item (ZI) or at least one of the additional information items (ZI) a train-side clearance confirmation of the rail vehicle (40), with which the rail vehicle (40) confirms that it has completely left a track section (11) assigned to the counting device (23).

12. Method according to claim 11, characterized in that in the event that the vehicle-side clearance confirmation is present, but the counting device (23) evaluating the detection signals (DS) reports an axle counter reading other than zero and / or an occupied state of the track section (11), the counting device (23) is reset autonomously or on the interlocking computer side, without human intervention, by setting the axle counter reading of the counting device (23) to zero.

13. Method according to one of the preceding claims, characterized in that- the counting device (23) resets the threshold value (SW21, SW22) for the at least one axle sensor (AS) to a minimum threshold value (MSW) if a residual command from the signal box (50) is present as additional information (ZI) and / or the rail vehicle (40) has completely passed the counting point (21, 22) with its chassis pattern, or - the counting device (23) transmits the threshold value (SW21, SW22) assigned to the axle that last passed the at least one axle sensor (AS) to the axle sensor (AS) as soon as the rail vehicle (40) has completely passed the axle sensor (AS) according to the chassis pattern.

14. Method according to one of the preceding claims, characterized in that- the counting device (23) serves to monitor a track section (11) delimited by two or more counting points (21, 22), - the counting device (23) is connected to each of the counting points (21, 22) and evaluates the detection signals (DS) of the axle sensor(s) (AS) of these counting points (21, 22) to form a counter reading, - the counting device (23) uses, as the at least one piece of additional information (ZI) or at least one of the additional information (ZI), a vehicle information item that defines a chassis pattern that describes the sequence of chassis types of a rail vehicle (40) entering the track section (11), - the counting device (23) maintains a counting point-related pointer for each counting point (21, 22), the pointer position in the chassis pattern indicating and displaying the respective vehicle position relative to the counting point (21, 22),between which two consecutive axles of the rail vehicle (40) the counting point (21, 22) is located in the chassis pattern, wherein each pointer position is assigned at least one threshold value (SW21, SW22) which the counting device (23) can specify to the axle sensor(s) (AS) of the respective counting point (21, 22) for determining the detection signal (DS), - the counting device (23) sets the counting point-related pointer forward or backward for each counting point (21, 22) after each overrun event, depending on the direction of travel of the rail vehicle (40), and - the counting device (23) transmits to each counting point (21, 22) the threshold value (SW21, SW22) appropriate for the counting point-specific pointer position and direction of travel.

15. An arrangement comprising at least one counting point (21, 22) comprising at least one axle sensor (AS), and a counting device (23) connected to the at least one counting point (21, 22), wherein the at least one axle sensor (AS) evaluates its measurement signal on the basis of a threshold value (SW21, SW22) and generates a detection signal (DS) indicating whether the axle sensor (AS) is being overrun by an axle of a rail vehicle (40), and the counting device (23) evaluates the detection signal (DS) of the at least one axle sensor (AS) to determine a counting result, characterized in that the counting device (23) is designed to take into account at least one additional information item (ZI).

16. Counting device (23), in particular for an arrangement according to claim 15, wherein the counting device (23) is suitable for evaluating a detection signal (DS) of at least one axle sensor (AS) to determine a counting result, characterized in thatthe counting device (23) is designed to take into account at least one additional information item (ZI).

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