Method for dynamically adjusting shunting areas in a rail area

Abstract

The invention relates to a method, in particular a computer-implemented method, for dynamically setting shunting track areas (354, 356) in a rail area (242, 342) of a rail system (220, 320), comprising providing a plurality of transparent data balises (234, 334) arranged in the rail area (242, 342), wherein the transparent data balises (234, 334) are each operable in at least one boundary balise mode and an overrun mode, obtaining at least one shunting instruction data set, defining at least one first shunting track area (354, 356) located in the rail area (242, 342) by defining a boundary of the first shunting track area (354, 356) based on the obtained shunting instruction data set, wherein the defining of the first shunting track area (354, 356) is a Determining transparent data balises (234, 334) from the plurality of transparent data balises (234, 334),which form the boundary of the first shunting section (354, 356), and setting the first shunting section (354, 356) by setting the transparent data balises (234, 334) forming the boundary of the first shunting section (354, 356) to the boundary balise mode.,

Description

[0001] The invention relates to a method, in particular a computer-implemented method, for dynamically adjusting shunting track areas in a rail area of ​​a rail system. The invention further relates to a data processing device, in particular for executing the method, a computer program, and a rail system.

[0002] Rail systems are known from the prior art. A rail system generally comprises a plurality of tracks for guiding rail vehicles. In this case, a rail system can in particular comprise a plurality of rail lines. A rail line can be formed by at least one track. Rail lines serve, for example, to connect at least one starting point (e.g. a first station) with an end point (e.g. a second station). A rail line of a rail system for rail vehicles (in particular railways, for example equipped to transport goods or people) is generally divided into a plurality of successive track sections. For example, a first track section can connect to a second track section (and so on).

[0003] In the prior art, the entry of a rail vehicle into a track section can be detected, for example, by an entry detector in the form of an axle counter located at the start of the track section. The exit of the rail vehicle from the track section is detected in the prior art by an exit detector in the form of another axle counter located at the end of the defined track section. The purpose of these detectors is to monitor the defined track section, in particular for an occupied state (a rail vehicle is present in the monitored track section) or a free state (no rail vehicle is present in the monitored track section).

[0004] In a rail system, shunting by a shunting unit is regularly required, for example, the shunting of a group of wagons by a shunting locomotive. In the current state of the art, shunting movements or operations are generally carried out in a permanently designated shunting area. Examples of a permanently designated shunting area include a marshalling yard or a siding. For safety reasons, shunting in such a shunting area is always only permitted with one shunting unit.

[0005] In addition, however, it is also repeatedly necessary to carry out shunting operations with shunting units outside of permanently approved shunting areas. In particular, in the European Train Control System (ETCS), the operating mode for shunting a shunting unit is referred to as shunting. In shunting mode, there is no ETCS travel authorization, and in particular, the shunting operation is not monitored by the ETCS track control center. This operating mode can be activated in a shunting section of the rail system temporarily defined for shunting operations, in order to enable shunting operations under the independent control of shunting personnel even outside the described shunting area permanently approved for shunting operations.

[0006] In general, forward and reverse movements are permitted during shunting operations or in this operating mode.

[0007] A section of the rail system can be used as a shunting track area, also known as a local control area. In railway operations, such a section is, in particular, a signal box-operated shunting area that can be temporarily released for local operation, i.e., for performing a shunting operation. For this purpose, in this (defined) section of the rail system, the operational responsibility for a shunting movement can be transferred from a signal box operator to the on-site shunting personnel, if necessary.

[0008] In the current state of the art, the rail area that can be converted into a shunting yard area is defined by a fixed and unchangeable boundary. The (outer) boundary of this rail area is defined by a plurality of external shunting boundary elements permanently installed at the boundaries of the rail area of ​​the rail system. In the current state of the art, fixed optical signals, also known as shunting signals, and / or fixed data balises are used as shunting boundary elements.

[0009] A fixed data balise is set up to send an unchangeable balise telegram to a rail vehicle when it is passed over.

[0010] The extent of the track area and thus of the shunting yard area or the available shunting yard area, i.e., the outer boundary of the track area or shunting yard area, is thus fixed and unchangeable in the state of the art. However, this brings with it various limitations in practice.

[0011] It is fundamentally problematic if a shunting unit is longer than the available shunting track area and the driver of the shunting unit has to pass a shunting signal within sight to a certain extent in order to perform the shunting operation. With a fixed-data balise, the shunting operation cannot even be performed in such a case, as the shunting unit is forced to brake by the fixed-data balise.

[0012] To prevent this, current technology designates track sections or shunting yards as large as possible. However, as already described, for safety reasons, only one shunting unit can perform a shunting movement within a shunting yard. As a result, in the case of a shunting movement within the shunting yard, a significant portion of the track is closed to other rail vehicles. This is particularly the case if, for example, only one wagon needs to be shunted in a section of the track.

[0013] Existing solutions in which a shunting area is demarcated with permanently installed shunting signals have the following disadvantages in particular: Optical shunting signals can be overridden by a shunting unit, resulting in low safety. The installation effort for a demarcation with permanently installed shunting signals at the boundaries of the shunting yard area is relatively high, since a shunting signal must be installed for each direction of travel and at each desired end or limit point of the shunting yard boundary. Only one shunting unit can perform a shunting movement at a time within the shunting yard area.

[0014] Existing solutions in which a shunting yard area is demarcated with fixed data balises have the following disadvantages in particular: The shunting yard area cannot be adjusted during shunting operations within the shunting yard area. Only one shunting unit can perform a shunting movement within the shunting yard area at a time. The fixed-data balise cannot be moved into or out of the shunting yard area.

[0015] Therefore, the object of the invention is to create a possibility to at least reduce the disadvantages of the prior art and, in particular, to increase safety when carrying out shunting operations, to reduce installation costs and, at the same time, to enable efficient operation and utilization of a rail area.

[0016] The object is achieved according to a first aspect of the invention by a (computer-implemented) method according to claim 1 for dynamically adjusting shunting track areas in a rail area of ​​a rail system. The method comprises: Providing a plurality of transparent data balises arranged (and in particular controllable) in the rail area, wherein the transparent data balises are each operable in at least one boundary balise mode and one overrun mode, receiving at least one shunting instruction data set, defining at least one first shunting route area located in the rail area by defining an (outer) boundary of the first shunting route area based on the received shunting instruction data set, wherein defining the first shunting route area comprises determining transparent data balises from the plurality of transparent data balises that form the boundary of the first shunting route area (at least partially), and setting at least the first shunting route area by setting the transparent data balises forming the boundary of the first shunting route area to the boundary balise mode.

[0017] A further aspect of the invention is a data processing device according to claim 14 for a rail area of ​​a rail system. A plurality of transparent data balises are arranged in the rail area. The arranged transparent data balises are each operable in at least one boundary balise mode and one overrun mode. The data processing device comprises at least one maintenance module. The maintenance module is configured to receive at least one shunting instruction data set. The data processing device comprises at least one determination module. The determination module is configured to determine at least one first shunting route area located in the rail area by determining an (outer, circumferential) boundary of the first shunting route area based on the received shunting instruction data set.The determination module is configured to define the first shunting route area by determining transparent data balises from the plurality of transparent data balises that (at least partially) form the boundary of the first shunting route area. The data processing device comprises at least one setting module. The setting module is configured to set at least the first shunting route area by setting the transparent data balises that form the boundary of the first shunting route area to boundary balise mode.

[0018] Yet another aspect of the invention is a rail system. The rail system comprises a previously described data processing device. The rail system comprises a plurality of transparent data balises arranged in a (defined) rail area of ​​the rail system. The transparent data balises are each operable in at least a boundary balise mode and a crossing mode.

[0019] By providing, in contrast to the prior art, transparent data balises arranged in a rail area according to the invention, which can be dynamically switched at least between a boundary balise mode and a crossing mode, at least a first shunting section within the rail area can be set dynamically and depending on obtainable shunting instruction data sets, so that the disadvantages of the prior art are at least reduced and, in particular, the safety during the execution of a shunting operation is increased, the installation effort is reduced and, at the same time, efficient operation and utilization of the rail area is enabled.

[0020] In particular, parallel shunting can be enabled by dynamically and flexibly dividing the track area into at least two simultaneously operable shunting sections. The efficiency and utilization of a rail system are significantly improved.

[0021] The data processing device according to the invention is for use in a rail system for rail vehicles. A rail system comprises, in particular, a plurality of tracks for guiding rail vehicles. A rail vehicle serves to transport people or goods. For example, the rail system can comprise a plurality of rail lines formed from tracks. The rail lines serve to connect starting and end points, for example in the form of a plurality of stations (of the rail system). A rail line of a rail system can, in turn, be divided into a plurality of successive track sections. A rail line can run through a (defined) rail area of ​​the rail system.

[0022] Furthermore, the rail system can comprise a (defined) rail area. A defined rail area of ​​the rail system means, in particular, a rail area of ​​the rail system that can be used at least temporarily for shunting at least one shunting unit. In order to be able to use a rail area at least temporarily for shunting at least one shunting unit, a plurality (in particular between 3 and 50, preferably between 5 and 40) of transparent data balises are provided in the rail area. In other words, the rail area comprises a plurality of (controllable) transparent data balises, or a plurality of transparent data balises are arranged in the rail area.

[0023] The dimension or extent of the rail area is defined in particular by the plurality of transparent data balises that can be controlled by the data processing device. A rail area can, for example, at least partially comprise one or more rail sections.

[0024] In this context, a shunting unit refers, in particular, to a rail vehicle to be shunted. For example, a shunting unit may comprise a shunting locomotive or shunting locomotive, in particular to move another rail vehicle or a group of vehicles or a group of wagons (with one or more wagons). In particular, shunting a shunting unit involves performing forward and reverse movements.

[0025] A transparent data balise is, in particular, a technical device installed in a railway track of a (defined) rail area. In particular, a transparent data balise can be configured for the wireless or contactless transmission of at least one piece of information data to a rail vehicle passing over the transparent data balise. This piece of information data can be transmitted contactlessly to rail vehicles, in particular shunting units, passing over the transparent data balise using a so-called balise telegram.

[0026] A shunting unit, in particular the shunting locomotive described, has at least one (suitable) antenna. In particular, a (respective) shunting unit (and any other rail vehicle) can have a so-called Balise Transmission Module (BTM) as an antenna. A BTM is particularly configured to receive a balise telegram transmitted by a transparent data balise.

[0027] In a (balise-based) rail system, a distinction can be made between at least two different types of balises that can generally be installed: fixed data balises and transparent data balises.

[0028] A fixed-data balise (also called a static balise) is a balise with unchanging data content. The unchanging data content, or the unchanging information date, is stored in the fixed-data balise. A fixed-data balise can only transmit this unchanging data content in the form of a balise telegram.

[0029] To read the aforementioned data content, the fixed data balise can be supplied with power inductively, i.e. contactlessly via an air interface, in particular by the shunting unit or by the balise reader (in particular the aforementioned BTM) arranged on the shunting unit. The functionality of a fixed data balise is particularly similar to that of a contactless transponder card or transponder. The fixed data balise does not have its own power supply as standard, but can be supplied with power by the BTM. Such a balise can preferably be connected to a (wireless and / or wired) communications network, in particular for the purpose of monitoring the status of the balise. The data processing device can also be connected to the communications network.

[0030] The fixed data content of such a beacon can, for example, be the distance to the next beacon and, in particular, the maximum speed permitted up to that point.

[0031] A transparent data balise according to the invention is understood to mean, in particular, a balise that can be switched between at least two different operating modes. This means, in particular, that the transparent data balise can transmit at least two different data contents, depending on the set operating mode. According to the invention, a transparent data balise can be operated or switched to at least a boundary balise mode and a crossing mode.

[0032] In particular, a transparent data balise set to boundary balise mode can transmit a command such as "Stop" or "Shunting" as data content to indicate a (non-crossable) boundary of a shunting area, i.e., to prevent crossing the corresponding transparent data balise into or out of the shunting area. In particular, a transparent data balise set to overrun mode can transmit a command such as "Travel" as data content, specifically to allow crossing the corresponding transparent data balise.

[0033] To enable a transparent data balise to operate in different modes, it is connected (by default) to a (wireless and / or wired) communication network (of the rail system). The communication network can be connected to the data processing device.

[0034] Setting a transparent data balise to a specific operating mode can be achieved by controlling the transparent data balise with a defined data content from a (track-near) balise control device (also known as a balise control unit (BCU)). The balise control device, in turn, can receive the data content in the form of a signal aspect from a (remotely located) data source. In particular, the signal aspect can be transmitted from the data processing device of an (electronic) interlocking system to the balise control device via the communications network (e.g., CAN bus network). This allows the transparent data balise to be set to different operating modes or allows variable and, in particular, always-up-to-date information data to be transmitted to the transparent data balise.The transmitted information data can be transmitted by the transparent data balise in the form of at least one balise telegram to the rail vehicles and / or shunting units that pass the transparent data balise.

[0035] The power supply of a transparent data balise can be wired. In particular, a sinusoidal voltage (e.g., 22 V, 8.82 kHz) can be transmitted from the balise control device via a cable. This sinusoidal voltage is preferably used simultaneously as a carrier signal for the data to be transmitted to the transparent data balise. In particular, a Manchester-coded data signal (e.g., 16 V at 564.48 kbit / s) can be added or modulated onto the sinusoidal voltage. In other words, the balise control device can supply the transparent data balise with power (sinusoidal signal) and data (Manchester signal).

[0036] The antenna of the shunting unit (in particular the antenna of a BTM) can be configured, in particular, for contactless reading of the at least one transparent data balise, preferably for inductive reading by receiving balise telegrams from the at least one transparent data balise. The antenna of the shunting unit can, in particular, be attached to the shunting locomotive of the shunting unit, in particular to an underside of the shunting locomotive facing the track bed.

[0037] A so-called Eurobalise represents a special form of such a transparent data balise. Technically, a Eurobalise is essentially an inductively coupled transponder that, mounted between the rails of a track or in the track bed of the rail area, is energized when a shunting unit passes over it (so-called telepowering) and then sends a message (so-called balise telegram) to this shunting unit. Its counterpart on the shunting unit is, in particular, the BTM. In particular, there is no feedback signal confirming the correct receipt of the (error-protected) message.

[0038] The data processing device according to the invention can in particular comprise at least one processor (and at least one suitable storage means) configured to control and / or execute the modules of the data processing device mentioned in particular below (e.g. formed as software).

[0039] The data processing device comprises a receiving module (controllable and / or executable by the processor). The data processing device can receive a shunting instruction data set using the receiving module.

[0040] A shunting instruction data record can contain at least one shunting instruction or one shunting attribute for forming a shunting track area in the rail area. For example, a shunting track area can contain a shunting instruction. A shunting instruction can relate in particular to a shunting unit to be shunted in the rail area and / or a shunting operation to be performed. At least inherently, a shunting instruction can contain, as shunting data, a request to perform a shunting operation with the shunting unit. For example, a shunting instruction data record can be provided by a signal box and / or a shunting unit and / or an authorized operator and can be forwarded in particular to the maintenance module for further processing by the data processing device.

[0041] According to one embodiment of the method according to the invention, a priority can be assigned to a shunting indication. For example, at least "high" and "low" can be assigned as a priority value. It is understood that further intermediate values, such as "medium," can be assigned. In particular, the determination of the at least one shunting route area to be set can also be based on the priority of a shunting indication.

[0042] For example, if a shunting instruction has a first priority (e.g., "high") for performing a shunting operation, the largest possible shunting route range can be determined for this shunting operation, in particular to enable particularly fast processing. Furthermore, for example, if several shunting instructions relating to a corresponding number of shunting operations are received almost simultaneously (and / or for an almost identical period of time), a shunting route range can initially be determined and set for the at least one shunting operation that has a higher priority than the at least one other shunting order.

[0043] Based on the at least one shunting instruction data set, at least one first shunting route area located in the rail area is defined or determined. In particular, a definition module (controllable and / or executable by the processor) is implemented in the data processing device according to the invention for defining the at least one shunting route area. The definition comprises defining or determining an (outer, circumferential) boundary of the first shunting route area based on the received shunting instruction data set.

[0044] In particular, a determination algorithm with at least one determination rule can be implemented in the determination module. The determination of a shunting route area is carried out in particular depending on the determination algorithm and the information contained in the shunting instruction data record. For example, the determination algorithm can specify that a shunting route area is determined for the at least one shunting instruction data record that is as small as possible. Alternatively or additionally, the determination algorithm can specify that a shunting route area is determined for the at least one shunting instruction data record in which a shunting order can be carried out as quickly as possible. The determination algorithm can also specify that as many of the rail lines leading through a rail area as possible are not included in a shunting route area. Further determination rules for the determination algorithm are conceivable.In variants of the invention, a determination rule can be specified by an authorized operator.

[0045] According to the invention, defining the first shunting yard area comprises determining transparent data balises from the plurality of transparent data balises arranged in the rail area, which (at least partially) form the boundary of the first shunting yard area. In other words, the transparent data balises can be determined or selected which, due to their rail position, are suitable for mapping the defined boundary (as optimally as possible). In particular, defining the boundary of a shunting yard area can be based on the actual rail positions of the transparent data balises in the rail area. These rail positions can, in particular, specify possible boundary profiles of possible shunting yard areas.

[0046] A circumferential boundary of a shunting yard area can be formed in particular by at least one transparent data balise and / or at least one track end (e.g. in the form of a buffer stop).

[0047] In particular, the respective positions of the respective transparent data balises in the rail area can be known, for example, stored in a position database of the data processing device. For example, the rail topology of the rail area, including the installed transparent data balises, can be stored in the position database. In particular, the transparent data balises can be selected from the plurality of transparent data balises arranged in the rail area to form the outer boundary of the first shunting section, which in particular enables the formation of a shunting section coordinated according to the definition rule and the shunting instruction data set.

[0048] According to the invention, the first shunting route area is set by setting the transparent data beacons that at least partially form the boundary of the first shunting route area to the boundary beacons mode. In particular, a setting module (controllable and / or executable by the processor) is implemented in the data processing device according to the invention for setting the at least one shunting route area.

[0049] As already described, a transparent data balise operating or set in the boundary balise mode is configured to transmit a boundary indication, such as "stop" or "shunting," to indicate a boundary (not traversable by a rail vehicle) of the first shunting yard area (to a passing rail vehicle). Setting a transparent data balise from a first operating mode (e.g., a crossing mode) to the boundary balise mode, or vice versa, can be performed dynamically and, in particular, promptly. In a low-effort manner, shunting yard areas can be (dynamically) formed and dissolved again in a rail area of ​​a rail system using a plurality of transparent data balises.

[0050] According to one embodiment of the method according to the invention, setting the first shunting route area by setting the transparent data balises forming (at least partially) the boundary of the shunting route area to the boundary balise mode may further comprise: Generating, by a generation module of the data processing device (which can be controlled and / or executed by the processor), a boundary balise signal aspect, and transmitting, by a transmission module of the data processing device (which can be controlled and / or executed by the processor), the boundary balise signal aspect to the transparent data balises forming the boundary of the first shunting route area.

[0051] In other words, setting a transparent data balise to border balise mode specifically involves transmitting a border balise signal aspect to the transparent data balise. A transparent data balise set to border balise mode in this way can then transmit the transmitted border balise signal aspect as a balise telegram to a passing rail vehicle (e.g., a shunting unit).

[0052] The telegram content or signal aspect content can preferably contain "stop" or "shunting" information (particularly as a boundary of the formed shunting area). This can prevent the transparent data balise, which is set to a corresponding boundary balise mode, from being overrun into or out of the shunting area. In a particularly simple and reliable manner, an actual (specified) shunting area can be dynamically set or formed within the defined track area.

[0053] According to a preferred embodiment of the method according to the invention, defining the first shunting mile area can comprise determining transparent data balises located within the boundary of the first shunting mile area from the plurality of transparent data balises. Setting the first shunting mile area can comprise setting the determined transparent data balises located within the boundary of the first shunting mile area to override mode. As already described, the respective rail positions of the plurality of transparent data balises can be known, for example, from a corresponding position database. Based on the position data stored in the position database, the transparent data balises located within the boundary of the first shunting mile area can be determined.To enable a shunting unit to override these internal transparent data balises in any desired manner, these transparent data balises can be set to override mode. In particular, all internal transparent data balises can be set to override mode. Shunting in a shunting yard area can be enabled in a particularly low-effort manner. It is understood that the shunting yard area can also be designed such that no transparent data balises are located there at all.

[0054] According to a further embodiment of the method according to the invention, setting the first shunting route area by setting the specific transparent data balises located within the boundary of the first shunting route area to the overrun mode may further comprise: Generating, by a (previously described) generation module of the data processing device, a crossing signal aspect, and transmitting, by a (previously described) transmission module of the data processing device, the crossing signal aspect to the specific transparent data balises located within the boundary of the first shunting route area.

[0055] In other words, setting a transparent data balise to overrun mode involves transmitting a overrun signal aspect to the transparent data balise. A transparent data balise set to overrun mode in this way can then transmit the transmitted overrun signal aspect as a balise telegram to a passing rail vehicle (e.g., a shunting unit).

[0056] The telegram content or signal aspect content can preferably contain "Travel" as information, particularly to permit (unrestricted) overrun of the transparent data balise. This makes it possible to overrun the transparent data balise set to a corresponding overrun mode. In a particularly simple and reliable manner, an actual (specified) shunting section can be dynamically set or created within the defined track area.

[0057] According to a particularly preferred embodiment of the method according to the invention, the method may further comprise: Defining at least one second shunting route area located in the rail area by defining an (outer, circumferential) boundary of the second shunting route area based on the received shunting instruction data set, wherein defining the second shunting route area comprises determining transparent data balises from the plurality of transparent data balises that form (at least partially) the boundary of the second shunting route area, and setting the second shunting route area by setting the transparent data balises that form the boundary of the second shunting route area to the boundary balise mode.

[0058] In other words, at least two shunting yard areas that can be operated in parallel can be (dynamically) formed in the rail area. Depending on the rail topology of the rail area and / or the provided transparent data balises, three or more shunting yard areas can be formed in the rail area.

[0059] In particular, the first shunting yard area and the second shunting yard area are formed such that they do not overlap. A single first shunting unit can perform a shunting operation in the first shunting yard area, and simultaneously, a single second shunting unit can perform another shunting operation in the second shunting yard area. A rail area can be operated with significantly better capacity utilization.

[0060] The second shunting route area can be defined and set at the same time as the first shunting route area is defined and set, in particular based on the at least one definition algorithm or the at least one definition rule.

[0061] Furthermore, the formation of the second (and each further) shunting route area can be carried out analogously to the formation of the first shunting route area. According to one embodiment of the method according to the invention, the setting of the second shunting route area by setting the transparent data balises that (at least partially) form the boundary of the shunting route area to the boundary balise mode can further comprise: Generating, by a (previously described) generation module of the data processing device, a boundary balise signal aspect, and transmitting, by a (previously described) transmission module of the data processing device, the boundary balise signal aspect to the transparent data balises forming the boundary of the second shunting route area.

[0062] According to a further embodiment of the method according to the invention, defining the second shunting route area may comprise determining transparent data balises located within the boundary of the second shunting route area from among the plurality of transparent data balises. Setting the second shunting route area may comprise setting the determined transparent data balises located within the boundary of the second shunting route area to override mode.

[0063] According to a further embodiment of the method according to the invention, setting the second shunting route area by setting the specific transparent data balises located within the boundary of the shunting route area to the overrun mode may further comprise: Generating, by a (previously described) generation module of a data processing device, a crossing signal aspect, and transmitting, by a (previously described) transmission module of the data processing device, the crossing signal aspect to the specific transparent data balises located within the boundary of the second shunting route area.

[0064] According to a further preferred embodiment of the method according to the invention, the shunting instruction data set (e.g., as shunting information) can contain at least the number of shunting route areas to be set in the rail area. In particular, the number of shunting route areas (dynamically) set in the rail area can correspond to the number of shunting route areas to be set in the shunting instruction data set. If, for example, the number "two" is specified, a corresponding number of non-overlapping shunting route areas can be set, so that two shunting operations can be carried out in parallel.

[0065] In variants of the invention, a respective setting time period can be provided for each shunting section to be set. In particular, the setting time period can be combined with the number of shunting section areas to be set. A shunting instruction data record can contain the number of shunting section areas to be set (e.g., 1, 2, 3, 4, etc.) and an associated setting time period (e.g., xh, such as 12 h, 24 h, etc.). Furthermore, each shunting specification, for example, for a shunting operation, can contain a setting time period. In this case, the setting time period can (additionally) indicate by when the shunting operation is to be completed.

[0066] According to a further embodiment of the method according to the invention, the shunting instruction data record (as shunting information) can contain at least one shunting unit specification for a shunting unit to be shunted in the first shunting route area. For example, the type of shunting unit or the object to be shunted (e.g., a single freight car, multiple freight cars, etc.) can be specified.

[0067] According to a preferred embodiment of the method according to the invention, the shunting unit information can contain at least one length data item relating to the shunting unit. The method can further comprise determining, e.g., by a determination module (controllable and / or executable by the processor), the (spatial) minimum shunting size of the first shunting route area based on the length data item. In variants of the invention, the determination can also be performed by an authorized operator. Establishing the first shunting route area by defining the boundary of the first shunting route area can be based on the determined minimum shunting size.

[0068] Preferably, the length data item can specify the (maximum) length of the shunting unit (for example, xm) and / or be a parameter from which the (maximum) length of the shunting unit can be determined, such as the (maximum) number of wagons to be shunted (the length of a respective wagon and the shunting locomotive can be known here). Based on the length data item, the minimum dimension or the minimum size of the first shunting route area to be set can be determined. In particular, determining the minimum dimension or the minimum size can include determining the number of required tracks and / or determining defined tracks and / or the minimum length of the tracks required for shunting the shunting unit.

[0069] As already described, a determination rule can also be used, for example, to keep the shunting area as small as possible and / or to enable the shunting process to be carried out as quickly and efficiently as possible and / or to avoid using at least one rail section in the rail area. In particular, the determination of the first shunting area (and each subsequent shunting area) can be based on the determination rule and the minimum shunting size or the minimum dimension determined from it. This can enable particularly efficient and simultaneously safe operation of a rail system.

[0070] According to a further embodiment of the method according to the invention, at least one transparent data balise of the transparent data balises forming the boundary of the first shunting route area can be set to the boundary balise mode only after a shunting unit has (completely) entered the first shunting route area. In particular, only the one transparent data balise (or group of transparent data balises) of the boundary over which the shunting unit will enter the inner area of ​​the first shunting route area can be set from a first operating mode (e.g., a crossing mode) that permits entry to the boundary balise mode, and only after detection of a (complete) entry of the shunting unit into the first shunting route area.

[0071] Detection of (complete) entry of the shunting unit can, for example, be carried out by a (previously described) entry detector. Detection can also include evaluation of a return signal from the overrunning transparent data balise. Thus, when a transparent data balise is passed over, the transparent data balise is excited, in particular an inductive excitation. Excitation of the transparent data balise by an antenna of a rail vehicle (in particular a BTM) can be detected in particular by the balise control device detecting a change in the impedance of the balise connection of the transparent data balise on the balise control device. By monitoring and evaluating the impedance, entry of the shunting unit can be detected (if necessary together with other known information (e.g. length data of the shunting unit or is at least one wagon being pushed or pulled, etc.)).In variants of the invention, the detection of an entry may also include an evaluation of a signal from the shunting unit.

[0072] According to a further embodiment of the method according to the invention, the shunting instruction data record (as shunting information) can contain at least one shunting time date and / or one resource date. The shunting time date can in particular be or include a defined day of the week (e.g. weekend, working day), a specific time of day (e.g. between 8 a.m. and 6 p.m. or between 6 p.m. and 8 a.m.), a specific time of year (e.g. holiday season) or the like. Depending on the shunting time date, in particular the number of shunting route areas to be set in the rail area can be determined. For example, the number of shunting route areas to be set can be higher for a first shunting time date (e.g. a working day) than for a second shunting time date (e.g. a weekend).

[0073] A resource datum refers, in particular, to the resources (actually) available in the rail area (currently or during a future period) for performing shunting operations, such as available shunting locomotives, available locomotive drivers, etc. If, for example, only one shunting locomotive (or only one locomotive driver) is available, in particular only a single shunting section can be formed in the rail area. If, for example, two shunting locomotives (and two locomotive drivers) are available, in particular two shunting sections can be formed in parallel in the rail area.

[0074] According to a further preferred embodiment of the method according to the invention, the method may further comprise: Providing a status database on the occupancy status of the rail area, and defining the first shunting yard area by defining the boundary of the first shunting yard area based on the occupancy status of the rail area.

[0075] The status database can be stored in a data memory of the data processing device. In particular, shunting track areas currently set in the rail area and / or shunting track areas to be set in the rail area in a future period can be stored in the status database. In other words, not only the current occupancy status of the rail area can be stored in the status database, but also the occupancy status for a future period (e.g., the next hour, the next day, etc.). Before setting a new shunting track area, for example, prompted by receiving a new shunting instruction data record, a check can be made to determine whether the new shunting track area can be set based on the stored occupancy status.Only if the stored occupancy status allows the new shunting track area to be set can the corresponding setting be carried out. The rail system can be operated even more efficiently.

[0076] According to one embodiment of the rail system according to the invention, the rail system can comprise at least one (electronic) signal box. The data processing device can be implemented in the signal box. In other words, the signal box can preferably comprise or form the previously described data processing device.

[0077] According to a further embodiment of the rail system according to the invention, the rail system can comprise the rail area. Furthermore, the rail system can comprise respective balise control devices of the plurality of transparent data balises.

[0078] Yet another aspect of the invention is a computer program comprising instructions which, when the computer program is executed by at least one processor of a (previously described) data processing device, cause the latter to execute and / or control the method according to one of the preceding claims.

[0079] The computer program, in particular the instructions or program instructions, can be stored in a computer program product, in particular a storage medium in the form of a program memory. For example, a program memory is a non-volatile memory such as a flash memory, a magnetic memory, an EEPROM (electrically erasable programmable read-only memory), and / or an optical memory.

[0080] In addition, a data processing device may include a main memory, for example, a volatile or non-volatile memory, in particular a random access memory (RAM), such as a static random access memory (SRAM), a dynamic random access memory (DRAM), a ferroelectric random access memory (FeRAM), and / or a magnetic random access memory (MRAM). The at least one processor of the data processing device may, for example, store intermediate results or the like in the main memory.

[0081] The modules described above are preferably at least partially software elements (e.g., executable code) and can be executed by a processor of the data processing device. It should also be noted that terms such as "first," "second," etc., do not indicate a sequence, but rather serve to distinguish between two elements (e.g., shunting yard area, etc.), unless such a chronological sequence is explicitly stated.

[0082] The features of the data processing devices, rail systems, methods, and computer programs can be freely combined with one another. In particular, features of the description and / or the dependent claims may be independently inventive, even if they completely or partially circumvent features of the independent claims, either alone or freely combined with one another.

[0083] There are now numerous possibilities for designing and further developing the data processing device, method, computer program, and rail system according to the invention. Reference is made, on the one hand, to the claims subordinate to the independent claims and, on the other hand, to the description of exemplary embodiments in conjunction with the drawing. The drawing shows: Fig. 1 is a schematic view of an embodiment of a data processing device according to the present invention, Fig. 2 is a schematic partial view of an embodiment of a rail system according to the present invention with a further embodiment of a data processing device according to the present invention, Fig. 3 is a schematic view of a further embodiment of a rail system according to the present invention with a further embodiment of a data processing device according to the present invention, and Fig. 4 is a diagram of an embodiment of a method according to the invention.

[0084] In the following, the same reference symbols are used for the same elements.

[0085] The Figure 1shows a schematic view of an embodiment of a data processing device 100 according to the present invention with at least one processor 102 and at least one memory means 104.

[0086] The processor 102 (together with the storage means 104) is particularly configured to control and / or execute the modules 106, 108, 110 of the data processing device 100. The data processing device 100 is intended for use in or for a rail system (not shown). A plurality of transparent data balises (not shown) are arranged in a rail area of ​​the rail system. Each of these transparent data balises is operable in at least a boundary balise mode and a crossing mode.

[0087] The data processing device 100 comprises at least one receiving module 106 or a receiving module 106. For example, the receiving module 106 can comprise a user interface or a communication interface. The receiving module 106 is configured to receive at least one shunting instruction data set. A shunting instruction data set contains at least one shunting indication regarding the formation of, or for the formation of, at least one first shunting section in the rail area.

[0088] Furthermore, the data processing device 100 comprises at least one determination module 108. The determination module 108 is configured to determine at least one first shunting route area located in the rail area by determining an (outer) boundary of the first shunting route area, at least based on the received shunting instruction data set. The determination module is configured to determine the first shunting route area by determining the transparent data balises that at least partially form the boundary of the first shunting route area from the plurality of transparent data balises.

[0089] Furthermore, the data processing device comprises at least one setting module 110. The setting module 110 is configured to set the first shunting route area by setting the transparent data balises that at least partially form the boundary of the first shunting route area to the boundary balise mode.

[0090] The Figure 2 shows a schematic partial view of an embodiment of a rail system 220 with a further embodiment of a data processing device 200 according to the present invention. To avoid repetition, in particular with regard to the data processing device 200, essentially only the differences from the previous embodiment are described below, and otherwise reference is made to the explanations for Figure 1 referred to.

[0091] The rail system 220 comprises the data processing device 200 and a plurality of transparent data balises 234 arranged in a rail area 242 of the rail system 220. Only for the sake of a better overview, Figure 2 Only one transparent data balise 234 is shown. The transparent data balises 234 can each be operated in at least one boundary balise mode and one crossing mode.

[0092] The illustrated rail system 220 preferably comprises at least one signal box 222, at least for controlling the (defined) rail area 242. The data processing device 200 is implemented in particular in the (electronic) signal box 222.

[0093] Furthermore, the rail system 220 can comprise a balise control device 232 assigned to the transparent data balise 234. The balise control device 232 is configured, in particular, to detect an excitation of the transparent data balise 234 by an antenna 240 of the rail vehicle traveling over the transparent data balise 234, in particular in the form of a shunting unit 236 with preferably a shunting locomotive 238. In particular, a (respective) shunting unit 236, in particular the (respective) shunting locomotive 238, can have a so-called Balise Transmission Module (BTM) configured to excite a transparent data balise 234 in order to cause the transparent data balise 234 to transmit a balise telegram, so that the balise telegram can be received by the BTM.

[0094] The excitation of the transparent data balise 234 can, in particular, be an inductive excitation. Excitation of the transparent data balise 234 by the antenna 240 can, in particular, be detected by the balise control device 232 by detecting a change in the impedance of the balise connection of the transparent data balise 234 at the balise control device 232. This allows overrun of the transparent data balise 234 to be detected. An evaluation of this overrun, possibly with further known data (e.g., length data of the shunting unit 236, overrun of another transparent data balise by the shunting unit 236 that is located behind the transparent data balise 234 in the direction of travel, etc.), can be used to detect the shunting unit 236 entering a shunting section (not shown) of the rail area 242.As already described, in variants of the invention, the shunting unit 236 can also be moved into a shunting section in other ways, for example by detecting a corresponding signal from the shunting unit.

[0095] The data processing device 200 comprises a maintenance module 206, a determination module 208, and a setting module 210. In particular, the setting module 210 can comprise a (bidirectionally operating) transmission module 224 or a (bidirectional) transmission function. The transmission module 224 can be configured, in particular, to transmit a signal aspect to the plurality of transparent data balises 234 of the rail area 242. In variants, the transmission module can receive data from the transparent data balise.

[0096] By transmitting a defined signal aspect to a transparent data balise 234, the transparent data balise 234 can be set to a defined operating mode by the setting module 210. Depending on the set operating mode, i.e., in particular, depending on the signal aspect content of the signal aspect transmitted to the transparent data balise 234 (by means of the balise control device 232), the transparent data balise 234 transmits defined information as a balise telegram to this rail vehicle when triggered by a rail vehicle. The rail vehicle is, in particular, configured to operate depending on the received balise telegram or the content of the received balise telegram.

[0097] As already described, a transparent data balise 234 can be operated in at least one boundary balise mode and one crossing mode, and in particular can be switched between these at least two operating modes. In variants of the invention, at least one further operating mode can be provided, in which, for example, crossing is only permitted in one direction of travel.

[0098] To set a transparent data balise 234 to border balise mode, the transmission module 224 can transmit a border balise signal aspect to the transparent data balise 234. The border balise signal aspect can, in particular, contain "stop" or "shunting" as the signal aspect content. A transparent data balise 234 that receives the border balise signal aspect (and thus operates in border balise mode) transmits "stop" or "shunting" as information from a balise telegram to a passing rail vehicle. Upon receipt of a corresponding balise telegram, the rail vehicle stops. In particular, emergency braking is triggered upon receipt of a corresponding balise telegram. Entry into or exit from a set shunting yard area can be prevented.

[0099] To set a transparent data balise 234 to overrun mode, the transmission module 224 can transmit a overrun signal aspect to the transparent data balise 234. The overrun signal aspect can, in particular, contain "travel" as the signal aspect content. A transparent data balise 234 that receives the overrun signal aspect (and thus operates in overrun mode) transmits "travel" as information in a balise telegram to a passing rail vehicle. Upon receiving a corresponding balise telegram, the rail vehicle receives the information that a (particularly unrestricted) overrun is permitted. In particular, an emergency braking of the rail vehicle is not triggered.

[0100] The data processing device 200 can preferably comprise a generation module 246. The generation module 246 is configured, in particular, to generate a signal aspect (to be transmitted by the transmission module 224). In particular, the generation module 246 can be configured at least to generate the crossing signal aspect and the boundary beacon signal aspect, or corresponding signal aspect contents.

[0101] The generation module 246 can be controlled, in particular, by the determination module 208. In variants of the invention, the generation module can be integrated into the determination module or the setting module.

[0102] As already described, the determination module 208 is configured to determine or define at least one first shunting track area located in the rail area 242 by defining a boundary of the first shunting track area based on the received shunting instruction data set. As also already described, a shunting instruction data set can be received or received from another entity of the rail system, such as a shunting unit and / or a signal box and / or an authorized operator (e.g., locomotive driver of the shunting unit). The shunting instruction data set can be entered via the receiving module 206 in the form of a user interface (e.g., keyboard or similar input device). Receiving can also occur via a communication interface.

[0103] In one embodiment, a shunting instruction data record can contain at least the number of shunting route areas to be set in the rail area 242. The determination module 208 can be configured to set a number of shunting route areas corresponding to the number contained in the shunting instruction data record. Upon receipt of a further shunting instruction data record with a further number of shunting route areas to be set that differs from the previous number of shunting route areas to be set, the determination module 208 can be configured to set a changed number of shunting route areas corresponding to the further number contained in the further shunting instruction data record. At least one shunting route area can be dynamically determined in the rail area 242.

[0104] In particular, additionally, but also alternatively, a shunting instruction data record can contain at least one further shunting specification regarding the formation of the at least one shunting track area in the rail area. A shunting specification, in particular in the form of a shunting attribute, can further define the at least one shunting track area to be set. For example, a shunting attribute can specify the number of tracks and / or type of tracks and / or length of tracks for a shunting track area to be set. It can also be specified, for example, by a shunting attribute that if two or more shunting track areas are to be set, the respective size of the shunting track areas can be essentially the same or can differ in a defined way.The determination module 208 may be configured to determine the at least one shunting route area based on the at least one shunting attribute of the shunting instruction data record.

[0105] Alternatively or additionally, a shunting instruction data set can contain at least one shunting unit specification for the shunting unit 236 to be shunted in the first shunting track area. In preferred variants of the invention, the shunting instruction data set can contain a plurality of shunting unit specifications for a corresponding plurality of shunting units 236 to be shunted (at least partially simultaneously) in the rail area 242.

[0106] The determination module 208 can be configured to determine the at least one shunting route area, in particular a plurality of shunting route areas, based on the at least one shunting unit specification, in particular the plurality of shunting unit specifications, of the shunting instruction data set.

[0107] A shunting unit specification can include a length datum of the shunting unit 236 to be shunted. The data processing device 200 can include an optional determination module 248. In variants of the invention, the determination module can be integrated into the determination module. The determination module 248 can be configured to determine the (spatial) minimum shunting size of a respectively required shunting route area based on the respective length datum. Alternatively or additionally, the determination can be made by an authorized operator. The determination of the first shunting route area by specifying the boundary of the first shunting route area can be based on the determined or determined minimum shunting size.

[0108] The length data item can specify the (maximum) length of the shunting unit 236 (for example, xm) and / or be a parameter from which the (maximum) length of the shunting unit 236 can be determined, such as the number of wagons to be shunted (the length of a respective wagon and the shunting locomotive can be known here). Based on the length data item, the minimum dimension or the minimum size of the first (and, for example, each subsequent) shunting route area to be set can be determined. In particular, determining the minimum dimension or the minimum size can include determining the number of required tracks and / or determining the type of tracks and / or determining the length of the tracks required for shunting the shunting unit.

[0109] Alternatively or additionally, a shunting instruction data record can contain at least one shunting time date and / or one resource date. The resource date can in particular indicate the resources (e.g. operator, shunting locomotives, locomotive driver, etc.) available (during a future period). In particular, the number of set shunting route areas can be selected such that it corresponds at most to the number of available resources. The shunting time date can in particular be a defined weekday (e.g. weekend, working day), a specific time of day (e.g. between 8 a.m. and 6 p.m. or between 6 p.m. and 8 a.m.), a specific time of year (e.g. holiday season) or the like. The definition of the first shunting route area by defining the boundary of the first shunting route area can be based on the shunting time date.

[0110] As already described, a determination algorithm with at least one determination rule can be implemented in the determination module 208. The determination of a shunting route area occurs in particular depending on the determination algorithm and the at least one piece of information contained in the shunting instruction data record. For example, the determination algorithm can specify that a shunting route area is determined for the at least one shunting instruction data record that is as small as possible. Alternatively or additionally, the determination algorithm can specify that a shunting order can be carried out as quickly as possible for the at least one shunting instruction data record. In variants of the invention, a determination rule can be specified by an authorized operator.

[0111] Furthermore, the data processing device 200 optionally includes a status database 226 (for example, stored in a data memory of the data processing device 200). The status database 226 stores, in particular, shunting track areas of the rail area 242 currently set in the rail area 242 and / or shunting track areas to be set or reserved in the rail area 242 in a future period.

[0112] In other words, not only the current occupancy status of the track area can be stored in the status database, but also the occupancy status for a future period (e.g., the next hour, the next day, etc.). Upon receipt of a shunting instruction data record, the occupancy status can optionally first be checked against the data stored in the status database, in particular by means of the data processing device 200. If it is determined that defining at least one shunting track area according to the received shunting instruction data record cannot be implemented due to the stored occupancy status, corresponding information (possibly with an implementable counter-proposal) can be output by an output module (not shown) (e.g., a user interface, such as a screen, or a communication interface) of the data processing device 200.If it is determined that the definition of at least one shunting route area according to the received shunting instruction data set is feasible based on the stored occupancy status, the corresponding implementation can take place. Optionally, corresponding feedback can be provided via an output module.

[0113] As already described, defining the respective shunting yard area comprises determining the respective transparent data balises that can form the respective boundary of the respective shunting yard area based on their respective rail positions. In particular, defining the boundary can be based on the actual rail positions of the transparent data balises 234 of the rail area 242. These rail positions can, in particular, specify possible boundary lines of formable shunting yard areas in the rail area 242.

[0114] The data processing device 200 can, in particular, comprise a position database 228. In particular, a (rail) topology of the rail area 242 with the respective rail positions of the plurality of transparent data balises 234 can be stored in the position database. In particular, the transparent data balises 234 can be selected from the plurality of transparent data balises arranged in the rail area 242 to form the outer boundary of the respective shunting route area, which, based on their rail position, enable the formation of a respective shunting route area (in the best possible way) according to the determination rule and the shunting instruction data set.

[0115] The definition of a shunting route area comprises, in particular, determining, preferably by the definition module 208, transparent data balises 234 located within the boundary of the (to be set) shunting route area from the plurality of transparent data balises 234. The setting of the shunting route area can comprise setting, in particular by the setting module 210, the specific transparent data balises 234 located within the boundary of the respective shunting route area into the overrun mode, as has already been described in particular.

[0116] The respective rail positions of the plurality of transparent data balises 234 can be determined by accessing the position database 228. To enable overrunning of these internal transparent data balises 234, these transparent data balises 234 can be placed in overrun mode. In particular, all internal transparent data balises 234 can be placed in overrun mode by the setting module 210 controlling the corresponding transparent data balises 234 with the respective overrun signal aspects in the manner described above.

[0117] To enable entry into a (already set) shunting yard area, at least one transparent data balise 234 from the transparent data balises 234 that form the boundary of the shunting yard area can first be set to overrun mode (or a similar mode that allows overrunning of the transparent data balise 234 into the shunting yard area). The shunting unit 236 can then enter the shunting yard area via this (individual) transparent data balise 234 (which can also be a group of transparent data balises 234). Only after detection that the shunting unit 236 has (fully) entered the shunting yard area can said transparent data balise 234 be set to boundary balise mode, as described above.In variants of the invention, a shunting yard area can also only be set when the shunting unit is already within the boundary of the shunting yard area. In other words, only then can the transparent data balises that form the boundary of the shunting yard area be controlled and set to boundary balise mode.

[0118] In variants of the invention, the definition of at least one first shunting track area located in the rail area can be carried out at least partially by an authorized operator by defining a boundary of the first shunting track area. Furthermore, it should be noted that reference numeral 244 denotes a track 244 or a rail in this case.

[0119] The Figure 3shows a schematic view of a further embodiment of a rail system 320 according to the present invention with a further embodiment of a data processing device 300 according to the present invention. To avoid repetition, in particular with regard to the data processing device 300 and the rail system 320, only the differences from the previous embodiments are described below, and otherwise reference is made to the explanations for Figure 1 and 2 Furthermore, the illustration of a processor and a memory means as well as the modules of the data processing device 300 has been omitted solely for the sake of clarity. In particular, the data processing device 300 can be configured in accordance with the data processing device 200 and / or 100.

[0120] As can be seen, the rail system 320 comprises a rail area 342 with a plurality of tracks 344. The rail area 342 can be entered and exited via the access areas 350. In particular, these tracks can be part of a respective rail line.

[0121] Furthermore, a plurality of dead-end tracks 344 are provided in the rail area 342. A dead-end track 344 has at least one track end 352, for example, a buffer stop. A track end 352 can, in particular, be part of a (circumferential) boundary of a shunting track area 354, 356. Furthermore, a plurality of switches are arranged in the rail area 342.

[0122] According to the invention, a plurality of transparent data balises 334 are arranged in the rail area 342. In particular, each of these transparent data balises 334 can be switched between the boundary balise mode and the overrun mode by the data processing device 300, as described.

[0123] Only examples are given in the Figure 3 a first shunting yard area 354 and a second shunting yard area 356 are shown, which were set in particular by the data processing device 300, as previously described. A respective (circumferential) boundary of a shunting yard area 354, 356 is formed by the respective transparent data balises 334 and track terminations 352 located at the boundary, wherein these transparent data balises 334, also referred to as boundary balises, operate in boundary balise mode.

[0124] The transparent data balises 334 located within a respective boundary of a shunting route area 354, 356 are operated in particular in the overrun mode.

[0125] The Figure 4 shows a diagram of an embodiment of a method according to the present invention. The method is used for dynamically adjusting shunting track areas in a rail area of ​​a rail system (for example, according to Figure 2 and / or 3). The method is, in particular, at least partially a computer-implemented method.

[0126] In a step 401, a plurality of transparent data balises arranged in the rail area and in particular controllable are provided, wherein the transparent data balises are each operable in at least one limit balise mode and one override mode, as previously described. This step can, in particular, be performed essentially once.

[0127] In a step 403, at least one shunting instruction data set is obtained, as previously described. In particular, whenever a new shunting instruction data set is received, a change to the set shunting route areas can be effected or initiated. As described, an optional check can be provided to determine whether a change is feasible.

[0128] In step 405, at least one first shunting yard area located in the rail area is defined by defining an (outer, circumferential) boundary of the first shunting yard area based on the received shunting instruction data set, as already described. Defining the first shunting yard area includes determining transparent data balises from the plurality of transparent data balises that (at least partially) form the boundary of the first shunting yard area, as already described.

[0129] In step 407, the first shunting section is set by setting the transparent data balises forming the boundary of the first shunting section to the boundary balise mode, as already described. List of reference symbols:

[0130] 100Data processing device 102Processor 104Storage means 106Maintenance module 108Determination module 110Setting module 200Data processing device 202Processor 204Storage means 206Maintenance module 208Determination module 210Setting module 220Rail system 222Interlocking system 224Transmission module 226Status database 228Position database 232Balise control device 234Transparent data balise 236Shunting unit 238Shunting locomotive 240Antenna 242Rail area 244Track 246Generation module 248Determination module 300Data processing device 320Rail system 334Transparent data balise 342Rail area 344Track 350Access area 352Track end 354First shunting area 356Second shunting area 401Step 403Step 405Step 407Step

Claims

1. A method, in particular a computer-implemented method, for dynamically setting shunting track areas (354, 356) in a rail area (242, 342) of a rail system (220, 320), comprising: - providing a plurality of transparent data balises (234, 334) arranged in the rail area (242, 342), wherein the transparent data balises (234, 334) are each operable in at least one boundary balise mode and an overrun mode, - receiving at least one shunting instruction data set, - defining at least one first shunting track area (354, 356) located in the rail area (242, 342) by defining a boundary of the first shunting track area (354, 356) based on the received shunting instruction data set, - wherein the definition of the first shunting track area (354, 356) comprises determining transparent data balises (234, 334) from the plurality of transparent data balises (234, 334),which form the boundary of the first shunting section (354, 356), and - setting the first shunting section (354, 356) by setting the transparent data balises (234, 334) forming the boundary of the first shunting section (354, 356) to the boundary balise mode.

2. Method according to claim 1, characterized in that setting the first shunting section (354, 356) by setting the transparent data balises (234, 334) forming the boundary of the shunting section (354, 356) to the boundary balise mode further comprises: - generating, by a generation module (246) of a data processing device (100, 200, 300), a boundary balise signal aspect, and - transmitting, by a transmission module (224) of the data processing device (100, 200, 300), the boundary balise signal aspect to the transparent data balises (234, 334) forming the boundary of the first shunting section (354, 356).

3. Method according to claim 1 or 2, characterized in that- defining the first shunting route area (354, 356) comprises determining transparent data balises (234, 334) lying within the boundary of the first shunting route area (354, 356) from the plurality of transparent data balises (234, 334), and - setting the first shunting route area (354, 356) comprises setting the determined transparent data balises (234, 334) lying within the boundary of the first shunting route area (354, 356) to the override mode.

4. Method according to claim 2 and 3, characterized in thatsetting the first shunting section (354, 356) by setting the specific transparent data balises (234, 334) located within the boundary of the first shunting section (354, 356) to the overrun mode further comprises: - generating, by the generation module (246) of the data processing device (100, 200, 300), an overrun signal aspect, and - transmitting, by the transmission module (224) of the data processing device (100, 200, 300), the overrun signal aspect to the specific transparent data balises (234, 334) located within the boundary of the first shunting section (354, 356).

5. Method according to one of the preceding claims, characterized in thatthe method further comprises: - defining at least one second shunting section (354, 356) located in the rail area (242, 342) by defining a boundary of the second shunting section (354, 356) based on the received shunting instruction data set, - wherein defining the second shunting section (354, 356) comprises determining transparent data balises (234, 334) from the plurality of transparent data balises (234, 334) that form the boundary of the second shunting section (354, 356), and - setting the second shunting section (354, 356) by setting the transparent data balises (234, 334) that form the boundary of the second shunting section (354, 356) to the boundary balise mode.

6. Method according to one of the preceding claims, characterized in that - the shunting instruction data record contains at least the number of shunting track areas (354, 356) to be set in the rail area (242, 342).

7. Method according to one of the preceding claims, characterized in that - the shunting instruction data record contains at least one shunting unit specification for at least one shunting unit (236) to be shunted in the first shunting route area (354, 356).

8. Method according to claim 7, characterized in that - the shunting unit information contains at least one length data item about the shunting unit (236), - wherein the method further comprises determining the minimum shunting size of the first shunting route area (354, 356) based on the length data item, and - wherein the setting of the first shunting route area (354, 356) by setting the boundary of the first shunting route area (354, 356) is based on the determined minimum shunting size.

9. Method according to one of the preceding claims 7 or 8, characterized in that- the setting of at least one transparent data balise of the transparent data balises (234, 334) forming the boundary of the first shunting section (354, 356) into the boundary balise mode only takes place after the shunting unit (236) has entered the first shunting section (354, 356).

10. Method according to one of the preceding claims, characterized in that - the shunting instruction record contains at least one shunting time date and / or one resource date.

11. Method according to one of the preceding claims, characterized in that the method further comprises: - providing a status database about the occupancy status of the rail area (242, 342), and - defining the first shunting route area (354, 356) by defining the boundary of the first shunting route area (354, 356) based on the occupancy status of the rail area (242, 342).

12. A computer program comprising instructions which, when the computer program is executed by at least one processor (102, 202) of a data processing device (100, 200, 300), cause the processor to execute and / or control the method according to one of the preceding claims.

13. Data processing device (100, 200, 300) for a rail area (242, 342) of a rail system (220, 320), wherein a plurality of transparent data balises (234, 334) are arranged in the rail area (242, 342), wherein the transparent data balises (234, 334) are each operable in at least one boundary balise mode and an overrun mode, comprising: - at least one obtaining module (106, 206) configured to obtain at least one shunting instruction data set, - at least one determining module (108, 208) configured to determine at least one first shunting section area (354, 356) located in the rail area (242, 342) by determining a boundary of the first shunting section area (354, 356) based on the obtained shunting instruction data set, - wherein the determination module (108, 208) is configured to determine the first shunting route area (354, 356) by determining transparent data balises (234,334) from the plurality of transparent data balises (234, 334) forming the boundary of the first shunting route area (354, 356), and - at least one setting module (110, 210) configured to set the first shunting route area (354, 356) by setting the transparent data balises (234, 334) forming the boundary of the first shunting route area (354, 356) to the boundary balise mode.

14. A rail system (220, 320), comprising: - a data processing device (100, 200, 300) according to claim 13, and - a plurality of transparent data balises (234, 334) arranged in a rail region (242, 342) of the rail system (220, 320), - wherein the transparent data balises (234, 334) are each operable in at least a limit balise mode and a cross-travel mode.

15. Rail system (220, 320) according to claim 14, characterized in that- the rail system (220, 320) comprises at least one signal box, and - the data processing device (100, 200, 300) is implemented in the signal box.

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