Masking method and axle counting device having a masking function

Abstract

The invention relates, among other things, to a method for masking a malfunction of a counting point (ZP2) arranged between a first track section (GA1) and an adjacent second track section (GA2) within the framework of a masking method, wherein a virtual track section (VGA) spanning the first and second track sections (GA1, GA2) is taken into account within the framework of the masking method.According to the invention, the masking method requires prior activation, wherein the activation of the masking method requires that, after a baseline setting of the first and second real track sections (GA1, GA2), a complete train passage through the two track sections (GA1, GA2) is detected and the absence of the virtual track section (VGA) due to the train passage is confirmed, wherein, in the case of prior activation of the masking method, the malfunction of the counting point (ZP2) is masked if the monitoring of the virtual track section (VGA) confirms that the virtual track section (VGA) is free, but the counting point (ZP2) is considered to be faulty because it outputs contradictory information or no information, and the masking of the malfunction is terminated if the fault of the counting point (ZP2) lasts longer than a predetermined maximum fault duration (Tmax).

Description

[0001] The invention relates to masking methods and axle counting devices with a masking function; such methods and devices are used in the field of railway technology for monitoring railway track systems.

[0002] The invention relates specifically to a method for masking a malfunction of a counting point located between a first track section and an adjacent second track section within the framework of a masking method, wherein a virtual track section spanning the first and second track sections is taken into account within the framework of the masking method. Such a method is known from German patent EP 0 739 802 B1.

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

[0004] This problem is solved according to the invention by a method with the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in the dependent claims.

[0005] According to the invention, the masking method requires prior activation, wherein the activation of the masking method requires that, after a baseline of the first and second real track sections, a complete train passage through the two track sections is detected and the absence of the virtual track section due to the train passage is confirmed, wherein, in the case of prior activation of the masking method, the malfunction of the counting point is masked if the monitoring of the virtual track section confirms that the virtual track section is free, but the counting point is considered to be faulty because it outputs contradictory information or no information, and the masking of the malfunction is terminated if the fault of the counting point lasts longer than a predetermined maximum fault duration.

[0006] A significant advantage of the method according to the invention is that the operational reliability is significantly improved compared to conventional masking methods by the passage-dependent activation of the fault masking provided according to the invention in combination with a time limit of the fault masking, because the masking is only started or activated after checking the functionality of the counting points involved and is terminated autonomously - for example on the axle counter side - as soon as a continuation of the masking is recognized as problematic because it lasts too long for a merely temporary fault.Most non-critical disturbances are caused by an external injection of strong electromagnetic fields, such as those generated by arcing in the area of ​​the pantographs of rail vehicles, for example, when the pantographs are adjusted. Such disturbances are usually very brief, lasting only a few seconds, and therefore pose no danger to the operation of the railway system. In contrast, implausible meter readings that persist for significantly longer indicate a serious safety problem, for example, because a meter is actually defective or a rail vehicle unknown to the signal box is actually passing a meter. Such a passage of a meter typically lasts considerably longer than the arcing-related errors described above.The combination, as provided in the invention, of a necessary prior activation for primary confirmation of the functionality of the counting points with a time limit for the masking significantly reduces problems for operational safety, such as those that can be caused by rail vehicles unknown to the interlocking system, ghost trains or defective counting points.

[0007] It is considered advantageous if the actual track sections are seen as clear and reported as clear externally as long as the masking of the malfunction continues.

[0008] The actual track sections are preferably reported externally as occupied if the disturbance at the counting point lasts longer than the specified maximum disturbance duration. The maximum disturbance duration is preferably between 4 and 20 seconds, in order to, for example, filter out disturbances caused by arcing as described above.

[0009] In the event that the disturbance ends during the masking process, an internal occupancy assumption of the first and / or second real track section caused by the disturbance is preferably set as the default by internally defining the affected real track sections as free.

[0010] The basic setting of the first and / or second real track section preferably includes correcting the affected section-related counter readings, for example by setting them to zero, in the event of a first section-related counter reading error caused by the fault, which affects the first real track section, and / or a second section-related counter reading error, which affects the second real track section.

[0011] In the event of repeated malfunctions, these are preferably considered to be related to the same malfunction mentioned above, the duration of which is compared to the specified maximum malfunction duration, if the time interval between successive malfunctions is shorter than a specified separation period. In the latter case, the occurrence of the first malfunction is preferably considered the start of the malfunction. The separation period can take into account the latency or transmission delay between the counting points and an axis counter connected to them, thus preventing a single error event from being recorded multiple times by the axis counter or misinterpreted as a multiple error event due to latency; the separation period is preferably a maximum of 5 seconds.

[0012] The method is preferably carried out by an axle counting device, which is connected on the input side to the counting point located between the first track section and the adjacent second track section, and on the output side to a higher-level device. This device masks the malfunction of the counting point from the higher-level device by reporting the actual track sections as clear to the higher-level device, despite the malfunction. The higher-level device is preferably a signal box.

[0013] In the event that the disturbance ends during masking, the axle counting device will preferably correct an internal occupancy assumption of the first and / or second real track section caused by the disturbance by internally defining the affected real track sections as free.

[0014] As part of the correction of the internal occupancy assumption, the axle counter device will correct a first counter reading error caused by the disturbance, which affects the first real track section, and / or a second counter reading error, which affects the second real track section, preferably by correcting the affected counter readings, in particular by setting them to zero.

[0015] The two real track sections can be delimited externally by additional counting points. In such a case, the axle counting device is preferably also connected to these additional counting points and initiates the prior activation of the masking procedure when, after a basic setting of the first and second real track sections, it has detected the train's passage through the virtual track section based on the counting event messages supplied by the additional counting points.

[0016] The initial positioning of the first and second real track sections is preferably carried out upon an external instruction from the superior institution, i.e., by an instruction from an institution other than the axle counting device.

[0017] The invention further relates to an axle counting device with at least one input connection for connection to a counting point arranged between a first track section and an adjacent second track section, as well as for connection to further counting points that define the outer boundaries of the two actual track sections, and at least one output connection for connection to a higher-level device. According to the invention, such an axle counting device is configured to carry out a method as described above.

[0018] Regarding the advantages of the axle counting device according to the invention and advantageous embodiments of the axle 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.

[0019] It is advantageous if the axle counting device includes a computing unit and a memory in which a control program module is stored, which is designed to carry out the procedure as described above when executed by the computing unit.

[0020] It is advantageous if the control program module includes a counting module that records the counting point messages of the counting points and determines a section-related counter reading for each of the two real track sections and the virtual track section.

[0021] It is advantageous if the control program module includes a basic setting module which, upon receipt of a control command from a signal box ordering the basic setting of the two real track sections, sets the counter values ​​assigned to the two real track sections to zero by transmitting a zeroing command to the counting module.

[0022] It is advantageous if the control program module includes a monitoring module that, after the initial values ​​of the counter readings assigned to the two real track sections have been set by the interlocking system, monitors the counter readings of the counter points for the occurrence of a complete transit event, as explained above; furthermore, the monitoring module preferably sets the counter reading assigned to the virtual track section to zero by means of a zeroing command after detecting such a transit event and activates the masking procedure by means of an activation command.

[0023] It is advantageous if the control program module includes a masking module that performs the masking procedure described above after receiving the activation command. For example, if there is a malfunction of the second counting point, as explained above, the masking module preferably masks this fault from the interlocking system by continuing to report the actual track sections as clear via a corresponding interlocking message.If the fault situation is resolved before the maximum fault duration expires, the masking module preferably transmits a reset command to the counter module, setting the counter values ​​of the two actual track sections to zero and returning the masking process to its active initial state, i.e., the state after its activation by the monitoring module. Otherwise, the masking module preferably terminates the masking and reports the actual track sections as occupied via an interlocking message and / or transmits a fault message to the interlocking system. As long as the masking process is inactive, the masking module preferably transmits the counter values ​​of the actual track sections and / or the resulting occupancy and / or vacancy indications for the respective track sections directly as part of the interlocking message.

[0024] The invention is explained in more detail below with reference to exemplary embodiments; the following are shown as examples: Figure 1 shows an embodiment of a railway track system equipped with an embodiment of an axle counting device according to the invention; Figures 2-5 show the axle counting device according to the invention. Figure 1 during an exemplary operation, wherein an embodiment of a method according to the invention is explained with reference to the figures, Figs. 6-9 show in more detail a preferred embodiment of the axle counting device according to the Figures 1 to 5 , wherein various operating phases of the axle counting device are shown, and Figure 10 shows another railway track system, which is equipped with an embodiment of an axle counting device according to the invention, for example the axle counting device according to the Figures 6 to 9 , is equipped.

[0025] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0026] The Figure 1 Figure 1 shows a first real track section GA1 and an adjacent second real track section GA2 of a railway track system 10. The first track section GA1 is bounded by a first counting point ZP1 and a second counting point ZP2; the second track section GA2 is bounded by the second counting point ZP2 and a third counting point ZP3. The second counting point ZP2 is thus located between the first track section GA1 and the second track section GA2, separating and connecting them, respectively. The counting points ZP1 to ZP3 are typically configured to detect train passages and output corresponding counting point messages ZPM.

[0027] The counting points ZP1 to ZP3 are connected to an axle counter 20, which evaluates the counting point messages ZPM from counting points ZP1 to ZP3 and determines the occupancy or vacancy status of the track sections by evaluating these ZPM messages. For example, based on the ZPM messages from counting points ZP1 to ZP3, the axle counter 20 can generate a section-specific counter reading ZS for each of the two track sections GA1 and GA2, indicating the number of rail vehicle axles located in the respective track section GA1 or GA2: If the section-specific counter reading ZS is zero, the respective track section GA1 is considered vacant; if the counter reading ZS is not zero, the respective track section GA1 is considered occupied.

[0028] The axle counting device 20 according to Figure 1Furthermore, it monitors the occupancy status of a virtual track section VGA spanning the two track sections GA1 and GA2. The axle counter 20 determines its status, i.e., occupied or free, based on the counter point messages ZPM supplied by the first counter point ZP1 and the third counter point ZP3, thus independently of counter point messages from the second counter point ZP2; the counter point messages from the first and third counter points ZP1 and ZP3 define a counter reading ZS, which indicates the number of axles in the virtual track section VGA.

[0029] The recording of passage events and the counting of wheels or axles, the generation of corresponding counting point messages ZPM and the determination of section-related counter readings ZS is generally known, so reference is made to the prior art in this regard, in particular to the patent specification mentioned at the beginning.

[0030] The counter point messages ZPM from counter points ZP1 to ZP3 can, for example, be event messages that report each passing event individually; alternatively, counter points ZP1 to ZP3 can record passing events by incrementing or decrementing internal counter point counter values ​​and transmitting these counter point counter values ​​to the axle counter 20. The design of the counter point messages ZPM is irrelevant as long as the axle counter 20 can use the counter point messages ZPM to determine the section-related counter values ​​ZS and thus the occupancy status of the real and virtual track sections GA1 and GA2 or VGA.

[0031] Under certain circumstances, one of the counting points ZP1 to ZP3 may fail or be temporarily disrupted by external influences, resulting in no or incorrect counting point messages ZPM. To prevent incorrect counting point messages ZPM from counting points ZP1 to ZP3 from immediately or prematurely triggering a corresponding report to a higher-level device (e.g., a signal box 30) that is superior to the axle counter 20, the axle counter 20 is designed to implement a masking procedure that temporarily conceals counting point errors from the signal box 30.

[0032] The axle counting device 20 according to Figure 1The error masking system is designed such that it requires prior activation and also terminates the masking process if an error situation exceeds a predefined maximum fault duration Tmax. The operation of the axis counter 20 with regard to the masking process is explained below using the example of the case where the second counting point ZP2 has failed or malfunctioned and delivers an erroneous counting point message ZPM.

[0033] Prior activation of the masking procedure is required for axle counting device 20 according to Figure 1 two things, namely first a signal box-side basic setting of the real track sections GA1 and GA2 and a subsequent complete train passage through the virtual track section VGA.

[0034] The Figure 1This shows a point in time t1 after a basic interlocking command SB has been transmitted from interlocking 30 to axle counter 20 and axle counter 20 has internally reset track sections GA1 and GA2 by setting the section-related counter values ​​ZS for the real track sections GA1 and GA2 to zero. The virtual track section VGA is not yet affected by the basic reset, so its counter value has not yet been set to zero and remains at a default value DW; the virtual track section VGA is only reset once axle counter 20 has been able to detect a complete train passage based on the counter point message ZPM of counter points ZP1 to ZP3, thereby confirming the basic reset of the real track sections GA1 and GA2 enforced by the interlocking system and also independently confirming the correct functionality of the counter points by axle counter 20.

[0035] Activating the masking procedure is necessary in the Figure 1 The time t1 shown has therefore not yet occurred, since after the real track sections GA1 and GA2 have been set up, a complete train passage has not yet taken place.

[0036] The Figure 2 This shows a later second time point t=t2 (t2>t1), after the axle counter 20 has been able to detect a complete train passage of a rail vehicle 50 based on the counting point messages ZPM of counting points ZP1 to ZP3, thereby confirming the interlocking-forced default position of the real track sections GA1 and GA2. After the train has passed, the axle counter 20 considers the virtual track section VGA to be clear, sets the counter value ZS of the virtual track section to zero, and activates the masking procedure. In the representation according to Figure 2For example, it is assumed that the metering points ZP1 to ZP3 are still functioning correctly and that the section-related meter readings ZS are therefore zero.

[0037] The Figure 3 This shows a later third time point t=t3 (t3>t2) at which an error occurred at the second counting point ZP2. For example, it is assumed that—due to an external injection of an electromagnetic field by an arc in the area of ​​an adjacent track—the second counting point ZP2 reported a train passing through that did not actually occur. The internal section-related counter readings ZS for the two real track sections GA1 and GA2 are therefore no longer zero, but in the described example, "-1" and "+1". The counter reading ZS for the virtual track section VGA, however, remains zero because the first counting point ZP1 and the third counting point ZP3 are functioning correctly and have not signaled any train passing through.

[0038] In the described situation, the axle counter 20 now masks the malfunction of the second counting point ZP2 by reporting both actual track sections GA1 and GA2 as clear to the signal box 30 with a signal box message ZM. Furthermore, the axle counter 20 starts a timer and monitors the subsequent counting point messages ZPM of the second counting point ZP2.

[0039] The Figure 4 shows a later fourth time point t=t4 (t4>t3), which lies within a given maximum disturbance time period Tmax after the start of the time measurement; therefore, the following applies: t4 − t3 < Tmax

[0040] The maximum disturbance time Tmax is preferably in a range between 4 and 20 seconds.

[0041] In the representation according to Figure 4It is assumed, by way of example, that the second counting point ZP2, after the incorrect counting point message at time t3, did not transmit any further incorrect counting point message ZPM to the axle counter 20 for a predetermined separation period Tmin (Tmin < Tmax). The separation period Tmin is preferably in a range between 2 and 10 seconds.

[0042] The axle counter 20 assumes, at the end of the separation time period Tmin at time t4 = t3 + Tmin, that the second counting point ZP2 is no longer disturbed, so that a reset of the section-related counter values ​​ZS can take place, i.e. the real track sections GA1 and GA2 can be internally defined as free or internally reset.

[0043] After the internal baseline readings of the actual track sections GA1 and GA2 are reset, the reading in the Figure 2The state shown is reached in which the masking procedure is activated and masking can take place in the event of a subsequent counting point error.

[0044] The Figure 5 shows - starting from the one in the Figure 3 The shown state – an example of a different scenario, i.e., a different one than the one in the Figure 4 The scenario shown, at a later fifth time t5, for which the following applies: t5 = t 3 + Tmax as well as in the event that the second counting point ZP2 is located after the one in the Figure 3 The second time point t2 shown continuously transmits incorrect metering point messages ZPM at time intervals below the separation time interval Tmin and the maximum fault period Tmax has expired.

[0045] The axle counting device 20 terminates the masking procedure at the end of the maximum fault duration Tmax and transmits to the signal box 30, using the signal box message ZM, that the real track sections GA1 and GA2 can no longer be considered free, i.e., must be considered occupied; with the signal box message ZM, for example, occupancy signals B can be transmitted for the real track sections GA1 and GA2.

[0046] The Figure 6 shows components of an exemplary embodiment for the axle counting device 20 according to the Figures 1 to 5 The axle counting device 20 comprises a computing unit 200 and a memory 210. A control program module SPM is stored in the memory 210, which, when executed by the computing unit 200, controls the operation of the axle counting device 20 and thus also determines the masking procedure described above.

[0047] The SPM control program module includes a counting module 211, which records the counting point messages ZPM of the counting points ZP1 to ZP3 and determines a section-related counter reading ZS for each of the two real track sections GA1 and GA2 as well as the virtual track section VGA.

[0048] The SPM control program module also includes a basic control module 212, which, upon receipt of a control command SB from the signal box 30 ordering the basic control of the two real track sections GA1 and GA2, sets the counter values ​​ZS assigned to the two real track sections GA1 and GA2 to zero by connecting to the counting module 211 (see Figure 7 ) transmitted a zeroing command NSB1.

[0049] The SPM control program module also includes a monitoring module 213, which, after the initial setting of the counter readings ZS assigned to the two real track sections GA1 and GA2, monitors the counter point messages ZPM of counter points ZP1 to ZP3 for the occurrence of a complete transit event, as described above in connection with the Figure 2 explained; furthermore, after detecting such a passing event, the monitoring module 213 sets the counter value ZS assigned to the virtual track section VGA to zero by means of a zeroing command NSB2 and activates the masking procedure by means of an activation command AB (see Figure 8 ).

[0050] The SPM control program module also includes a masking module 214, which performs the masking procedure described above after receiving the activation command AB. For example, if there is a malfunction of the second counting point ZP2, as described above in connection with the Figure 3As explained, the masking module 214 masks this error to the signal box 30 by continuing to report the real track sections as clear using a corresponding signal box message ZM.

[0051] If the fault situation ends before the maximum fault duration Tmax expires, the masking module 214 transmits a reset command RS to the counting module 211 (see below). Figure 9 ), which internally sets the counter readings of the two real track sections to zero, and resets the masking procedure back to its active initial state, i.e., to the state after its activation by the monitoring module 213 (see Figure 8 ); otherwise, the masking module 214 ends the masking and reports the real track sections GA1 and GA2 as occupied using the interlocking message ZM and / or transmits a fault message to the interlocking 30 using the interlocking message ZM.

[0052] As long as the masking procedure is inactive, the masking module 214 transmits the counter readings ZS of the real track sections GA1 and GA2 and / or the resulting occupied and / or free reports for the respective track sections as part of the interlocking message ZM.

[0053] Furthermore, the above explanations apply in connection with the Figures 1 to 5 for the axle counting device 20 according to the Figures 6 to 9 accordingly.

[0054] The two actual track sections GA1 and GA2 can also be externally delimited by further counting points ZP4 and ZP5, so that more complex track topologies can be recorded, such as the following example: Figure 10This shows that in such a case, the axle counter 20 can be connected to these additional counting points. The axle counter 20 initiates the prior activation of the masking procedure preferably when, after a basic setting of the first and second real track sections GA1 and GA2, it has been able to detect a train passage through the virtual track section VGA also based on the counting point messages ZPM supplied by the additional counting points ZP4 and ZP5.

[0055] Furthermore, the above explanations apply in connection with the Figures 1 to 9 for the plant topology according to Figure 10 accordingly.

[0056] Finally, it should be mentioned that the features of all the embodiments described above can be combined with each other in any way to form further embodiments of the invention.

[0057] Furthermore, all features of dependent claims can be combined individually with each of the subordinate claims, either individually or in any combination with one or more other dependent claims, to obtain further embodiments. Reference symbol list

[0058] 10 Railway track system 20 Axle counting device 30 Signal box 50 Rail vehicle 200 Computing device 210 Memory 211 Counting module 212 Basic control module 213 Monitoring module 214 Masking module AB Activation command B Occupied signal DWD Default value GA1 First real track section GA2 Second real track section NSB1 Zero command NSB2 Zero command RS Reset command SB Basic command SPM Control program module t1 Time t2 Later second time t3 Later third time t4 Later fourth time t5 Later fifth time Tmax Specified maximum fault duration Tmin Specified separation time duration VGA Virtual track section ZM Interlocking message ZP1-ZP5 Counting point ZPM Counting point message ZS Counter reading

Claims

1. Method for masking a malfunction of a counting point (ZP2) arranged between a first track section (GA1) and an adjacent second track section (GA2) within the framework of a masking procedure, wherein a virtual track section (VGA) spanning the first and second track sections (GA1) is taken into account within the framework of the masking procedure, characterized by the fact thatThe masking procedure requires prior activation, wherein the activation of the masking procedure requires that, after a baseline of the first and second real track sections (GA1, GA2), a complete train passage through the two track sections (GA1, GA2) is detected and the absence of the virtual track section (VGA) by the train passage is confirmed, wherein, in the case of prior activation of the masking procedure, the malfunction of the counting point (ZP2) is masked if the monitoring of the virtual track section (VGA) confirms that the virtual track section (VGA) is absent, but the counting point (ZP2) is considered to be faulty because it outputs contradictory information or no information, and the masking of the malfunction is terminated if the fault of the counting point (ZP2) lasts longer than a predetermined maximum fault duration (Tmax).

2. Method according to claim 1, characterized by the fact thatThe actual track sections (GA1, GA2) are considered free and reported as free externally as long as the masking of the malfunction continues.

3. Method according to any of the preceding claims, characterized by the fact that The actual track sections (GA1, GA2) are reported externally as occupied if the disturbance of the counting point (ZP2) lasts longer than the specified maximum disturbance time period (Tmax).

4. Method according to any of the preceding claims, characterized by the fact that In the event that the fault ends during masking, an internal occupancy assumption of the first and / or second real track section caused by the fault is established by defining the affected real track sections (GA1, GA2) as free.

5. Method according to claim 4, characterized by the fact thatwhich includes the basic positions of the first and / or second real track section, in the event of a first section-related counter reading error caused by the fault, which affects the first real track section (GA1), and / or a second section-related counter reading error, which affects the second real track section (GA2), to correct the affected section-related counter readings (ZS), in particular to set them to zero.

6. Method according to any of the preceding claims, characterized by the fact that In the event of repeated occurrences of disturbance events, these shall be considered to belong to the same disturbance mentioned above, the duration of which is compared with the specified maximum disturbance time period (Tmax), if the time interval between the successive disturbance events is shorter than a specified separation time period (Tmin).

7. Method according to any of the preceding claims, characterized by the fact thatthe procedure is carried out by an axle counting device (20) which is connected on the input side to the counting point (ZP2) located between the first track section (GA1) and the adjacent second track section (GA2) and on the output side to a higher-level device and masks the malfunction of the counting point (ZP2) vis-à-vis the higher-level device by reporting the real track sections (GA1, GA2) as free to the higher-level device despite the malfunction of the counting point (ZP2).

8. Method according to claim 7, characterized by the fact that the superior facility is a signal box (30).

9. Method according to any one of the preceding claims 7 to 8, characterized by the fact thatIn the event that the disturbance ends during masking, the axle counter (20) corrects an internal occupancy assumption of the first and / or second real track section caused by the disturbance by internally defining the affected real track sections (GA1, GA2) as free.

10. Method according to claim 9, characterized by the fact that The axle counter device (20) corrects a first counter reading error caused by the fault, which affects the first real track section (GA1), and / or a second counter reading error, which affects the second real track section (GA2), by correcting the affected counter readings (ZS), in particular by setting them to zero, as part of the correction of the internal occupancy assumption.

11. Method according to any one of the preceding claims 7 to 10, characterized by the fact thatthe two real track sections (GA1, GA2) are limited externally by further counting points (ZP1, ZP3-ZP5) and the axle counting device (20) is connected to these further counting points and initiates the prior activation of the masking procedure when, after a basic setting of the first and second real track sections (GA1, GA2), it has determined the train passage through the virtual track section (VGA) based on the counting point messages (ZPM) supplied by the further counting points.

12. Method according to any one of the preceding claims 7 to 11, characterized by the fact that The basic positioning of the first and second real track sections (GA1, GA2) is carried out in response to an external instruction from the superior institution.

13. Axle counting device (20) with at least one input connection for connection to a counting point (ZP2) arranged between a first track section (GA1) and an adjacent second track section (GA2), as well as for connection to further counting points (ZP1, ZP3-ZP5) that define the outer boundaries of the two actual track sections (GA1, GA2), and at least one output connection for connection to a higher-level device, characterized by the fact that the axle counting device (20) is designed to carry out a method according to one of the preceding claims 1 to 12.

14. Axle counting device (20) according to claim 13, characterized by the fact that the axle counting device (20) comprises a computing device (200) and a memory (210) in which a control program module (SPM) is stored, wherein the control program module (SPM) is configured to perform the method according to one of the preceding claims 1 to 12 when executed by the computing device (200).

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