Method for operating a track-bound traffic system

Abstract

The invention relates to a method for operating a track-bound traffic system (1; 101), wherein - a track-side safety controller (60) transmits a request (Anf), to a track-side controller (40), to allow a track-bound vehicle (50) to carry out a driverless driving operation in a restricted driverless driving mode using the safety controller (60), - in response to the request (Anf), the track-side controller (40) outputs a permission (Erl) corresponding to the request (Anf), - in the event of a permission (Erl) together with a conversion of the track-side safety controller (60) from an inactive control mode to an active control mode, the track-side safety controller (60) prompts the vehicle (50), using remote control signals (FstS), so as to start to drive in the restricted driverless driving mode and continue the drive in order to carry out a locating and ghost train detection process in the restricted driverless driving mode as long as the track-side safety controller (60) is in the active control mode and as long as the locating and ghost train detection process lasts for the vehicle (50), and - after the locating and ghost train detection process is successfully concluded, the vehicle (50) is converted to an unrestricted driverless driving mode, thus invalidating the effect of the remote control signals (FstS) on the movement of the vehicle (50).

Description

[0001] Description

[0002] Method for operating a rail-based transport system

[0003] Rail-bound transport systems usually use train control and train protection systems to operate the rail-bound vehicles that travel on them, which can be, for example, rail vehicles, magnetic levitation trains or track-guided vehicles with rubber tires. In the case of rail-bound vehicles, a corresponding system can, for example, be a communications-based train control system, also known as a CBTC (Communications-Based Train Control) system. In such a system, the detection of vehicles or trains in an area in front of and / or behind the respective rail-bound vehicle is of fundamental importance, for example, to enable moving block operation monitored by the train protection system, i.e. travel at a moving spatial distance.

[0004] The trains to be detected can generally be those that know their own position and report it to a control device of the train control system, or those that do not. In the case of the latter "non-reporting trains", on the one hand, the situation may arise that the rail-bound vehicles in question generally do not know or cannot report their position. On the other hand, even with such rail-bound vehicles that generally know their position, the situation may arise that the rail-bound vehicle in question cannot determine or report its position, for example due to a technical defect, such as a failure of a communication link.As a result, depending on the respective situation and the respective circumstances, there may be uncertainty as to whether a part of the section of the line occupied by the track-bound vehicle, namely the part that lies between the track-bound vehicle and a neighbouring further section of line, is free of other track-bound vehicles - so-called ghost trains - or not.

[0005] For smooth and accident-free operation, it may be essential to detect the presence of such ghost trains.

[0006] In its simplest form, this is achieved by a train driver looking out the windshield at the track ahead. However, as in most technical fields, there is also a trend toward automation in the field of rail vehicles. Accordingly, it may be desirable to perform ghost train detection (sieving) efficiently and reliably automatically. This can also increase safety, for example, at night in poor visibility.

[0007] Especially in automated applications such as "moving block", it must be ruled out in advance that a hidden train (or ghost train) is located directly in front of or directly behind the rail vehicle.

[0008] Conventionally, ghost train detection can be carried out as follows: for ghost train detection forward ("sieving in front"), a located rail vehicle (whose position is known) moves towards the edge of a track section that has been reported as "free" (e.g. using an axle counter). As soon as the front of the train is closer than the length of the shortest vehicle (possible in the system), the ghost train detection process can begin. If no occupancy has been detected in the subsequent track section (e.g. using the axle counter) within the longest possible reaction time (e.g. via the track vacancy detection system, interlocking and train protection system), and the train front has not yet passed the edge of the track section, ghost train detection forward is successful. This rules out the possibility of a vehicle whose position has not been recorded being on the track section in front of the rail vehicle.

[0009] An analogous process can conventionally be used for ghost train detection backwards ("sieving at rear") to rule out the possibility of a vehicle with an unknown position being behind the rail vehicle. The rail vehicle passes the boundary of the track section and moves away from the boundary. If the first track section is reported as "free", the end of the rail vehicle must be closer to the boundary than the vehicle length relevant for ghost train detection. If this is the case, it is ruled out that a vehicle whose position is not recorded is behind the rail vehicle and ghost train detection backwards is then successful.

[0010] Two parameters can have a significant influence on the process of ghost train detection: i) the shortest vehicle length relevant for ghost train detection (this determines the driving speed), and ii) the longest transmission and processing time (e.g. between detection of a vehicle axle by a secondary track clearance signal and the processing of this information to calculate the ghost train detection).

[0011] The shorter the vehicle length relevant for ghost train detection and the longer the time required for transmission and processing of the track clearance information, the slower the rail vehicle must naturally travel in order to enable reliable ghost train detection.

[0012] In order to put a train into CBTC operation after a restart, e.g. when starting up operations after maintenance work, a location and ghost train detection process must be carried out. If the vehicle is to be operated driverlessly in CBTC, current practice requires the train to first be moved manually – i.e. controlled by a driver – until the location and ghost train detection process is completed. After that, the train is stopped at a platform in accordance with current practice. There the driver changes the train's operating mode to driverless operation and leaves the train. A trained driver is always required for this task.

[0013] The object of the present invention is to provide a method for operating a rail-bound transport system which makes it possible to transfer a vehicle into an unrestricted driverless driving mode after a restart, e.g. when starting up after maintenance work, in a particularly efficient and at the same time relatively low-cost manner.

[0014] This object is achieved according to the invention by a method for operating a track-bound transport system according to claim 1. Accordingly, the invention provides that

[0015] - a trackside safety control device transmits a request to a trackside control device that a rail-bound vehicle is permitted to drive in a restricted driverless mode under the influence of the safety control device,

[0016] - the trackside control device issues a permission corresponding to the request in response to the request,

[0017] - the trackside safety control device, if permission is granted, causes the vehicle to start in restricted driverless driving mode by transferring the trackside safety control device from an inactive control mode to an active control mode using remote control signals and to continue the journey in restricted driverless driving mode for a tracking and ghost train detection process as long as the trackside safety control device is in its active control mode and the tracking and ghost train detection process for the vehicle is ongoing, and - the vehicle, upon successful completion of the tracking and ghost train detection process, into unrestricted driverless driving mode, in particular into fully automatic driverless train operation of level GoA4 in accordance with

[0018] Standard IEC 62267 , thereby overriding the effect of the remote control signals from the trackside safety control device on the movement of the vehicle .

[0019] Claims 2 to 12 relate to advantageous developments of the method according to the invention.

[0020] Accordingly, it is considered advantageous if

[0021] - for the tracking and ghost train detection process, a tracking and ghost train detection route section is specified in which the vehicle is located before the start of the tracking and ghost train detection process,

[0022] - the trackside control device checks, upon receipt of the request, whether there is a clearance information indicating that a further track section adjacent to the specified tracking and ghost train detection section is free of track-bound vehicles, and

[0023] - the trackside control device only issues the permission if the adjacent further track section is free of track-bound vehicles according to the clearance information.

[0024] Preferably, the clearance detection information is provided by a clearance detection system comprising at least the adjacent further section of track.

[0025] Preferably, the track sections of the track clearance detection system are formed by axle counters or track circuits.

[0026] Furthermore, it is considered advantageous if the tracking and ghost train detection process includes the following steps:

[0027] - a location of the vehicle and - a ghost train detection for the vehicle following the location of the vehicle.

[0028] It is advantageous if the vehicle reports its current position, determined on the basis of the location, to the trackside control device in the form of position information at a time interval.

[0029] It is also considered advantageous if the ghost train detection includes a ghost train detection forward, wherein the trackside control device outputs a driving mode change information after the ghost train detection forward has been successfully completed.

[0030] Ghost train detection can also include reverse ghost train detection, with the trackside control device only outputting the driving mode change information after both ghost train detections—that is, forward ghost train detection and reverse ghost train detection—have been successfully completed. Further system versions are conceivable that include ghost train detection in both directions, but output the driving mode change information after the forward ghost train detection has been completed.

[0031] Preferably, the vehicle switches from the restricted driverless driving mode to the unrestricted driverless driving mode after receiving the driving mode change information.

[0032] The trackside safety control device can be provided as part of a fixed trackside device or as part of a trackside mobile terminal.

[0033] Furthermore, it is considered advantageous if

[0034] - the trackside safety control device is provided with an operating button in the manner of a dead man's switch, - whereby the trackside safety control device is transferred from its inactive control mode to its active control mode by pressing the operating button and only in the active control mode outputs the remote control signals to the vehicle which cause the vehicle to drive in the restricted driverless driving mode, and

[0035] - whereby the trackside safety control device is transferred from its active control mode to its inactive control mode by releasing the control button and thus interrupts the output of the remote control signals which cause the vehicle to drive in the restricted driverless driving mode.

[0036] The method can preferably be carried out computer-aided by a computer arrangement formed from several computers, in particular computers of the trackside device, the vehicle and the trackside safety control device.

[0037] The invention also relates to a computer program comprising program instructions which, when the program is executed on the computer arrangement, cause the latter to carry out the method according to claim 12.

[0038] The object underlying the invention is also achieved by a control device according to claim 14.

[0039] The invention further relates to a track-bound transport system with such a control device.

[0040] In the following, the invention is explained in more detail using exemplary embodiments.

[0041] Figure 1 shows a first embodiment of a track-bound transport system according to the invention in a first schematic sketch to explain a first embodiment of the method according to the invention, and Figure 2 shows a second schematic sketch to explain a second embodiment of the method according to the invention in a second embodiment of a track-bound transport system according to the invention.

[0042] Figure 1 shows a first embodiment of a rail-based transport system 1. This comprises a route 10, which, in the present embodiment, is designed as a track. This means that, in the present embodiment, the rail-based transport system 1 is a railway system.

[0043] The track 10 is divided into sections. Shown are a tracking and ghost train detection section 11 and an adjacent section 12.

[0044] The detection and ghost train detection section 11 is a section of track that is specified for a detection and ghost train detection process. This detection and ghost train detection section 11 is therefore intended for carrying out the detection and ghost train detection process. In the first embodiment shown, the detection and ghost train detection section 11 ends in a maintenance hall W. The section of track 12 is delimited by wheel sensors in the form of axle counters 23 and 24. The axle counters 23, 24 are components of a track vacancy detection system and, within this system, are connected to a track vacancy detection device 25.The function of the track clearance detection device 25 essentially consists in determining the occupancy status of the track section 12 based on signals or counter readings transmitted by the axle counters 23, 24 and providing this information to higher-level systems, for example in the form of an interlocking system or a train control system. As a further trackside component, Figure 1 shows a trackside device 30 in the form of a pair of balises or a double balise, which serves to locate vehicles.

[0045] Furthermore, Figure 1 shows a trackside control device 40, which is intended to be a central control device of a train control or train protection system. The trackside control device 40 has a communication device 41, by means of which the trackside control device 40 can communicate with rail-bound vehicles traveling on the line 10. Furthermore, the trackside control device 40 is connected to the track-clearance device 25. The trackside control device 40 comprises a computer (not shown here).

[0046] In Figure 1, the track-bound vehicle is shown in five different consecutive positions in a direction of travel 51 at different times tl-t5 of its start of operation in the driverless state.

[0047] At the start of driverless operation, the vehicle is located at a first time t1 on the tracking and ghost train detection section 11 in a first position in a maintenance hall W . In this first position, the vehicle is shown with a dashed line and is labeled with the reference symbol 50 ti marked .

[0048] At a later second time t2, the vehicle passes the trackside device 30 while traveling on the tracking and ghost train detection section 11. In this second position, the vehicle is also shown with a dashed line and is now labeled with the reference symbol 50. t 2 marked .

[0049] At a third time t3, the vehicle approaches a position in which its front end is at a distance d from the adjacent further track section 12. In this third position, the vehicle is also shown with a dashed line and is now designated by the reference symbol 50. t 3 marked .

[0050] At a fourth time t4, the vehicle is in the position in which its front end is at a distance d from the adjacent further track section 12. In this fourth position, the vehicle is shown with a solid line and is labeled with the reference symbol 50. t 4. This is the position of the vehicle 50 in which a ghost train detection forward ("sieving in front") begins.

[0051] The distance d is dimensioned such that no other track-bound vehicle fits into the part of the tracking and ghost train detection section of the track section 11 located between the track-bound vehicle 50 and the adjacent second track section 12.

[0052] This is illustrated in the figure by the fact that a corresponding "virtual" vehicle vF is drawn, whereby it can be seen that this vehicle VF, the length of which preferably corresponds to the length of the shortest vehicle operated in the rail-bound transport system 1, would necessarily trigger an occupancy report for the second route section 12 in the situation shown in the figure. This would therefore result in the occupancy of the second route section 12 being detected and reported by the vacancy detection system or the vacancy detection device 25 thereof. At this point it should be expressly pointed out that the representation in Figure 1 is merely a schematic sketch to illustrate an embodiment of the invention, so that lengths and distances in particular are not shown to scale.

[0053] At a fifth time t5, the vehicle has already moved away from the position in which its front end has a distance d from the adjacent further track section 12, but has not yet reached the adjacent further track section 12. In this fifth position, the vehicle is also shown with a dashed line and is now designated by the reference symbol 50. t 5 marked .

[0054] Figure 1 shows a track-bound vehicle 50 in five successive situations in which the track-bound vehicle 50 in the form of a rail vehicle is located in the first track section 11. The vehicle 50 moves in a direction of travel 51 toward the second track section 12.

[0055] The track-bound vehicle 50 has a vehicle device 52 which includes a vehicle-side receiving device 53 in the form of a balise antenna, a vehicle-side control device 54 and a vehicle-side communication device 55. The vehicle-side control device 54 can be designed, for example, as an on-board device of a train control system. The vehicle device 52 includes a computer (not shown here). Via the vehicle-side communication device 55, the vehicle-side control device 54 can transmit information to the track-side control device 40 or receive corresponding information and driving commands from it, for example in the form of a so-called "movement authority".

[0056] Shown is a trained person P carrying a trackside mobile terminal M. A trackside safety control device 60 is provided as part or component of the mobile terminal M. The trackside safety control device 60 has a communication device 61, by means of which the trackside safety control device 60 can communicate with the trackside control device 40 via a communication channel K1 and with rail-bound vehicles traveling on the track 10 via a communication channel K2. In addition, the trackside safety control device 60 has an operating button 62 in the manner of a dead man's switch. In addition, the safety control device 60 comprises a computer, not shown here.

[0057] Communication between the trackside control device 40 and track-bound vehicles traveling on the track 10 takes place via a communication channel K3.

[0058] A control device 70 is formed by the trackside device 30, the trackside control device 40, the communication device 41, the vehicle device 52 with the vehicle-side receiving device 53, the vehicle-side control device 54 and the vehicle-side communication device 55 as well as the trackside safety control device 60 with the communication device 61 and the operating button 62.

[0059] In the following, the first embodiment of the method according to the invention for operating the rail-bound transport system 1 is explained in more detail with reference to Figure 1.

[0060] The tracking and ghost train detection route section 11 shown in Figure 1 is specified for a driverless tracking and ghost train detection process.

[0061] In the first position, in which the vehicle with the reference number 50 ti is marked, a request Anf is transmitted by the trackside safety control device 60 to the effect that the track-bound vehicle is permitted driverless driving in a restricted, in particular speed-restricted, driverless driving mode under the influence of the safety control device 60, via the communication channel Kl to the trackside control device 40.

[0062] In response to the request Anf, the trackside control device 40 issues a permission Erl corresponding to the request Anf. This permission Erl is preferably issued to the trackside control device 40 via the communication channel Kl. To this end, the trackside control device 40 checks, upon receipt of the request Anf, whether there is clearance information Fml indicating that the further track section 12 adjacent to the specified location and ghost train detection track section 11 is free of track-bound vehicles.

[0063] The trackside control device 40 only issues the permission Erl if the adjacent further track section 12 is free of track-bound vehicles according to the clearance information Fml.

[0064] The trackside control device 40 is provided with the trackside control device 40 by the trackside control system 23, 24, 25; 21-24, 25 comprising at least the adjacent further track section 12.

[0065] If the Erl permission is present, the trackside safety control device 60 causes the vehicle 50 to start driving in the restricted driverless driving mode using remote control signals FstS by transferring the trackside safety control device 60 from an inactive control mode to an active control mode and to continue driving in the restricted driverless driving mode for a location and ghost train detection process as long as the trackside safety control device 60 is in its active control mode and the location and ghost train detection process for the vehicle 50 continues.

[0066] By pressing the operating button 62, the trackside safety control device 60 is transferred from its inactive control mode to its active control mode, wherein the trackside safety control device 60 only outputs the remote control signals FstS to the vehicle 50 in its active control mode, which cause the vehicle 50 to drive in the restricted driverless driving mode. Another conceivable embodiment of the system transmits the remote control signals FstS from the trackside safety control device 60 via communication channel K1 to the trackside device 40. The trackside device 40 then transmits the received remote control signals FstS to the vehicle 50 via communication channel K3.

[0067] By releasing the operating button 62, the trackside safety control device 60 is transferred from its active control mode to its inactive control mode and thus interrupts the output of the remote control signals FstS, which cause the vehicle 50 to drive in the restricted driverless driving mode.

[0068] The tracking and ghost train detection process includes the following steps:

[0069] - a location of the vehicle 50 and

[0070] - a ghost train detection for the vehicle 50 following the location of the vehicle.

[0071] The location of the vehicle with direction of travel detection is carried out in a manner known to those skilled in the art by means of the trackside device 30 (the balise pair), the vehicle-side receiving device (balise antenna) and an odometry of the vehicle-side control device 54, not shown separately here.

[0072] The location of the vehicle begins in its second position shown here, in which the vehicle with the reference symbol 50 ti is marked .

[0073] The vehicle reports its current position, determined on the basis of the location, in the form of position information Pos I to the trackside control device 40 via the communication channel K3 at a time interval.

[0074] The ghost train detection for the vehicle begins in its fourth position shown here, in which the vehicle with the reference number 50 t 4. This ghost train detection comprises a ghost train detection forward ("sieving in front"), wherein the trackside control device 40 outputs a driving mode change information Fmwl to the vehicle after successful completion of the ghost train detection forward.

[0075] From the fourth position, in which the vehicle with the reference number 50t 4, the located vehicle (whose position is known) continues to drive towards the boundary between the location and ghost train detection section and the further section 12.

[0076] If no occupancy is detected in the following track section within the longest possible reaction time and the front of the vehicle has not yet crossed the boundary between the detection and ghost train detection section and the further track section 12, the forward ghost train detection is successful. This excludes the possibility of another vehicle (referred to here as a virtual vehicle vF), whose position is not recorded, being in front of the vehicle on the detection and ghost train detection section.

[0077] In the first embodiment shown, the ghost recognition is with the ghost recognition forward for the vehicle in its fifth position shown here, in which the vehicle with the reference number 50 t s is marked , successfully completed .

[0078] The trackside control device 40 outputs the driving mode change information Fmwl to the vehicle 50 via the communication channel K3. Upon receipt of the driving mode change information Fmwl, the vehicle 50 switches from the restricted driverless driving mode to an unrestricted driverless driving mode. Upon successful completion of the tracking and ghost train detection process, the vehicle is thus transferred to the unrestricted driverless driving mode. This deactivates the effect of the remote control signals FstS of the trackside safety control device 60 on the movement of the vehicle 50.

[0079] The method according to the invention is carried out here, for example, with computer support by a computer arrangement formed from several computers, in particular the computers of the trackside device 40, the vehicle 50 and the trackside safety control device 60.

[0080] For this purpose, a computer program is provided, comprising program instructions which, when the program is executed on the computer arrangement, cause the computer arrangement to carry out the method according to the invention.

[0081] The second embodiment 101 of the track-based transport system shown in Figure 2 differs from the first embodiment 1 of the track-based transport system in that three track sections 11a, 11b, and 11c form a tracking and ghost train detection section. Thus, one track section 11 is now divided into the three sections 11a, 11b, and 11c, with track section 11c bordering the adjacent further track section 12.

[0082] The track section 11b is delimited by wheel sensors in the form of axle counters 21 and 22. The track section 11c is delimited by axle counters 22 and 23. The axle counters 21-24 are part of the track vacancy detection system and, within this system, are connected to the track vacancy detection device 25.

[0083] Furthermore, the second embodiment 101 of the track-bound transport system shown in Figure 2 differs from the first embodiment 1 of the track-bound transport system in that the track-side safety control device 60 is not provided as part of a track-side mobile terminal but as part of a fixed track-side facility - here in the form of the maintenance hall W.

[0084] It should be noted at this point, however, that the trackside safety control device 60 could also be provided as part of a trackside mobile terminal in the second embodiment 101 of the track-bound transport system or could also be provided as part of a fixed trackside device in the first embodiment 1 of the track-bound transport system.

[0085] In the second exemplary embodiment of the method according to the invention for operating the track-bound transport system 1, in addition to the ghost train detection forwards ("sieving in front"), a ghost train detection backwards ("sieving at rear") is provided, wherein the trackside control device 40 then outputs the driving mode change information Fmwl only after the successful completion of both ghost train detections - that is, the ghost train detection forwards ("sieving in front") and the ghost train detection backwards ("sieving at rear").

[0086] For this purpose, the located vehicle 50 passes the boundary between the track section 11b and the track section 11c and moves away from this boundary. If the track section 11b is reported as "free", the end of the vehicle must be closer to this boundary than the vehicle length relevant for the ghost train detection. If this is the case, it is ruled out that a vehicle whose position is not recorded is located behind the rail vehicle 50 and the ghost train detection in reverse is then successful (see the third position shown in Figure 2, in which the vehicle with the reference symbol 50 t a is marked ) .

[0087] This is followed by the ghost train detection forward ("sieving in front") already explained with reference to Figure 1 and the further steps of the method explained with reference to Figure 1.

[0088] According to the above statements in connection with the described embodiments, the method according to the invention and the associated devices enable reliable driverless positioning and reliable driverless ghost train detection (sieving). This is of considerable practical importance, particularly in the context of driverless vehicle operation—for example, after maintenance of the track-bound vehicle 50—since it enables the fastest possible transition to an unrestricted driverless driving mode (driverless normal operation).

[0089] In other words, with the method according to the invention, an area is defined in the form of the locating and ghost train detection route section 11 or 11a, 11b, 11c in which locating and sieving is permitted without a driver.

[0090] The person P, who does not need to be trained as a driver, is located near the track of the tracking and ghost train detection section during the process of the method according to the invention and monitors the movement of the vehicle 50. This person P operates the control button 62 of the trackside safety control device 60, which is a condition for driverless train movement in this area.

[0091] To start the process, the person P on the track requests the start of driverless operation for the vehicle 50 from the track-side control device 40, which can be a control center. If the request Anf is confirmed with the permission Erl, the driverless movement of the vehicle can be started by pressing the control button 62. The speed during this driverless movement process is limited to a low value (e.g. 5 km / h). If the person P on the track now notices that the vehicle 50 is moving in the wrong direction or that there is an obstacle on the track, they can stop the vehicle immediately by releasing the control button 62. As soon as the vehicle has driven over the two beacons of the track-side device 30, the train is located. After the ghost detection has been completed, the vehicle 50 also has sieving.The train automatically upgrades to unrestricted driverless driving mode—i.e., fully driverless operation—and the process of starting driverless operation is complete. From this point onward, the trackside safety control device 60 no longer has any effect on the movement of the vehicle 50. Full, fully driverless operation specifically involves fully automatic driverless train operation at level GoA4 in moving block.

[0092] Reference symbol list

[0093] I rail-based transport system

[0094] 10 route

[0095] II Tracking and ghost train detection section

[0096] 11a, 11b, 11c Sections of track which form a tracking and ghost train detection section

[0097] 12 additional track sections (Track Vacancy Section, TVS for short)

[0098] 21 , 22 , 23 , 24 Wheel sensors (axle counter)

[0099] 25 free signaling device

[0100] 30 trackside equipment (pair of balises)

[0101] 40 trackside control device

[0102] 41 Communication device

[0103] 50 rail-bound vehicles

[0104] 50 ti up to 50 t 5 the track-bound vehicle in five different positions at different times

[0105] 51 Direction of travel

[0106] 52 Vehicle equipment

[0107] 53 vehicle-mounted receiving device (balise antenna)

[0108] 54 vehicle-side control device

[0109] 55 vehicle-side communication device

[0110] 60 trackside safety control device

[0111] 61 Communication device

[0112] 62 control button

[0113] 70 Control device

[0114] 80 virtual vehicle

[0115] W Maintenance Hall

[0116] M mobile device P trained person on the route d distance

[0117] Kl to K3 communication channels request requirement

[0118] Permission granted

[0119] FstS remote control signals

[0120] Eml vacancy information

[0121] Pos I Position information Fmwl Driving mode change information

Claims

Patent claims 1. A method for operating a track-bound transport system (1; 101), in which - a trackside safety control device (60) transmits a request (Anf) to a trackside control device (40) that a track-bound vehicle (50) is permitted driverless driving in a restricted driverless driving mode under the influence of the safety control device (60), - the trackside control device (40) issues a permission (Erl) corresponding to the request (Anf) in response to the request (Anf), - the trackside safety control device (60), when the permission (Erl) is present, causes the vehicle (50) to start in the restricted driverless driving mode by transferring the trackside safety control device (60) from an inactive control mode to an active control mode using remote control signals (FstS) and to continue the journey in the restricted driverless driving mode for a tracking and ghost train detection process as long as the trackside safety control device (60) is in its active control mode and the tracking and ghost train detection process for the vehicle (50) continues, and - the vehicle (50) is transferred to an unrestricted driverless driving mode upon successful completion of the location and ghost train detection process, thereby deactivating the effect of the remote control signals (FstS) of the trackside safety control device (60) on the movement of the vehicle (50).

2. Method according to claim 1, characterized in that - for the location and ghost train detection process, a location and ghost train detection section (11; 11a, 11b, 11c) is specified in which the vehicle before the start of the tracking and ghost train detection process, - the trackside control device (40) checks, upon receipt of the request, whether there is a clearance information (Fml) indicating that a further track section (12) adjacent to the predetermined location and ghost train detection track section (11; 11a, 11b, 11c) is free of track-bound vehicles, and - the trackside control device (40) only issues the permission if the adjacent further track section (12) is free of track-bound vehicles according to the clearance information (Fml).

3. Method according to claim 2, characterized in that the free detection information (Fml) is provided by a free detection system (23, 24, 25; 21-24, 25) comprising at least the adjacent further route section (12).

4. Method according to claim 3, characterized in that the track sections (12; 11b, 11c, 12) of the track clearance detection system (23, 24, 25; 21-24, 25) are formed by axle counters or track circuits.

5. Method according to one of claims 1 to 4, characterized in that the location and ghost train detection process comprises the following steps: - a location of the vehicle (50) and - a ghost train detection for the vehicle (50) following the location of the vehicle.

6. Method according to claim 5, characterized in that the vehicle (50) transmits its respective current position determined on the basis of the location in a time interval in the form a respective position information (PosI) to the trackside control device (40).

7. Method according to one of claims 5 or 6, characterized in that the ghost train detection comprises a ghost train detection forward, wherein the trackside control device (40) outputs a driving mode change information (Fmwl) after successful completion of the ghost train detection forward.

8. Method according to claim 7, characterized in that the ghost train detection additionally comprises a ghost train detection in reverse, wherein the trackside control device (40) outputs the driving mode change information (Fmwl) only after successful completion of both ghost train detections - that is to say the ghost train detection forward and the ghost train detection in reverse.

9. Method according to one of claims 7 or 8, characterized in that the vehicle (50) changes from the restricted driverless driving mode to the unrestricted driverless driving mode after receipt of the driving mode change information (Fmwl).

10. Method according to one of the preceding claims, characterized in that the trackside safety control device (60) is provided as part of a fixed trackside device (W) or as part of a trackside mobile terminal (M).

11. Method according to one of the preceding claims, characterized in that - the trackside safety control device (60) is provided with an operating button (62) in the manner of a dead man's switch, - wherein the trackside safety control device (60) is transferred from its inactive control mode to its active control mode by pressing the operating button (62) and only in the active control mode outputs the remote control signals (FstS) to the vehicle, which cause the vehicle (50) to drive in the restricted driverless driving mode, and - wherein the trackside safety control device (60) is transferred from its active control mode to its inactive control mode by releasing the operating button (62), thus interrupting the output of the remote control signals (FstS) which cause the vehicle (50) to drive in the restricted driverless driving mode.

12. Method according to one of the preceding claims, characterized in that the method is carried out computer-aided by a computer arrangement formed from several computers, in particular computers of the trackside device (40), the vehicle (50) and the trackside safety control device (60).

13. A computer program comprising program instructions which, when executed on the computer system, cause the computer system to carry out the method according to claim 12.

14. Control device (70) for a track-bound transport system (1; 101), characterized in that - a trackside safety control device (60) is set up to transmit a request (Anf) to a trackside control device that a track-bound vehicle (50) in a predetermined location and ghost train detection section (11; 11a, 11b, 11c) is permitted driverless driving in a restricted driverless driving mode under the influence of the safety control device (60) (40) to transmit - the trackside control device (40) is arranged to issue a permission (Erl) corresponding to the request (Anf) in response to the request (Anf), - the trackside safety control device (60) is configured, upon the existence of the permission (Erl), to cause the vehicle (50) to start in the restricted driverless driving mode by transferring the trackside safety control device (60) from an inactive control mode to an active control mode using remote control signals (FstS) and to continue the journey for a tracking and ghost train detection process in the predetermined tracking and ghost train detection area (11; 11a, 11b, 11c) in the restricted driverless driving mode as long as the trackside safety control device (60) is in its active control mode and the tracking and ghost train detection process for the vehicle (50) continues, and - a vehicle device (52) of the vehicle (50) is configured to transfer the vehicle (50) into an unrestricted driverless driving mode upon successful completion of the location and ghost train detection process and thereby to override the effect of the remote control signals (FstS) of the trackside safety control device (60) on the movement of the vehicle (50).

15. A track-bound transport system (1; 101) with a control device (70) according to claim 14.

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