A particularly flexible method for automatically calibrating a wheel sensor includes using the wheel sensor to determine that a calibration must be carried out. The wheel sensor determines a point in time suitable for carrying out the calibration and the calibration itself is carried out by the wheel sensor at the determined point in time. A wheel sensor for carrying out the method is also provided.

A particularly flexible method for automatically calibrating a wheel sensor includes using the wheel sensor to determine that a calibration must be carried out. The wheel sensor determines a point in time suitable for carrying out the calibration and the calibration itself is carried out by the wheel sensor at the determined point in time. A wheel sensor for carrying out the method is also provided.

A method for data transmission inside a rail-bound traffic system has of a plurality of field elements, in which the data transmission takes place via a flexible wireless transmission path between a sender field element and a control unit along available field elements. A data transmission system is for application of the method and a rail-bound traffic system having such a data transmission system. Furthermore, there is use of communication units on field elements of a rail-bound traffic system to form the data transmission system.

A system for simulating a railroad track. The system comprises one or more modular track simulation units that are smaller than conventional track simulators and are easy to use with and be connected to a device being tested (e.g., grade crossing predictor). Each track simulation unit may have one of a plurality of impedances associated with a corresponding railroad track length. The units are combinable such that the system can simulate multiple, different track lengths. Each unit has a plurality of test points that can be connected to the device under test and/or used to alter conditions of the simulated track.

A method for assembling a strain gauge arrangement for an axle counter, includes: a strain sensor element; a carrier, to which the strain sensor element is fastened; and a railroad track structure to be monitored. When the carrier is fastened to the structure at least a part of it is kept in an elastically deformed state. The carrier is embodied with a first carrier piece opposing a second carrier piece. The strain sensor element is fastened to the first carrier piece with a first fixing point, to the second carrier piece with a second fixing point, and to neither the first nor the second carrier piece with a central section between the fixing points. At least the part of the carrier is elastically braced by means of a bracing element for when adhesively bonding to the structure to be monitored. Thereafter the bracing element is removed.

A purpose of the invention is to provide a rail breakage detection device mountable also on a vehicle. The invention is directed to a rail breakage detection device that receives: transmission-device state information indicating whether a rail signal transmission device that sends a rail signal is normal; reception-device state information indicating whether a rail signal reception device that receives a voltage induced by the rail signal is normal; and reception state information indicating whether a voltage induced by the rail signal reception device is received, and the rail breakage detection device performs rail breakage detection on the basis of the transmission-device state information, the reception-device state information, and the reception state information.

A method and a system determine a subsequent number of guided vehicles occupying a track section of a railway network. The system has a trackside device configured for controlling and managing a movement authority of a guided vehicle for a track section and at least one neighboring trackside device. Each neighboring trackside device is configured for controlling and managing a movement authority for a directly neighboring track section. The trackside device is configured for calculating the subsequent number of guided vehicles from a number of guided vehicles occupying the track section previously determined by the trackside device and information received from each neighboring trackside device regarding a number of guided vehicles entering, from the track section. The directly neighboring track section is controlled by the neighboring trackside device and a number of guided vehicles leaving the directly neighboring track section for the track section.

A fastening device for fastening at least one sensor to a railway rail includes at least one clamping bow and at least two mutually opposite clamping regions connected to the clamping bow. The at least one sensor and at least part of the railway rail can be disposed between the clamping regions. At least one clamping device is connected to the clamping bow for applying the clamping force between the clamping regions for fastening the at least one sensor to the railway rail. A sensor arrangement including the fastening device and a method for fastening at least one sensor to a railway rail are also provided.

A fastening device for fastening at least one sensor to a railway rail includes at least one clamping bow and at least two mutually opposite clamping regions connected to the clamping bow. The at least one sensor and at least part of the railway rail can be disposed between the clamping regions. At least one clamping device is connected to the clamping bow for applying the clamping force between the clamping regions for fastening the at least one sensor to the railway rail. A sensor arrangement including the fastening device and a method for fastening at least one sensor to a railway rail are also provided.

A method and an apparatus for a train control installation are disclosed, and are based on the absolute permissive block concept. The train control installation employs a plurality of generic absolute block signal units (ABSU), wherein each signal unit includes means for detecting the crossing of a train passed a discrete point, means for exchanging data with adjacent ABSUs, means for generating and communicating a movement authority limit to a train, means for generating and displaying a signal indication, and means for enforcing a stop aspect. The train control installation can be used in conjunction with a communication based train control (CBTC) system to provide a degraded mode of operation without impacting the availability and the reliability of the CBTC system. Further, the train control installation has a self-healing feature to maintain train service during an ABSU failure.