Method for operating railway car complex, railway car and computer program product

Abstract

The invention further relates to a method for operating a railway car complex (10) bounded by a front car (11) and a rear car (12). According to the invention, in at least one of the two carriages, status information (SA) indicating the position and / or speed of the carriage is determined, the status information (SA) is transmitted to a line-side communication device (30), and the line-side communication device (30) forwards the status information (SA) to the other of the two carriages, in a respective other of the two carriages, the received status information (SA) and another status information (SA) indicating the position and / or speed of the other carriage are subjected to a rationality check, and a safety measure is triggered in the other carriage if the rationality check indicates that the railway carriage complex (10) is separated.

Description

Technical Field

[0001] The present invention relates to a method for operating a railway car body combination defined by a front car body and a rear car body. Background Art

[0002] International Patent Application WO 2011 / 095429 A1 discloses a method for operating a railway car body combination, in which the integrity or separation of the car body combination is monitored during driving. For this purpose, so-called train integrity modules communicate directly with each other. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to further improve the method for operating a railway car body combination.

[0004] The above technical problem is solved by a method having the features according to claim 1 according to the present invention. Advantageous design solutions of the method according to the present invention are given in the dependent claims.

[0005] Accordingly, it is provided according to the present invention that status information indicating the position and / or speed of at least one of the two cars is determined in the at least one of the two cars, the status information is transmitted to a line-side communication device, the line-side communication device forwards the status information to the other of the two cars, and in the respective other of the two cars, the received status information and another status information indicating the position and / or speed of the other car are subjected to a plausibility check, and if the plausibility check indicates separation of the railway car body combination, safety measures are triggered in the other car.

[0006] The fundamental advantage of the method according to the present invention is that the transmission of the status information is carried out in the presence of a line-side communication device, whereby very fast data transmission can be carried out with low errors, i.e., very reliably, even in very long trains, such as freight trains, and indeed even in areas with difficult transmission conditions, such as in tunnels.

[0007] Another fundamental advantage of the method according to the present invention is that the intermediate cars of the railway car body combination do not have to be equipped with radio components or similar devices, because it is sufficient to equip only the front car body and the rear car body of the railway car body combination with suitable hardware and / or software for carrying out the method. Exactly in the case of freight trains, the latter aspect is very important because the equipment of freight cars can vary greatly, and the modifications that may be required for individual cars can be very costly.

[0008] It is considered advantageous to perform plausibility checks both at the front and at the rear. Thus, it is considered advantageous to determine status information indicating the position and / or speed of the respective carriage in each of the two above-mentioned carriages, specifically the front status information in the front carriage and the rear status information in the rear carriage. The front status information is transmitted from the front carriage to the line-side communication device, and the line-side communication device forwards the front status information to the rear carriage. The rear status information is transmitted from the rear carriage to the line-side communication device, and the line-side communication device forwards the rear status information to the front carriage. In the front carriage, the front status information and the rear status information are subjected to a front plausibility check, and if the front plausibility check indicates a separation of the railway carriage combination, a safety measure is triggered in the front carriage. In the rear carriage, the front status information and the rear status information are subjected to a rear plausibility check, and if the rear plausibility check indicates a separation of the railway carriage combination, a safety measure is triggered in the rear carriage.

[0009] The generation and / or plausibility check of the status information is preferably controlled by a computer program product that is executed in the computing facility of the respective carriage, where the status information is formed and / or the plausibility check is performed.

[0010] The railway carriage combination preferably forms a complete freight train, with the front end of the leading train formed by the front carriage and the rear end of the trailing train formed by the rear carriage.

[0011] The front carriage is preferably formed by the front locomotive of the railway carriage combination.

[0012] The rear carriage of the railway carriage combination can also be a locomotive, or alternatively another type of carriage with suitable equipment.

[0013] For example, it can be stipulated that the front carriage and the rear carriage are each a locomotive, and there are a plurality of freight carriages in the carriage combination between the front locomotive and the rear locomotive.

[0014] In the last-mentioned variant design, it can be advantageously stipulated that the generation of the front status information and the front plausibility check are controlled by a computer program product that is implemented in the locomotive control software of the front locomotive and executed by the computing facility of the front locomotive.

[0015] If the rear carriage is also a locomotive, it is advantageous that the generation of the rear status information and the rear plausibility check are controlled by a computer program product that is implemented in the locomotive control software of the rear locomotive and executed by the computing facility of the rear locomotive.

[0016] The execution of the safety measure preferably includes braking the corresponding carriages in which the safety measure is triggered. However, it is particularly advantageous if the execution of the safety measure is carried out on the train scale, i.e., the execution of the safety measure includes braking all the carriages of the railway carriage combination, and if any, also includes braking other carriages coupled to the railway carriage combination.

[0017] The triggering of the safety measure is preferably carried out autonomously in or from each carriage separately, in which carriage the plausibility check recommends triggering the safety measure, specifically not including the trackside safety equipment, especially not including the trackside signals; on the contrary, the execution of the safety measure is preferably carried out on the train scale as described above.

[0018] The plausibility check preferably includes checking whether the speeds of two carriages indicated in the status information are consistent considering a predetermined differential tolerance range, wherein if the differential tolerance range is exceeded, it is determined that the railway carriage combination is separated.

[0019] Alternatively or additionally, the plausibility check can advantageously include checking whether the positions of the carriages indicated in the status information represent a carriage distance that corresponds to the expected carriage distance considering a predetermined distance tolerance range, wherein if the distance tolerance range is exceeded, it is determined that the railway carriage combination is separated.

[0020] The invention also relates to a railway carriage having its own status determination device for determining its own status information indicating the position and / or speed of the corresponding carriage.

[0021] According to the invention, in respect of a railway carriage according to the first inventive variant, it is provided that the railway carriage is equipped with its own communication device adapted to communicate with the trackside communication device, and the status determination device is designed to send its own status information to the plausibility check device of other carriages via its own communication device and the trackside communication device.

[0022] Advantageously, the railway carriage according to the first inventive variant is adapted to be used for carrying out the method as described above.

[0023] According to the invention, in respect of a railway carriage according to the second inventive variant, it is provided that the railway carriage is equipped with its own communication device adapted to communicate with the trackside communication device, and the railway carriage has a plausibility check device which is designed to carry out a plausibility check on the own status information of its own status determination device and the external status information of the carriage received from the trackside communication device via its own communication device, and if the plausibility check indicates separation of the train combination, trigger and / or initiate a safety measure.

[0024] Advantageously, a railway carriage according to a second inventive variant is adapted to be used for carrying out the method as described above.

[0025] Also particularly advantageous in the second inventive variant is that if the status determination device is designed to transmit the status information of the carriage itself via the carriage's own communication device and the line-side communication device to other carriages, for example, the plausibility check device of other railway carriages of the second inventive variant.

[0026] The invention also relates to a railway carriage combination delimited by a front carriage and a rear carriage. According to the invention, in terms of the railway carriage combination, it is provided that one of the two carriages is a railway carriage according to the first inventive variant, the other of the two carriages is a railway carriage according to the second inventive variant, or the two carriages are respectively railway carriages according to the second inventive variant.

[0027] The railway carriage combination preferably forms a complete freight train, the front end of the train being delimited by the front carriage and the rear end of the train being delimited by the rear carriage.

[0028] The front carriage is preferably formed by a front locomotive. The rear carriage can be formed by a rear locomotive.

[0029] The invention also relates to a computer program product. According to the invention, in terms of the computer program product, it is provided that the computer program product is determined for installation on the computing facility of a railway carriage, in particular on the computing facility of a railway carriage as described above, and is particularly adapted to be integrated into the locomotive control software of a locomotive, and is designed to generate status information indicating the position and / or speed of the corresponding railway carriage when executed by the computing device of the computing facility. The computer program product is also designed to:

[0030] - Transmit the status information via the carriage's own communication device to the line-side communication device for forwarding to the corresponding computer program products of other railway carriages of the same railway carriage combination, and / or

[0031] - Perform a plausibility check on the status information and the externally received carriage status information indicating the position and / or speed of the other railway carriages, and trigger a safety measure if the plausibility check indicates the separation of the railway carriage combination.

[0032] In other words, advantageously, the computer program product is designed to form a railway carriage according to the first inventive variant and / or according to the second inventive variant and / or to carry out the method described above in the front carriage or the rear carriage. Description of the Drawings

[0033] The invention will be further explained below based on embodiments, where, by way of example:

[0034] Figures 1-4Shows an embodiment of a railway car body assembly according to the present invention, which is equipped with an embodiment of a railway car according to the present invention, and explains an embodiment of the method according to the present invention based thereon; and

[0035] Figures 5-6 Shows in more detail an embodiment of a component of a railway car according to the present invention. Detailed Description of the Invention

[0036] For the sake of brevity, the same reference numerals are always used in the figures for the same or similar components.

[0037] Figure 1 Shows an embodiment of a railway car body assembly 10 bounded by a front car body (railway car) 11 and a rear car body (railway car) 12. The railway car body assembly 10 can form a complete freight train, as Figure 1 shown in the example, or alternatively only form a part of such a freight train.

[0038] The railway car body assembly 10 is located on a railway track facility 20 and moves from left to right in the Figure 1 travel direction F. The railway track facility 20 is equipped with a wayside communication device 30, which includes a communication management device 31 and a plurality of communication modules 32 connected to the communication management device. The communication modules are arranged along the route traveled by the railway car body assembly 10 and enable continuous communication between the railway car body assembly 10 and the wayside communication device 30. The wayside communication device 30 can, for example, operate a WLAN or a mobile radio network, such as a CBTC (Communications - Based Train Control) - compatible radio system. The communication management device 31 can include one or more processors or controllers or similar electronic components for this purpose, which can process, i.e., process or generate data signals in the form of, for example, data packets, and is preferably equipped with corresponding software for this purpose.

[0039] The front car body 11 and the rear car body 12 of the railway car body assembly 10 are each equipped with a status determination device 101 for determining the status information SA of the car body itself. The status information SA at least indicates the position and / or speed of its own car body respectively.

[0040] For status determination, the status determination device 101 is connected to sensors, which are not further shown in the Figure 1 figure for the sake of brevity. The sensors can be speed or radar sensors, such as odometers or acceleration sensors. The status determination device 101 of the front car body 11 and the status determination device of the rear car body 12 can have the same structure.

[0041] In addition, the front carriage 11 and the rear carriage 12 of the railway carriage assembly 10 each include their own communication device 102, which is adapted to communicate with the line-side communication device 30. The communication devices 102 of the front carriage 11 and the rear carriage 12 may have the same structure.

[0042] Different from the front carriage 11, the rear carriage 12 is additionally equipped with a plausibility check device 103.

[0043] Therefore, the front carriage 11 is the carriage that can only transmit the state information SA of its own carriage to another carriage, namely the plausibility check device 103 of the rear carriage 12, through its own communication device 102 and the line-side communication device 30. The front carriage 11 does not perform its own plausibility check.

[0044] The plausibility check device 103 additionally provided in the rear carriage 12 is used to perform a plausibility check on the state information SA of the state determination device 101 of its own rear carriage 12 and the state information SA of the state determination device 101 of the front carriage 11; the plausibility check device 103 obtains the state information SA of the front carriage 11 from the communication device 102 of the front carriage 11 through its own communication device 102 and the line-side communication device 30.

[0045] The two carriages preferably cooperate as follows:

[0046] The state determination device 101 of the front carriage 11 detects the position and / or speed of the front carriage 11 and generates state information SA, which at least indicates the position and / or speed and preferably also indicates the time point T of the measurement value detection. Through its own communication device 102, the state determination device 101 sends the state information SA to the line-side communication device 30, for example, within the scope of a data signal, especially a data telegram DT1.

[0047] Such a data telegram DT1 may include, for example: recipient information EA that designates the line-side communication device 30 as the recipient of the data telegram DT1, sender information SS that designates the front carriage 11 as the sender, and a useful data segment N that designates the rear carriage 12 as the final recipient of the useful data segment N and contains the state information SA of the front carriage 11 together with the time point T of the measurement value detection.

[0048] The line-side communication device 30 receives the data telegram DT1 of the front carriage 11 and forwards the useful data segment N unchanged in its own data telegram DT2 to the communication device 102 of the rear carriage 12.

[0049] The last-mentioned data telegram DT2 can include, for example: recipient information EA designating the rear car body 12 as the recipient, sender information SS designating the line-side communication device 30 as the sender of the data telegram DT2, and also including the mentioned useful data segment N, which designates the rear car body 12 as the final recipient of the useful data segment N and contains the status information SA of the front car body 11 together with the time point T of the measurement value detection.

[0050] The status determination device 101 of the rear car body 12 detects the position and / or speed of the rear car body 12 and generates status information SA, which at least indicates the position and / or speed of the rear car body 12 and preferably also indicates the time point T of the corresponding measurement value detection. The status determination device 101 of the rear car body 12 transmits its status information SA to the plausibility check device 103 of its own car body. It is not carried out and not required that the status information SA of the rear car body 12 is transmitted to the front car body 11 via the line-side communication device 30, because the front car body 11 does not have its own plausibility check device 103.

[0051] Via the on-board communication device 102 of the car body, the plausibility check device 103 of the rear car body 12 also receives the line-side data telegram DT2 with the useful data segment N from the line-side communication device 30, and the useful data segment contains the status information SA of the front car body 11 together with the time point T of its measurement value detection.

[0052] The plausibility check device 103 of the rear car body 12 thus has two status informations, namely the received status information SA(11) and its own status information SA(12), such that the plausibility check device 103 can perform a plausibility check.

[0053] In terms of detecting the separation of the train formation, the plausibility check preferably includes checking whether the speeds of the front car body 11 and the rear car body 12 indicated in the status information are consistent considering a predetermined differential speed tolerance range. If the differential speed tolerance range is exceeded, it is determined that the railway car body formation 10 is separated.

[0054] Alternatively or additionally, it can be advantageously checked whether the positions of the car bodies indicated in the status information represent a car body distance that corresponds to the expected car body distance considering a predetermined distance tolerance range. If the distance tolerance range is exceeded, it is determined that the railway car body formation 10 is separated.

[0055] If the plausibility check indicates the separation of the train formation, the status determination device 101 activates safety measures and / or triggers safety measures via a trigger signal AUS. The trigger signal AUS is triggered, for example, by Figure 1 the vehicle control device 300 of the rear car body 12 (not shown in the figure) (see Figure 6 ).

[0056] If such a safety measure is triggered, its execution is preferably not limited to the rear car 12, but extends over the entire railway car assembly 10 or over the train extent. If there are additional cars coupled to the railway car assembly 10, i.e., there are additional cars that do not belong to the railway car assembly 10 (see Figure 2 ), then these cars are also preferably incorporated into the safety measure.

[0057] The safety measure preferably includes braking of the respective own car, braking of all other cars of the railway car assembly 10, and even braking of the additionally coupled cars 13, if any (see Figure 2 ). For example, the plausibility check device 103 can open or request to open the emergency braking compressed air line of the railway car assembly 10 or the entire train in order to trigger braking over the train extent.

[0058] The plausibility check device 103 triggers the safety measure, preferably not further including line-side safety equipment, i.e., for example, not including a line-side signal box or not querying at a line-side signal box. The triggering of the safety measure is therefore preferably carried out autonomously by the car, and the execution of the safety measure is preferably carried out autonomously by the train and thus has a minimal time delay.

[0059] Figure 2 Shows a variant of the railway car assembly 10 according to Figure 1 . In the variant according to Figure 2 , the freight train further includes additional cars 13 arranged outside the railway car assembly 10 bounded by the front car 11 and the rear car 12.

[0060] The detection possibility of separation of the train assembly therefore does not concern the entire train in the variant according to Figure 2 , but only concerns the part with the railway car assembly 10. Furthermore, the above description in conjunction with Figure 1 also applies to the embodiment according to Figure 2 .

[0061] Figure 3 Shows another variant of the railway car assembly 10 according to Figure 1 . In the variant according to Figure 3 , the plausibility check device 103 is arranged in the front car 11 of the railway car assembly 10.

[0062] The plausibility check is thus carried out in the front car body 11 based on the status information SA of the rear car body 12. The plausibility check device 103 receives this status information from the status determination device 101 of the rear car body 12 in the case of including the line-side communication device 30. The transmission of the status information SA is carried out, for example, via the data telegram DT3 and the data telegram DT4. The rear car body 12 transmits the data telegram DT3 to the line-side communication device 30, and the line-side communication device 30 transmits the data telegram DT4 to the front car body 11.

[0063] The data telegram DT3 can include, for example: the recipient information EA designating the line-side communication device 30 as the recipient of the data telegram DT3, the sender information SS designating the rear car body 12 as the sender, and further including the useful data segment N, which designates the front car body 11 as the final recipient of the useful data segment N and contains the status information SA of the rear car body 12 together with the time point T of the corresponding measurement value detection.

[0064] The data telegram DT4 can include, for example: the recipient information EA designating the front car body 11 as the recipient, the sender information SS designating the line-side communication device 30 as the sender of the data telegram DT4, and for example the mentioned useful data segment N in unchanged form.

[0065] In addition, the above combination Figure 1 description also applies to the embodiment according to Figure 3 the following.

[0066] Figure 4 shows a further embodiment for the railway car body combination 10 bounded by the front car body 11 and the rear car body 12. The railway car body combination 10 can form a complete freight train, as Figure 4 shown in the example, or alternatively only form a part of such a freight train.

[0067] In the embodiment according to Figure 4 the front car body 11 and the rear car body 12 are respectively equipped with a status determination device 101 and a plausibility check device 103.

[0068] Therefore, in the embodiment according to Figure 4 double monitoring operation is possible, in which both the front plausibility check device 103 and the rear plausibility check device 103 perform the monitoring regarding train separation.

[0069] Figure 4 The components shown preferably work as follows:

[0070] The status determination device 101 of the front car body 11 determines its status information SA and directly forwards it to the plausibility check device 103 of its own front car body 11, and in the case of including the line-side communication device 30, forwards it to the plausibility check device 103 of the rear car body 12. It has been combinedFigure 1 Two data telegrams DT1 and DT2 for the explanation are used for this.

[0071] The status determination device 101 of the rear car body 12 also determines its status information SA and directly forwards it to the rationality check device 103 of its own rear car body 12, and forwards it to the rationality check device 103 of the front car body 11 in the case of including the line-side communication device 30. It has been combined Figure 3 Two data telegrams DT3 and DT4 for the explanation are used for this.

[0072] Therefore, the status information SA of the two car bodies is respectively provided to the rationality check device 103 of the front car body 11 and the rationality check device 103 of the rear car body 12, so that each rationality check device 103 can respectively perform the rationality check independently by itself, as combined above Figure 1 and Figure 3 described.

[0073] Figure 5 The components of the embodiment for the railway car body 500 are shown in more detail. The railway car body 500 can be used as the front car body 11 according to Figure 1 and 2 and / or the rear car body 12 according to Figure 3 . The railway car body 500 includes a computing facility having a computing device 200 and a memory 210 in which a computer program product CPP is stored.

[0074] The computer program product CPP includes a status determination module M101, which, when executed by the computing device 200, forms the above-mentioned status determination device 101, that is, performs status determination and generates status information SA, as described above for example in combination with Figure 1 and the front car body 11.

[0075] If the railway car body 500 is a locomotive, then if the appropriate locomotive control software 310 is installed in the memory 210, the computing device 200 can also form the vehicle control device 300 of the locomotive at the same time. The computer program product CPP can form a component of the locomotive control software 310, as Figure 5 shown in the example.

[0076] The computing device 200 is connected to the communication device 102 of the car body itself, which is controlled by the computing device 200 and forwards the status information SA generated by the status determination module M101 to the line-side communication device 30 in response to the request of the computing device 200 and forwards the data telegram received from the line-side communication device 30 to the computing device 200.

[0077] Figure 6 The embodiment for the railway car body 510 is shown in more detail. It can be used as according to Figure 3 and4 the front carriage 11 and / or according to Figure 1 、 2 and the rear carriage 12 of 4. The railway carriage 510 is equivalent to the railway carriage 500 according to Figure 5 except that, in addition to the status determination module M101, the computer program product CPP further includes a reasonableness check module M103 which, when executed by the computing device 200, forms a reasonableness check device 103 and performs a reasonableness check as described above, for example in connection with Figure 1 and the rear carriage 11.

[0078] Furthermore, in the embodiment according to Figure 6 the computing device 200 may form part of the vehicle control device 300 of the carriage, and the computer program product CPP may form part of the locomotive control software 310.

[0079] Furthermore, the above description in connection with Figure 5 also applies to the embodiment according to Figure 6 .

[0080] In connection with Figures 1 to 6 it is considered, for example, that the line-side communication device 30 reads, processes and generates its own data telegrams DT2 and DT4 from the received data telegrams DT1 and DT3 in order to forward status information within the carriage complex 10. Alternatively or additionally, it may be provided that the line-side communication device 30 only distributes the received data telegrams and outputs them again unchanged on its communication module 32, acting as a simple relay station so to speak.

[0081] Finally, it should be mentioned that the features of all the above embodiments can be combined with one another in any way to form further other embodiments of the present invention.

[0082] Furthermore, all the features of the dependent claims can be combined separately with each independent claim, and can be combined separately or in any combination with one or more other dependent claims to obtain further other embodiments.

[0083] List of reference numerals

[0084] 10 Railway carriage complex

[0085] 11 Carriage / railway carriage

[0086] 12 Carriage / railway carriage

[0087] 13 Carriage

[0088] 20 Railway track facility

[0089] 30 Line-side communication device

[0090] 31 Communication management device

[0091] 32 Communication module

[0092] 101 State determination device of the car body

[0093] 102 Communication device of the car body

[0094] 103 Rationality check device

[0095] 200 Computing device

[0096] 210 Memory

[0097] 300 Vehicle control device

[0098] 310 Locomotive control software

[0099] 500 Railway car

[0100] 510 Railway car

[0101] AUS trigger signal

[0102] CPP Computer program product

[0103] DT1 - DT4 Data telegram

[0104] DT2 Data telegram

[0105] DT3 Data telegram

[0106] EA Receiver information

[0107] F Travel direction

[0108] M101 State determination module

[0109] M103 Rationality check module

[0110] N Useful data segment

[0111] SA State information of the car body

[0112] SS Sender information

[0113] T Time point

Claims

1. A method for operating a railway car body combination (10) bounded by a front car body (11) and a rear car body (12), characterized in that, - state information (SA) indicating the position and / or speed of at least one of the two car bodies is determined in at least one of the two car bodies, - the state information (SA) is transmitted to a line-side communication device (30), - the line-side communication device (30) forwards the state information (SA) to the other of the two car bodies, - and in the respective other of the two car bodies, the received state information (SA) and another state information (SA) indicating the position and / or speed of the other car body are subjected to a plausibility check, - and if the plausibility check indicates that the railway car body combination (10) is separated, a safety measure is triggered in the other car body.

2. The method according to claim 1, characterized in that, - state information (SA) indicating the position and / or speed of the respective car body is determined separately in each of the two above-mentioned car bodies, namely front state information (SA) is determined in the front car body (11) and rear state information (SA) is determined in the rear car body (12), - the front state information (SA) is transmitted from the front car body (11) to the line-side communication device (30), and the line-side communication device forwards the front state information (SA) to the rear car body (12), - the rear state information (SA) is transmitted from the rear car body (12) to the line-side communication device (30), and the line-side communication device forwards the rear state information (SA) to the front car body (11), - the front state information and the rear state information (SA) are subjected to a front plausibility check in the front car body (11), and if the front plausibility check indicates that the railway car body combination (10) is separated, a safety measure is triggered in the front car body (11), - and the front state information and the rear state information (SA) are subjected to a rear plausibility check in the rear car body (12), and if the rear plausibility check indicates that the railway car body combination (10) is separated, a safety measure is triggered in the rear car body (12).

3. The method according to one of the above claims, characterized in that, the generation and / or plausibility check of the state information (SA) is controlled by a computer program product (CPP) that is executed in the computing facility of the respective car body where the state information (SA) is formed and / or the plausibility check is performed.

4. The method according to one of the above claims, characterized in that, - the railway car body combination (10) forms a complete freight train, the front train end of which is formed by the front car body (11) and the rear train end of which is formed by the rear car body (12), - the front car body (11) is a front locomotive, - there are a plurality of freight car bodies in the car body combination between the front locomotive and the rear car body (12).

5. The method according to claim 4, characterized in that, - the generation of the front state information (SA) and the front plausibility check are controlled by a computer program product (CPP) that is implemented in the locomotive control software (310) of the front locomotive and executed by the computing facility of the front locomotive, - The generation of post-status information (SA) and the post-rationality check are controlled by a computer program product (CPP), which is implemented in the software of the rear carriage (12), preferably in the locomotive control software (310) of the rear locomotive forming the rear carriage (12) and executed by the computing facility of the rear locomotive.

6. The method according to one of the preceding claims, characterized in that the execution of the triggered safety measure includes braking all the carriages of the carriage combination.

7. The method according to one of the preceding claims, characterized in that the triggering of the safety measure is carried out autonomously by the carriage and does not include line-side safety equipment, in particular does not include line-side signals.

8. The method according to one of the preceding claims, characterized in that the rationality check includes - checking whether the speeds of the two carriages (11, 12) indicated in the status information (SA) are consistent considering a predetermined differential tolerance range, wherein if the differential tolerance range is exceeded, it is determined that the railway carriage combination (10) is separated, and / or - checking whether the positions of the carriages indicated in the status information (SA) represent a carriage distance that corresponds to the expected carriage distance considering a predetermined distance tolerance range, wherein if the distance tolerance range is exceeded, it is determined that the railway carriage combination (10) is separated.

9. A railway carriage (11, 12, 500) having its own status determination device (101) for determining its own status information (SA) indicating the position and / or speed of the corresponding carriage, characterized in that - the railway carriage (11, 12, 500) is equipped with its own communication device (102) adapted to communicate with the line-side communication device (30), - and the status determination device (101) is designed to send its own status information (SA) to the rationality check device (103) of other carriages via its own communication device (102) and the line-side communication device (30).

10. A railway carriage (11, 12, 510) having its own status determination device (101) for determining its own status information (SA) indicating the position and / or speed of the corresponding carriage, characterized in that - the railway carriage (11, 12, 500) is equipped with its own communication device (102) adapted to communicate with the line-side communication device (30), - the railway carriage (11, 12, 510) has a rationality check device (103) which is designed to perform a rationality check on its own status information (SA) of its own status determination device (101) and the external status information (SA) of the carriage received from the line-side communication device (30) via its own communication device (102), and to initiate a safety measure if the rationality check indicates separation of the train combination.

11. The railway carriage (11, 12, 500, 510) according to claim 10, characterized in that - The status determination device (101) is designed to send the status information (SA) of its own carriage to the rationality check device (103) of other carriages via the communication device of its own carriage and the line-side communication device (30).

12. A railway carriage combination (10) bounded by a front carriage (11) and a rear carriage (12), characterized in that one of the two carriages is a railway carriage according to claim 9 or 11 above, and the other of the two carriages is a railway carriage according to claim 10 or 11 above.

13. The railway carriage combination (10) according to claim 12, characterized in that - The railway carriage combination (10) forms a complete freight train, the front end of the train being bounded by the front carriage (11) and the rear end of the train being bounded by the rear carriage (12), - wherein at least one of the two carriages, namely the front carriage (11) and / or the rear carriage (12), is formed by a locomotive.

14. A computer program product, characterized in that the computer program product (CPP) is determined for installation on the computing facility of a railway carriage, in particular on the computing facility of a railway carriage (11, 12, 500, 510) according to one of claims 9 to 11, and is in particular adapted to be integrated into the locomotive control software (310) of a locomotive, and is designed to generate status information (SA) indicating the position and / or speed of the corresponding railway carriage when executed by the computing device (200) of the computing facility, wherein the computer program product (CPP) is also designed to - transmit the status information (SA) via the communication device (102) of its own carriage to the line-side communication device (30) for forwarding to the corresponding computer program product (CPP) of other railway carriages of the same railway carriage combination (10), and / or - perform a rationality check on the status information (SA) and the received external carriage status information (SA) indicating the position and / or speed of the other railway carriage, and trigger a safety measure if the rationality check indicates separation of the railway carriage combination (10).

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