Method and assembly for detecting a car sequence in a train, and train having an assembly of this type

Abstract

The invention relates to an assembly for detecting a car sequence in a train (1), the assembly comprising a carrier frequency device for transmitting data, in particular via a continuous power supply line (4). The carrier frequency device comprises preferably at least one communication device (5), in particular in the form of a modem, per car (3.1, 3.2, 3.3, 3.4, 3.5) of the train (1), said communication device being designed to exchange digital signals with a maser communication device (6) via the provided transmission path. The assembly also comprises a measuring and / or analysis device (7) designed to derive a car sequence from digital signals exchanged via the transmission path between the at least one communication device (5) of each car (3.1, 3.2, 3.3, 3.4, 3.5) of the train (1) and the master communication device (6), on the basis of propagation times or propagation time differences.

Description

[0001] METHOD AND ARRANGEMENT FOR DETECTING A CAR SEQUENCE IN A TRAIN COMPOSITION AND TRAIN COMPOSITION WITH SUCH ARRANGEMENT

[0002] Description

[0003] The present invention generally relates to solutions for automating train formation and train separation processes in rail freight transport.

[0004] In particular, the invention relates to a method and an arrangement for detecting a wagon stand or a wagon sequence in a train combination which consists of at least one wagon hauled by a railcar, in particular a freight wagon, or of a wagon combination with at least two wagons movable by a wagon's own drive.

[0005] According to a further aspect of the present invention, it relates to a method and an arrangement for detecting the setting direction of a car in the train.

[0006] The detection and recording of carriage orientation and train sequence is well known from passenger rail transport. In this process, several so-called operational units are first coupled together to form longer train sets ("multiple traction"). Coupling of such traction vehicles is currently carried out exclusively by means of automatic couplers, which establish a mechanical connection as well as electrical connections via a suitably equipped electrical contact coupling. To control the resulting train set, a so-called "train christening" must be performed, which ensures that the newly formed train set can be safely controlled and monitored from a single location, i.e., a fully manned driver's cab.

[0007] A "train naming" is the initialization of the communication system of a newly assembled train. The train naming establishes the functionality of the communication system for the electronic systems within the train. It is a fundamental task of the communication system and essentially involves the logical addressing of the communication nodes in the individual vehicles, integrating the determination of variable train-specific parameters (car sequence, car alignment, last car). This is understood as the creation of a train assignment table in which the car numbers (a globally unique vehicle identification) and their alignment are assigned to the logical addresses in the communication system.

[0008] The train inauguration process is initiated by the leading vehicle (traction unit). At the end of the process, the position and orientation of each (intelligent) car are known. On this basis, communication between electronic systems can be realized between all vehicles / cars in the train, and further cross-system or system-specific initialization functions can be performed. After the train inauguration, a cyclical message exchange continuously ensures that the system is functional. This process should not exceed a maximum duration of 120 seconds and must be implemented with the development of the communication system.

[0009] A train inauguration, for example, is coordinated by the central train control systems (TCMS) installed on each railcar. These systems typically first negotiate a master train control system, which then coordinates and controls central processes for the train inauguration and the so-called train preparation service (e.g., brake test). Communication takes place via one or more (redundantly) installed train data buses, whose protocols may support train formation and train inauguration with corresponding functions. The so-called Train Communication Network (TCN) according to IEC / IN61375-X is often used for this purpose. For example, the publication US 4,689,602 concerns a system for determining the sequence of carriages in a train set.The sequence is determined by starting the input of a signal to the data transmission device of the leading car and forwarding it to the following data transmission device of the following and subsequent cars, as well as evaluating the output signals. The sequence is stored in a central memory on the leading car of the train. A disadvantage is that the system known from this prior art operates on the basis of various failure-prone control and monitoring relays in each car, for which a special control line must also be installed. To detect the sequence of the cars, the control line must also be interrupted.

[0010] In particular, it is generally known from rail vehicle technology that for train inauguration, i.e. for initializing a data communication system of the train after a new formation of the train or after a change in the train composition, a query is obtained from each individual wagon assigned to the train at the request of a central unit performing a master function, which is to assume control of the train, in order to automatically determine the number of wagons, a wagon sequence, and a right / left orientation of the wagons within the train. To implement such a method, it is known to couple each wagon of the train to a train bus via which the data exchange takes place. For example, physical cables or a radio bus can be used as the train bus.

[0011] A radio bus offers the advantage that there is no need to connect an electronic / electrical connection line between the individual cars to set up the train bus, since the data is transmitted wirelessly, i.e. wirelessly.

[0012] However, this is disadvantageous, especially when a train christening is to be carried out with several trains parked in close proximity, because it is possible for the carriages to be assigned to the respective train / train formation in an ambiguous manner. Radio transmission can inadvertently result in the logical assignment of a carriage located in an adjacent train formation to the "wrong" train formation.

[0013] Furthermore, this technology for initialising a train network's data communication system (train christening) is relatively complex due to the hardware required and is not attractive for rail freight transport.

[0014] The present invention is therefore based, in particular, on the problem that conventional devices and methods for detecting the carriage position and the setting direction are designed for passenger rail transport, and that these devices and methods cannot be transferred, or at least not easily, to rail-bound freight transport. This is due to the fact that, for cost reasons, corresponding control devices are not implemented in the electrical contact couplings in rail-bound freight transport, which are necessary for the correct detection of the multiple unit or carriage orientation in passenger rail transport.

[0015] Based on this problem, the invention is therefore based on the object of creating a device or arrangement and a method for detecting a carriage position in a train traffic in order to enable an error-free train christening in a simple manner, wherein the device and the method have increased reliability.

[0016] According to a further aspect, a corresponding arrangement or method is to be specified, which is also suitable for detecting the alignment direction of a wagon in the train in an easy-to-implement yet efficient manner. In particular, the arrangement or method is to be suitable for rail-bound freight transport.

[0017] With regard to the arrangement, the object underlying the invention is achieved in particular by the subject matter of independent patent claim 1, wherein advantageous developments of the arrangement according to the invention are specified in dependent claims 2 to 8.

[0018] With regard to the method, the object underlying the invention is solved by the subject matter of the independent patent claim 9. The object underlying the invention is further solved by a train assembly according to the independent patent claim 10.

[0019] Accordingly, the invention particularly relates to an arrangement for detecting a carriage sequence or a carriage stand in a train consisting of at least one carriage hauled by a railcar, in particular a freight car, or of a train consisting of at least two carriages movable by a carriage's own drive. The train has a continuous power supply line with a central electrical feed point for a continuous flow of electrical energy.

[0020] In this context, the invention provides that the arrangement further comprises a carrier frequency device for data transmission, in particular via the continuous power supply line. In particular, the carrier frequency device is a powerline-based installation bus (PCL bus), in which the signals are transmitted via the existing (continuous) power supply line without the need to lay new lines. Such a powerline-based installation bus thus has the advantage that the power supply line itself serves as the communication medium.

[0021] Of course, the invention is not limited to carrier frequency devices or powerline-based installation buses, where signals are transmitted via the continuous power supply line. Instead of the power supply line, signal transmission can also take place via data lines. However, the advantages of the transmission path via the continuous power supply line lie in its high reliability and low installation effort.

[0022] The carrier frequency device is designed to modulate signals via one or more carrier frequencies, particularly onto the continuous power supply line, using carrier frequency technology. The data signal is typically modulated onto the 230V carrier signal, for example, using pulse phase modulation. With pulse phase modulation, the data is transmitted via pulses that are modulated onto the carrier signal. The information is encoded by shifting the pulses in time, resulting in different time intervals between the pulses.

[0023] The carrier frequency device of the arrangement according to the invention preferably has at least one communication device per car of the train. This is, in particular, a communication device in the form of a modem. The at least one communication device per car of the train is designed to exchange digital signals with a master communication device, which is considered to be responsible for hierarchically managing access to the data transmission provided by the carrier frequency device, via the transmission path provided, in particular, by the continuous power supply line.

[0024] According to preferred implementations of the arrangement according to the invention, this master communication device is arranged in the railcar of the train combination.

[0025] In addition, the solution according to the invention provides that the arrangement has a measuring and / or evaluation device which is designed to derive a car sequence on the basis of runtimes or runtime differences of digital signals exchanged via the transmission path provided in particular with the continuous power supply line between the at least one communication device of each car of the train set and the master communication device.

[0026] In other words, the invention is based on the finding that, based on the propagation times or propagation time differences of the signals sent from the individual communication devices of the respective carriages of the train set to the master communication device, which is preferably arranged in the railcar of the train set, a number of carriages in the train set and / or a distance of the individual carriages of the train set from the carriage with the master communication device is determined, wherein a carriage position or carriage sequence of the train set can preferably be derived from this. The arrangement according to the invention is characterized in that the carriage position (as well as the setting direction) of the carriages in the train set or carriage set can be determined automatically and without the use of additional continuous lines in the train set or carriage set.A train formation, i.e. the change in the number, direction and type of wagons, as well as the position of the wagons in the train, can therefore be changed as often as desired.

[0027] Thus, the arrangement according to the invention is particularly suitable for rail-bound freight transport.

[0028] According to preferred implementations of the arrangement according to the invention, the carrier frequency device comprises exactly one (single) communication device per car of the train. This exactly one single communication device per car of the train is arranged or provided at or in an end area of ​​the respective car.

[0029] The term "end area of ​​the car" as used herein means the area of ​​the car that does not correspond to the middle area.

[0030] According to further developments of the last-mentioned embodiment, it is provided that the precisely one communication device of a first car of the train set is designed not only to exchange digital signals with the master communication device via the transmission path provided, in particular, by the continuous power supply line, but also to exchange digital signals with the precisely one communication device of at least one other, second car of the train set via the transmission path provided, in particular, by the continuous power supply line. This second car of the train set is, in particular, a car of the train set that does not correspond to the railcar or is not equipped with the master communication device.

[0031] In particular, in this context it is provided that in the train combination the first car is arranged directly adjacent to the second car.

[0032] According to embodiment variants of the arrangement according to the invention, the measuring and / or evaluation device is not only designed to determine a carriage sequence and / or a number of carriages in the train, but is also designed to derive an adjustment direction of the first carriage and the second carriage based on propagation times of digital signals exchanged via the transmission path between the precisely one communication device of the first carriage and the precisely one communication device of the second carriage. Preferably, an evaluation of propagation time differences of digital signals exchanged between the precisely one communication device of the first carriage and the precisely one communication device of the second carriage is used for this purpose.

[0033] According to embodiments, in particular of the last-mentioned embodiment of the arrangement according to the invention, it is provided that the measuring and / or evaluation device is designed to determine a propagation time or propagation time difference of digital signals exchanged between the exactly one communication device of the first carriage and the exactly one communication device of the second carriage and to categorize the determined propagation time or propagation time difference into one of the following classes: a) short; b) medium; or c) long.

[0034] The category "short" corresponds to a relatively short propagation time or propagation time difference of the signals exchanged between the precisely one communication device of the first car and the precisely one communication device of the second car, from which it can be deduced with the aid of the measuring and / or evaluation device that the end region of the first car, on or in which the precisely one communication device of the first car is arranged or provided, points in a first direction of the train, and that the end region of the second car, on or in which the precisely one communication device of the second car is arranged or provided, points in a second direction of the train opposite to the first direction, wherein it can further be deduced that the end region of the first car, on or in which the precisely one communication device of the first car is arranged or provided, directly borders the end region of the second car,on or in which the exact one communication device of the second car is arranged or provided. On the other hand, the category "medium" corresponds to an average propagation time or propagation time difference of the signals exchanged between the exact one communication device of the first car and the exact one communication device of the second car. With the aid of the measuring and / or evaluation device, it can be deduced that the end region of the first car, on or in which the exact one communication device of the first car is arranged or provided, points in a first direction of the train, and that the end region of the second car, on or in which the exact one communication device of the second car is arranged or provided, also points in the first direction of the train.

[0035] On the other hand, the category "long" corresponds to a relatively long propagation time or propagation time difference of the signals exchanged between the precisely one communication device of the first car and the precisely one communication device of the second car, from which it can be deduced with the aid of the measuring and / or evaluation device that the end region of the first car, on or in which the precisely one communication device of the first car is arranged or provided, points in a first direction of the train, and that the end region of the second car, on or in which the precisely one communication device of the second car is arranged or provided, points in a second direction of the train opposite to the first direction, and that the end region of the first car, on or in which the precisely one communication device of the first car is arranged or provided, does not adjoin the end region of the second car,on or in which exactly one communication device of the second car is arranged or provided.,

[0036] In particular, the measuring and / or evaluation device is designed to determine and categorize the propagation time or propagation time difference of the signals exchanged between the communication devices of the adjacent wagons for all adjacent wagons in the train. The measuring and / or evaluation device is further designed to determine the orientation of each wagon relative to the previous wagon - viewed in the direction of the master communication device - and thus to derive the orientation of all wagons in the train. The invention further relates to a method for detecting wagon sequences and wagon orientation in a train consisting of at least one wagon hauled by a railcar, in particular a freight wagon, or of a wagon combination with at least two wagons movable by a wagon's own drive.The train set comprises a continuous power supply line with a central electrical feed point for a continuous flow of electrical energy. Furthermore, the train set comprises a carrier frequency device for data transmission, in particular via the continuous power supply line. The carrier frequency device comprises precisely one communication device, in particular in the form of a modem, per carriage of the train set, which is arranged or provided at or in an end area of ​​the respective carriage.

[0037] The process according to the invention is characterized in particular by the following process steps:

[0038] First, the propagation time or propagation time difference of the signals exchanged between the communication devices of the neighboring cars is determined for all neighboring cars in the train. Then, from the determined propagation time or propagation time difference of the signals exchanged between the communication devices of the neighboring cars, the orientation of each car relative to the previous car—as seen in the direction of a master communication device—is determined. Finally, the orientation of all cars in the train is derived from the determined orientation of each car relative to the previous car—as seen in the direction of the master communication device.

[0039] The invention further relates to a train assembly according to the independent claim 10.

[0040] The train assembly according to the invention consists of at least one wagon hauled by a railcar, in particular a freight wagon, or of a wagon assembly comprising at least two wagons movable by a wagon's own drive. The train assembly preferably has a continuous power supply line with a central electrical feed point for a continuous electrical flow of electrical energy and a carrier frequency device for data transmission, in particular via the continuous power supply line.

[0041] In order to detect a carriage sequence or carriage orientation in the train, the train further comprises an arrangement of the type according to the invention described above.

[0042] As described above, the arrangement according to the invention is suitable not only for detecting a carriage stand or a carriage sequence in the train, but also for detecting the setting direction of an individual carriage in the train or the setting direction of all carriages in the train.

[0043] The invention is described in more detail below using an exemplary embodiment with reference to the accompanying drawings.

[0044] It shows:

[0045] FIG. 1 schematically shows the basic concept of a train combination with an exemplary embodiment of the arrangement according to the invention.

[0046] The present invention relates in particular to a technical solution for determining or detecting the train sequence and wagon orientation in a train assembly 1 for the purpose of a train christening of a rail-bound freight train with a continuous power supply line 4 and a communication system which connects each wagon 2, 3.1 to 3.5 of the train assembly 1 to a higher-level control system.

[0047] Such systems with a continuous power supply line 4 and a train-side communication connection are currently receiving particular attention in the course of the modernisation and digitalisation of rail freight transport.

[0048] In the basic concept shown in FIG. 1, a powerline communication system (PLC) is used as the communication system. Such a communication system allows communication directly via the power supply line 4 without an additional data line. Specifically, the powerline communication system comprises a carrier frequency device for data transmission via the continuous power supply line 4, wherein the carrier frequency device is configured to additionally modulate signals onto the continuous power supply line 4 using carrier frequency technology via one or more carrier frequencies.

[0049] In the basic concept of the exemplary embodiment of the train assembly 1 according to the invention, shown schematically in FIG. 1, the carrier frequency device has exactly one (single) communication device 5 for each car 2, 3.1 to 3.5 of the train assembly 1, in particular in the form of a modem. The communication device 5 of each car 3.1 to 3.5 of the train assembly 1 is designed to exchange digital signals with a master communication device 6, which serves as the hierarchical management of access to the data transmission provided by the carrier frequency device, via the transmission path provided by the continuous power supply line 4. The master communication device 6 is preferably located in the railcar 2 of the train assembly 1.

[0050] In the arrangement according to the invention, the basic concept of which is shown schematically in FIG. 1, a measuring and / or evaluation device 7 is used, which is preferably provided in the railcar 2 of the train set 1.

[0051] The measuring and / or evaluation device 7 is designed to derive a number of the cars 3.1 to 3.5 of the train set 1 and a car sequence on the basis of runtimes or runtime differences of the digital signals exchanged via the transmission path provided by the continuous power supply line 4 between the at least one communication device 5 of each car 3.1 to 3.5 of the train set 1 and the master communication device 6.

[0052] In detail, in the exemplary embodiment of the train assembly 1 according to the invention or the arrangement according to the invention shown schematically in FIG. 1, it is provided that exactly one communication device 5 per carriage 3.1 to 3.5 of the train assembly 1 is arranged or provided at or in an end region of the respective carriage 3.1 to 3.5. In this case, exactly one communication device 5 of a first carriage 3.1 to 3.5 of the train assembly 1 is designed not only to exchange digital signals with the master communication device 6 via the transmission path provided by the continuous power supply line 4, but also to exchange digital signals with exactly one communication device 5 of another, second carriage 3.1 to 3.5 of the train assembly 1 via the transmission path provided by the continuous power supply line 4.

[0053] This second car is in particular arranged directly adjacent to the first car in the train assembly 1.

[0054] The measuring and / or evaluation device 7, which is preferably provided in the railcar 2 of the train set 1, is designed to derive an adjustment direction of the first car and the second car on the basis of runtimes or runtime differences of digital signals exchanged via the transmission path between the exactly one communication device 5 of the first car and the exactly one communication device 5 of the second car.

[0055] For this purpose, the measuring and / or evaluation device 7 is designed to determine a propagation time or propagation time difference of digital signals exchanged between the exactly one communication device 5 of the first carriage and the exactly one communication device 5 of the second carriage and to categorize the determined propagation time or propagation time difference into one of the following classes: a) short; b) medium; or c) long.

[0056] The category "short" corresponds to a relatively short propagation time or propagation time difference of the signals exchanged between the precisely one communication device 5 of the first car and the precisely one communication device 5 of the second car, from which it can be deduced with the aid of the measuring and / or evaluation device 7 that the end region of the first car, on or in which the precisely one communication device 5 of the first car is arranged or provided, points in a first direction of the train set 1, and that the end region of the second car, on or in which the precisely one communication device 5 of the second car is arranged or provided, points in a second direction of the train set 1 opposite to the first direction, wherein it can further be deduced that the end region of the first car, on or in which the precisely one communication device 5 of the first car is arranged or provided,directly adjacent to the end area of ​​the second carriage, on or in which exactly one communication device 5 of the second carriage is arranged or provided.,

[0057] On the other hand, the category "medium" corresponds to an average propagation time or propagation time difference of the signals exchanged between the exactly one communication device 5 of the first car and the exactly one communication device 5 of the second car. With the aid of the measuring and / or evaluation device 7, it can be deduced that the end region of the first car, on or in which the exactly one communication device 5 of the first car is arranged or provided, points in a first direction of the train set 1, and that the end region of the second car, on or in which the exactly one communication device 5 of the second car is arranged or provided, also points in the first direction of the train set 1.

[0058] On the other hand, the category "long" corresponds to a relatively long propagation time or propagation time difference of the signals exchanged between the precisely one communication device 5 of the first car and the precisely one communication device 5 of the second car, from which it can be deduced with the aid of the measuring and / or evaluation device 7 that the end region of the first car, on or in which the precisely one communication device 5 of the first car is arranged or provided, points in a first direction of the train set 1, and that the end region of the second car, on or in which the precisely one communication device 5 of the second car is arranged or provided, points in a second direction of the train set 1 opposite to the first direction, and that the end region of the first car, on or in which the precisely one communication device 5 of the first car is arranged or provided, does not adjoin the end region of the second car,on or in which exactly one communication device 5 of the second car is arranged or provided.,

[0059] The solution described, particularly in connection with the basic concept schematically shown in FIG. 1, relates in summary to a system or arrangement with which the carriage orientation of the train 1 can be determined using only a single communication device 5, preferably a PLC modem, for each carriage. For this purpose, the signals are sent between all carriages, thus determining their sequence.

[0060] In addition, the (absolute) runtime difference between two cars is evaluated. This requires that the communication device 5 (e.g., the PLC modem) of each car is not located centrally in the corresponding car, but rather at one of the car ends or at one of the car's end areas.

[0061] The distance to communication device 5 (e.g., the PLC modem) in the adjacent car can then be short, medium, or long. The medium distance results when both communication devices are located on the same side of the car in the direction of travel, i.e., either both at the front or both at the rear of the respective car. This means that both cars are also oriented in the same direction.

[0062] A different orientation occurs in the other two cases, namely when the communication devices in neighboring cars are positioned differently. In these cases, the distances are either relatively short or relatively long. The distance is relatively short when the communication devices connect on the same side of a car connection, and relatively long when the communication devices are located on opposite sides.

[0063] The advantage here is that the cables from the carriage side to the communication device 5 are laid as directly and as directly as possible without detours. Depending on the length of the cables laid between the communication devices, the response time of the signals will be short, medium, or long. If the orientation of the railcar of train set 1 is known, the orientation of each car relative to the previous car can be determined by setting the runtime differences of adjacent cars to short, medium, and long - starting from the first car behind railcar 2 to the second-to-last car of train set 1 - and thus the orientation of all cars in the

[0064] Train group 1.

[0065] The invention is not limited to the basic concept shown in the drawing, but results from a combination of all features disclosed herein.

[0066] List of reference symbols Train combination Railcar Train car Power supply line Slave communication device Master communication device Measuring and / or evaluation device

Claims

Claims: Arrangement for detecting a train formation in a train consist (1) consisting of at least one wagon (3.1, 3.2, 3.3, 3.4, 3.5) hauled by a traction vehicle (2), in particular a freight wagon, or of a train consist with at least two wagons (3.1, 3.2, 3.3, 3.4, 3.5) that can be moved by a drive unit, wherein the train consist (1) preferably has a continuous power supply line (4) with a central electrical feed point for a continuous flow of electrical energy, wherein the arrangement further comprises a carrier frequency device for data transmission, in particular via the continuous power supply line (4), wherein the carrier frequency device is configured to modulate signals via one or more carrier frequencies, in particular onto the continuous power supply line (4), wherein the carrier frequency device preferably has one for each wagon (3.1, 3.2, 3.3, 3.4, 3.5).5) of the train assembly (1) has at least one communication device (5), in particular in the form of a modem, which is designed to transmit digital signals via the transmission path provided in particular by the continuous power supply line (4) with a level of clarity that is considered to be of a certain type. hierarchical management of access to the data transmission provided by the carrier frequency device to exchange with the master communication device (6), and wherein the arrangement further comprises a measuring and / or evaluation device (7) which is configured to derive a car order based on propagation times or propagation time differences of digital signals exchanged between the at least one communication device (5) of each car (3.1, 3.2, 3.3, 3.4, 3.5) of the train set (1) and the master communication device (6) via the transmission path provided in particular by the continuous power supply line (4). Arrangement according to claim 1, wherein the carrier frequency device comprises exactly one communication device (5) per car (3.1, 3.2, 3.3, 3.4, 3.5) of the train set (1), which is located at or in an end area of ​​the respective car (3.1, 3.2, 3.3, 3.4, 3.5).5) is arranged or provided, wherein the exactly one communication device (5) of a first car of the train set (1) is configured not only to exchange digital signals with the master communication device (6) via the transmission path provided in particular by the continuous power supply line (4), but also to exchange digital signals with the exactly one communication device (5) of at least one other, second car of the train set (1) via the transmission path provided in particular by the continuous power supply line (4). Arrangement according to claim 2, wherein in the train set (1) the first car is arranged directly adjacent to the second car.Arrangement according to claim 2 or 3, wherein the measuring and / or evaluation device (7) is further configured based on transit times over the transmission path between the exactly one communication device (5) of the first car and the exactly one communication device (5) of the second car. An arrangement according to any one of claims 2 to 4, wherein the measuring and / or evaluation device (7) is configured in particular to derive an orientation of the first and second cars based on the transit time differences of digital signals exchanged between the exactly one communication device (5) of the first car and the exactly one communication device (5) of the second car. An arrangement according to claim 4 or 5, wherein the measuring and / or evaluation device (7) is configured to determine a transit time or transit time difference of digital signals exchanged between the exactly one communication device (5) of the first car and the exactly one communication device (5) of the second car and to categorize the determined transit time or transit time difference into one of the following classes: a) short; b) medium; or c) long.Arrangement according to claim 6, wherein the category ‘short’ corresponds to a relatively short transit time or transit time difference of the signals exchanged between the exactly one communication device (5) of the first car and the exactly one communication device (5) of the second car, from which it can be deduced with the aid of the measuring and / or evaluation device (7) that the end region of the first car, on or in which the exactly one communication device (5) of the first car is arranged or provided, points in a first direction of the train consist (1), and that the end region of the second car, on or in which the exactly one communication device (5) of the second car is arranged or provided, points in a second direction of the train consist (1) opposite to the first direction, and that the end region of the first car, on or in which the exactly one communication device (5) of the first car is arranged or provided, is directly adjacent to the.end area of ​​the second car, on or in which the exactly one communication device (5) of the second car is arranged or provided; wherein the category ‘medium’ corresponds to an average transit time or transit time difference of the signals exchanged between the exactly one communication device (5) of the first car and the exactly one communication device (5) of the second car, from which it can be deduced with the aid of the measuring and / or evaluation device (7) that the end area of ​​the first car, on or in which the exactly one communication device (5) of the first car is arranged or provided, points in a first direction of the train consist (1), and that the end area of ​​the second car, on or in which the exactly one communication device (5) of the second car is arranged or provided,also points in the first direction of the train consist (1); and wherein the category “long” corresponds to a relatively long transit time or transit time difference of the signals exchanged between the exactly one communication device (5) of the first car and the exactly one communication device (5) of the second car, from which it can be deduced with the aid of the measuring and / or evaluation device (7) that the end area of ​​the first car, on or in which the exactly one communication device (5) of the first car is arranged or provided, points in a first direction of the train consist (1), and that the end area of ​​the second car, on or in which the exactly one communication device (5) of the second car is arranged or provided, points in a second direction of the train consist (1) opposite to the first direction, and that the end area of ​​the first car,on or in which the exactly one communication device (5) of the first car is arranged or provided, does not adjoin the end area of ​​the second car, on or in which the exactly one communication device (5) of the second car is arranged or provided. Arrangement according to claim 6 or 7, wherein the measuring and / or evaluation device (7) is configured to determine and categorize the transit time or transit time difference of the signals exchanged between the communication devices of the adjacent cars (3.1, 3.2, 3.3, 3.4, 3.5) of all adjacent cars (3.1, 3.2, 3.3, 3.4, 3.5) of the train consist (1), and wherein the measuring and / or evaluation device (7) is configured to determine from this the orientation of each car (3.1, 3.2, 3.3, 3.4, 3.5) relative to the preceding car (3.1, 3.2, 3.3, 3.4, 3.5) as viewed in the direction of the master communication device (6), and thus the orientation of all cars (3.1, 3.2, 3.3, 3.4, 3.5) in the train consist (1) to derive. Method for recognizing a train formation (1) consisting of at least one car (3.1, 3.2, 3.3, 3.4, 3.1) hauled by a power car (2).5), in particular freight wagons, or consisting of a train consisting of at least two wagons (3.1, 3.2, 3.3, 3.4, 3.5) that can be moved by a wagon-specific drive, wherein the train (1) preferably has a continuous power supply line (4) with a central electrical feed-in point for a continuous flow of electrical energy, and wherein the train (1) further comprises a carrier frequency device for data transmission, in particular via the continuous power supply line (4), wherein the carrier frequency device comprises exactly one communication device (5), in particular in the form of a modem, for each wagon (3.1, 3.2, 3.3, 3.4, 3.5) of the train (1), which is arranged or provided at or in an end area of ​​the respective wagon, and wherein the method comprises the following process steps: a) for all adjacent wagons (3.1, 3.2, 3.3, 3.4, 3.5)5) of the train consist (1) the transit time or transit time difference of the signals exchanged between the communication devices of the adjacent cars (3.1, 3.2, 3.3, 3.4, 3.5) is determined; b) from the determined transit time or transit time difference of the signals exchanged between the communication devices of the adjacent cars (3.1, 3.2, 3.3, 3.4, 3.5) the orientation of each car (3.1, 3.2, 3.3, 3.4, 3.5) relative to the - in the direction of a. Master communication unit (6) seen - previous car (3.1, 3.2, 3.3, 3.4, 3.5); and c) from the determined orientation of each wagon (3.1, 3.2, 3.3, 3.4, 3.5) relative to the preceding wagon (3.1, 3.2, 3.3, 3.4, 3.5) as viewed in the direction of a master communication device (6), the orientation of all wagons (3.1, 3.2, 3.3, 3.4, 3.5) in the train consist (1) is derived. Train consist (1) consisting of at least one wagon (3.1, 3.2, 3.3, 3.4, 3.5) hauled by a power car (2), in particular a freight wagon, or of a wagon consist with at least two wagons (3.1, 3.2, 3.3, 3.4, 3.5) that can be moved by their own drive system.5) consists, wherein the train assembly (1) preferably has a continuous power supply line (4) with a central electrical feed point for a continuous electrical flow of electrical energy and a carrier frequency device for data transmission, in particular via the continuous power supply line (4), wherein, in order to detect a train formation in the train assembly (1), the train assembly (1) has an arrangement according to one of claims 1 to 8.

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