Method, railway car and computer program product for operating a railway car combination

Abstract

The invention relates, inter alia, to a method for operating a railway carriage combination (10) delimited by a front carriage (11) and a rear carriage (12). According to the invention, a status indication (SA) indicating the position and / or speed of this carriage is determined in at least one of the two said carriages, the status indication (SA) is transmitted to a trackside communication device (30), the trackside communication device (30) forwards the status indication (SA) to the other of the two said carriages, and in the other of the two said carriages, the received status indication (SA) and another status indication (SA) indicating the position and / or speed of this other carriage are subjected to a plausibility check, and a safety measure is triggered in the other carriage if the plausibility check indicates a separation of the railway carriage combination (10).

Description

[0001] The invention relates to a method for operating a railway carriage combination which is limited by a front carriage and a rear carriage.

[0002] International patent application WO 2011 / 095429 A1 discloses a method for operating a train set, in which the train set is monitored for completeness or separated during travel. For this purpose, so-called train integrity modules communicate directly with each other.

[0003] The invention is based on the object of further improving a method for operating a railway carriage network.

[0004] This object is achieved according to the invention by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in subclaims.

[0005] According to the invention, a status indication is determined in at least one of the two said wagons, which indicates the position and / or the speed of this wagon, the status indication is transmitted to a trackside communication device, the trackside communication device forwards the status indication to the other of the two said wagons and in the other of the two said wagons, the received status indication and another status indication which indicates the position and / or the speed of this other wagon are subjected to a plausibility check and a security measure is triggered in the other wagon if the plausibility check indicates a separation of the railway wagon combination.

[0006] A significant advantage of the method according to the invention is that the transmission of the status information takes place with the involvement of the trackside communication device, whereby very fast data transmission can be carried out with low errors, i.e. very reliably, even with very long trains such as freight trains, even in areas with difficult transmission conditions such as in tunnels.

[0007] Another significant advantage of the method according to the invention is that the middle wagons of the convoy do not need to be equipped with radio components or the like, since it is sufficient to equip only the front and rear wagons of the convoy with suitable hardware and / or software to implement the method. This latter aspect is particularly important for freight trains, since the equipment of freight wagons can vary greatly and any necessary retrofitting of individual wagons can be disproportionately complex.

[0008] It is considered advantageous if a plausibility check takes place both at the front and at the rear. Accordingly, it is considered advantageous if a status indication is determined in each of the two aforementioned wagons, indicating the position and / or speed of the respective wagon, namely a front status indication in the front wagon and a rear status indication in the rear wagon. The front status indication is transmitted from the front wagon to the trackside communication device, which forwards the front status indication to the rear wagon. The rear status indication is transmitted from the rear wagon to the trackside communication device, which forwards the rear status indication to the front wagon. In the front wagon, the front and rear status indications are subjected to a front plausibility check, and the safety measure is triggered in the front wagon.if the front plausibility check indicates a separation of the railway wagon combination, and in the rear wagon, the front and rear status information are subjected to a rear plausibility check, and in the rear wagon, the security measure is triggered if the rear plausibility check indicates a separation of the railway wagon combination.

[0009] The generation of the status information and / or the plausibility check is preferably controlled by a computer program product that is executed in a computer system of the respective vehicle in which the status information is generated and / or the plausibility check is carried out.

[0010] The railway wagon combination preferably forms a complete freight train, the front end of which is formed by the front wagon and the rear end of which is formed by the rear wagon.

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

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

[0013] For example, it can be provided that the front and rear wagons are each locomotives and that a plurality of freight wagons are present in the wagon combination between the front locomotive and the rear locomotive.

[0014] In the latter embodiment, it can advantageously be provided that the generation of the front status indication and the front plausibility check are controlled by a computer program product that is implemented in a locomotive control software of the front locomotive and is executed by a computer system of the front locomotive.

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

[0016] The implementation of the safety measure preferably includes the braking of the respective wagon in which the safety measure is triggered. However, it is particularly advantageous if the implementation of the safety measure is carried out across the entire train, i.e., the implementation of the safety measure includes the braking of all wagons in the convoy and, if available, also the braking of other wagons coupled to the convoy.

[0017] The triggering of the safety measure is preferably carried out independently of the wagon in the wagon or from the wagon in which the plausibility check recommends triggering the safety measure, without involving a trackside safety device, in particular without involving a trackside signal box; however, the implementation of the safety measure is preferably carried out train-wide, as mentioned above.

[0018] The plausibility check preferably includes a check as to whether the speeds of both wagons indicated in the status information match, taking into account a predefined difference speed tolerance range, whereby a separation of the railway wagon combination is concluded if the difference speed tolerance range is exceeded.

[0019] Alternatively or additionally, the plausibility check may advantageously include a check as to whether the positions of the wagons indicated in the status information indicate a wagon spacing that corresponds to an expected wagon spacing, taking into account a predetermined spacing tolerance range, whereby a separation of the railway wagon convoy is concluded if the spacing tolerance range is exceeded.

[0020] The invention also relates to a railway carriage having a carriage-specific status determination device for determining a carriage-specific status indication which indicates the position and / or speed of the respective carriage.

[0021] According to the invention, with regard to the railway carriage, according to a first variant of the invention, it is provided that the railway carriage is equipped with a carriage-specific communication device which is suitable for communication with a trackside communication device, and the status determination device is designed to transmit the carriage-specific status information via the carriage-specific communication device and the trackside communication device to a plausibility check device of another carriage.

[0022] It is advantageous if the railway carriage according to the first variant of the invention is suitable for being used to carry out a method as described above.

[0023] According to the invention, with regard to the railway carriage, according to a second variant of the invention, it is provided that the railway carriage is equipped with a carriage-specific communication device which is suitable for communication with a trackside communication device, and the railway carriage has a plausibility check device which is designed to subject the carriage-specific status information from the carriage-specific status determination device and a non-carriage status information which it receives from the trackside communication device via the carriage-specific communication device to a plausibility check and to trigger or initiate a safety measure if the plausibility check indicates a separation of the train formation.

[0024] It is advantageous if the railway carriage according to the second variant of the invention is suitable for being used to carry out a method as described above.

[0025] It is also particularly advantageous in the second variant of the invention if the status determination device is designed to transmit the wagon's own status information via the wagon's own communication device and the trackside communication device to a plausibility check device of another wagon, for example another railway wagon of the second variant of the invention.

[0026] The invention also relates to a railway carriage assembly defined by a front carriage and a rear carriage. According to the invention, with respect to the railway carriage assembly, one of the two mentioned carriages is a railway carriage according to the first variant of the invention and the other of the two mentioned carriages is a railway carriage according to the second variant of the invention, or both of the mentioned carriages are railway carriages according to the second variant of the invention.

[0027] The railway wagon combination preferably forms a complete freight train, the front end of which is defined by the front wagon and the rear end of which is defined by the rear wagon.

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

[0029] The invention also relates to a computer program product. With regard to the computer program product, the invention provides that the computer program product is intended for installation on a computer system of a railway carriage, in particular one as described above, and is particularly suitable for integration into locomotive control software of a locomotive, and is designed to generate, when executed by a computer device of the computer system, a status indication that indicates the position and / or speed of the respective railway carriage. The computer program product is also designed to to transmit the status information by means of a wagon-specific communication device to a trackside communication device for forwarding to a corresponding computer program product of another railway wagon in the same railway wagon group, and / or to subject the status information and a received status information from outside the wagon, which indicates the position and / or the speed of the other railway wagon, to a plausibility check and to trigger a security measure if the plausibility check indicates a separation of the railway wagon group.

[0030] In other words, it is advantageous if the computer program product is designed to form a railway carriage according to the first variant of the invention and / or according to the second variant of the invention or to be used in the front or rear carriage to carry out the method described above.

[0031] The invention is explained in more detail below using exemplary embodiments, which show, for example: Fig. 1-4 illustrate embodiments of railway carriage assemblies according to the invention, which are equipped with embodiments of railway carriages according to the invention and on the basis of which embodiments of methods according to the invention are explained, and Fig. 5-6 illustrate embodiments of components of railway carriages according to the invention in more detail.

[0032] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0033] The Figure 1 shows an embodiment of a railway carriage combination 10, which is limited by a front carriage (railway carriage) 11 and a rear carriage (railway carriage) 12. The railway carriage combination 10 can form a complete freight train, as the Figure 1shows an example, or alternatively only a component of such a freight train.

[0034] The railway carriage combination 10 is located on a railway track 20 and is moving in a direction of travel F in the Figure 1from left to right. The railway track system 20 is equipped with a trackside communication device 30, which comprises a communication management device 31 and a plurality of communication modules 32 connected to it, which are arranged along the route traveled by the railway carriage assembly 10 and enable continuous communication between the railway carriage assembly 10 and the trackside communication device 30. The trackside communication device 30 can, for example, operate a WLAN or mobile radio network, for example a CBTC (Communications-Based Train Control)-compatible radio system.For this purpose, the communication management device 31 may comprise one or more processors or controllers or comparable electronic components that can handle, i.e. process or generate, data signals, for example in the form of data packets, and are preferably equipped with appropriate software for this purpose.

[0035] The front car 11 and the rear car 12 of the railway car assembly 10 are each equipped with a status determination device 101, which serves to determine a car-specific status information SA. The status information SA indicates at least the position and / or speed of the car.

[0036] The status determination devices 101 are available for the purpose of status determination with Figure 1For reasons of clarity, the status determination device 101 of the front carriage 11 and that of the rear carriage 12 can be identical in construction.

[0037] In addition, the front and rear cars 11 and 12 of the railway car assembly 10 each include a car-specific communication device 102 suitable for communication with the trackside communication device 30. The communication device 102 of the front car 11 and that of the rear car 12 can be of identical construction.

[0038] In contrast to the front car 11, the rear car 12 is additionally equipped with a plausibility check device 103.

[0039] The front car 11 is therefore a car that can only transmit its own status information SA via the car's own communication device 102 and the trackside communication device 30 to the plausibility check device 103 of another car, in this case the rear car 12. The front car 11 does not perform its own plausibility check.

[0040] The plausibility check device 103 additionally provided on the rear car 12 serves to subject the status information SA of the status determination device 101 of the own rear car 12 and the status information SA of the status determination device 101 of the front car 11 to a plausibility check; the status information SA of the front car 11 is received by the plausibility check device 103 via the car's own communication device 102 and the trackside communication device 30 from the communication device 102 of the front car 11.

[0041] The two cars preferably cooperate as follows: The status determination device 101 of the front car 11 detects the position and / or speed of the front car 11 and generates a status indication SA, which indicates at least the position and / or speed and preferably also the time T of the measured value acquisition. Using the car's own communication device 102, the status determination device 101 sends the status indication SA to the trackside communication device 30, for example, as part of a data signal, in particular data telegram DT1.

[0042] Such a data telegram DT1 can, for example, comprise: a receiver specification EA, which designates the trackside communication device 30 as the receiver of the data telegram DT1, a transmitter specification SS, which designates the front car 11 as the transmitter, and a payload section N, which designates the rear car 12 as the final receiver of the payload section N and contains the status specification SA of the front car 11 with the time T of the measured value acquisition.

[0043] The trackside communication device 30 receives the data telegram DT1 of the front car 11 and forwards the payload data section N unchanged in a separate data telegram DT2 to the communication device 102 of the rear car 12.

[0044] The latter data telegram DT2 may, for example, comprise: a receiver specification EA, which designates the rear car 12 as the receiver, a transmitter specification SS, which designates the trackside communication device 30 as the transmitter of the data telegram DT2, and the aforementioned payload section N, which designates the rear car 12 as the final receiver of the payload section N and contains the status specification SA of the front car 11 with the time T of the measured value acquisition.

[0045] The status determination device 101 of the rear car 12 detects the position and / or speed of the rear car 12 and generates a status indication SA, which indicates at least the position and / or speed of the rear car 12 and preferably also the time T of the respective measured value acquisition. The status determination device 101 of the rear car 12 transmits its status indication SA to the plausibility check device 103 of its own car. Transmission of the status indication SA of the rear car 12 to the front car 11 via the trackside communication device 30 does not occur and is also not necessary, since the front car 11 does not have its own plausibility check device 103.

[0046] By means of the wagon's own communication device 102, the plausibility check device 103 of the rear wagon 12 also receives from the trackside communication device 30 the trackside data telegram DT2 with the payload section N, which contains the status information SA of the front wagon 11 and the time T of its measured value acquisition.

[0047] The plausibility check device 103 of the rear carriage 12 thus has two status information available, namely the received status information SA(11) and its own status information SA(12), so that the plausibility check device 103 can carry out a plausibility check.

[0048] With a view to detecting a separation of the train, the plausibility check preferably includes a check to determine whether the speeds of the front car 11 and the rear car 12 specified in the status information match, taking into account a predefined differential speed tolerance range. If the differential speed tolerance range is exceeded, it is concluded that the train set 10 has separated.

[0049] Alternatively or additionally, it is advantageous to check whether the positions of the wagons indicated in the status information indicate a wagon spacing that corresponds to an expected wagon spacing, taking into account a specified spacing tolerance range. If the spacing tolerance range is exceeded, it is concluded that the railway wagon convoy 10 has separated.

[0050] If the plausibility check indicates a separation of the train, the status determination device 101 initiates a safety measure or triggers one by means of a trigger signal OFF. The trigger signal OFF is generated, for example, by a Figure 1 not shown vehicle control device 300 (see Figure 6 ) of the rear carriage 12.

[0051] If such a safety measure is triggered, its implementation is preferably not limited to the rear wagon 12, but extends to the entire railway wagon conglomerate 10 or the entire train. If additional wagons are coupled to the railway wagon conglomerate 10, i.e., if there are additional wagons that do not belong to the railway wagon conglomerate 10 (see Figure 2 ), these should preferably also be included in the security measure.

[0052] The safety measure preferably includes the braking of the respective wagon, the braking of all other wagons of the railway wagon combination 10, and, if present, the braking of other wagons 13 coupled to it (see Figure 2 ). For example, the plausibility check device 103 can open or cause to open an emergency brake compressed air line of the railway carriage assembly 10 or of the entire train in order to trigger a train-wide braking action.

[0053] The plausibility check device 103 preferably triggers the safety measure without further involvement of a trackside safety device, for example, without involving a trackside signal box or without consulting a trackside signal box. The triggering of the safety measure is therefore preferably carried out independently of the wagon, and the implementation of the safety measure is preferably carried out independently of the train, thus ensuring minimal delay.

[0054] The Figure 2shows a variant of the railway carriage combination 10 according to Figure 1 . In the variant according to Figure 2 the freight train includes further wagons 13, which are arranged outside the railway wagon group 10, which is limited by the front wagon 11 and the rear wagon 12.

[0055] The detection capability of a separation of the train in the variant according to Figure 2 thus not the entire train, but only the part with the railway carriage combination 10. Furthermore, the above explanations apply in connection with the Figure 1 for the embodiment according to Figure 2 accordingly.

[0056] The Figure 3 shows another variant of the railway carriage combination 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 combination 10.

[0057] The plausibility check thus takes place in the front car 11 on the basis of a status indication SA of the rear car 12, which the plausibility check device 103 receives from the status determination device 101 of the rear car 12 with the involvement of the trackside communication device 30. The status indication SA is transmitted, for example, via a data telegram DT3, which the rear car 12 transmits to the trackside communication device 30, and a data telegram DT4, which the trackside communication device 30 transmits to the front car 11.

[0058] The data telegram DT3 can, for example, comprise: a receiver specification EA, which designates the trackside communication device 30 as the receiver of the data telegram DT3, a transmitter specification SS, which designates the rear car 12 as the transmitter, and a payload section N, which designates the front car 11 as the final receiver of the payload section N and contains the status specification SA of the rear car 12 with the time T of the corresponding measured value acquisition.

[0059] The data telegram DT4 can, for example, comprise: a receiver specification EA, which designates the front car 11 as the receiver, a sender specification SS, which designates the trackside communication device 30 as the sender of the data telegram DT4, and the mentioned payload data section N, for example in unchanged form.

[0060] Furthermore, the above explanations apply in connection with the Figure 1 for the embodiment according to Figure 3 accordingly.

[0061] The Figure 4 shows a further embodiment of a railway carriage combination 10, which is limited by a front carriage 11 and a rear carriage 12. The railway carriage combination 10 can form a complete freight train, as is the case with Figure 4 shows an example, or alternatively only a component of such a freight train.

[0062] In the embodiment according to Figure 4 the front carriage 11 and the rear carriage 12 are each equipped with both a status determination device 101 and a plausibility check device 103.

[0063] In the embodiment according to Figure 4 Thus, a dual monitoring operation is possible, in which both the front plausibility check device 103 and the rear plausibility check device 103 carry out monitoring with regard to train separation.

[0064] The Figure 4The components shown preferably work as follows: The status determination device 101 of the front car 11 determines its status information SA and forwards this directly to the plausibility check device 103 of its own front car 11 and, with the involvement of the trackside communication device 30, to the plausibility check device 103 of the rear car 12. The two data telegrams DT1 and DT2, which have already been described in connection with the Figure 1 were explained.

[0065] The status determination device 101 of the rear car 12 also determines its status information SA and forwards this directly to the plausibility check device 103 of its own rear car 12 and, with the involvement of the trackside communication device 30, to the plausibility check device 103 of the front car 11. The two data telegrams DT3 and DT4, which have already been described in connection with the Figure 3were explained.

[0066] The plausibility check device 103 of the front car 11 and the plausibility check device 103 of the rear car 12 thus have the status information SA of both cars at their disposal, so that each plausibility check device 103 can independently carry out a plausibility check, as described above in connection with the Figures 1 and 3 was explained.

[0067] The Figure 5 shows in more detail components of an embodiment of a railway carriage 500, which is used as the front carriage 11 according to the Figures 1 and 2 or rear carriage 12 according to Figure 3 can be used. The railway carriage 500 comprises a computer system with a computing device 200 and a memory 210 in which a computer program product CPP is stored.

[0068] The computer program product CPP comprises a status determination module M101 which, when executed by the computing device 200, forms the above-described status determination device 101, i.e. carries out the status determination and generates the status information SA, as described above, for example, in connection with the Figure 1 and the front car 11 has been described.

[0069] If the railway carriage 500 is a locomotive, the computing device 200 can simultaneously also form the vehicle control device 300 of the locomotive if suitable locomotive control software 310 is installed in the memory 210. The computer program product CPP can form a component of this locomotive control software 310, such as the Figure 5 shows as an example.

[0070] The computing device 200 is connected to the vehicle's own communication device 102, which is controlled by the computing device 200 and, upon request by the computing device 200, forwards the status information SA generated by the status determination module M101 to the trackside communication device 30 and forwards data telegrams received from the trackside communication device 30 to the computing device 200.

[0071] The Figure 6 shows an embodiment of a railway carriage 510, which serves as the front carriage 11 according to the Figures 3 and 4 or rear carriage 12 according to the Figures 1 , 2 and 4 can be used, in more detail. The railway carriage 510 corresponds to the railway carriage 500 according to Figure 5with the difference that the computer program product CPP, in addition to the status determination module M101, also comprises a plausibility check module M103, which, when executed by the computing device 200, forms the plausibility device 103 and carries out the plausibility check, as described above, for example, in connection with the Figure 1 and the rear car 11 has been described.

[0072] Also in the embodiment according to Figure 6 the computing device 200 can form a component of a vehicle control device 300 of the car and the computer program product CPP can form a component of the locomotive control software 310.

[0073] Furthermore, the above statements apply in connection with the Figure 5 for the embodiment according to Figure 6 accordingly.

[0074] In connection with the Figures 1 to 6For example, it is assumed that the trackside communication device 30 reads and processes received data telegrams DT1 and DT3 and generates its own data telegrams DT2 and DT4 in order to forward the status information within the wagon convoy 10. Alternatively or additionally, it can be provided that the trackside communication device 30 merely distributes received data telegrams and outputs them again without making any changes to its communication modules 32, thus operating as a simple relay station.

[0075] Finally, it should be mentioned that the features of all embodiments described above can be combined with each other in any way to form further other embodiments of the invention.

[0076] All features of subclaims can also be combined individually with each of the independent claims, either individually or in any combination with one or more other subclaims, in order to obtain further other embodiments.

[0077] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included. List of reference symbols

[0078] 10Railway wagon combination 11Wagon / Railway wagon 12Wagon / Railway wagon 13Wagon 20Railway track system 30Lineside communication device 31Communication management device 32Communication module 101Wagon-specific status determination device 102Wagon-specific communication device 103Plausibility check device 200Calculating device 210Memory 300Vehicle control device 310Locomotive control software 500Railway wagon 510Railway wagon OFFTrigger signal CPPComputer program product DT1-DT4Data telegram DT2Data telegram DT3Data telegram EAReceiver information FDirection of travel M101Status determination module M103Plausibility check module NPayroll data section SAVehicle's own status information SSSender information TTime

Claims

1. A method for operating a railway carriage combination (10) which is delimited by a front carriage (11) and a rear carriage (12), characterized in that - in at least one of the two said wagons, a status indication (SA) is determined which indicates the position and / or the speed of this wagon, - the status indication (SA) is transmitted to a trackside communication device (30), - the trackside communication device (30) forwards the status indication (SA) to the other of the two said wagons, and - in the other of the two said wagons, the received status indication (SA) and another status indication (SA) which indicates the position and / or the speed of this other wagon are subjected to a plausibility check, and - a safety measure is triggered in the other wagon if the plausibility check indicates a separation of the railway wagon combination (10).

2. Method according to claim 1, characterized in that- in each of the two aforementioned wagons, a status indication (SA) is determined which indicates the position and / or the speed of the respective wagon, namely a front status indication (SA) in the front wagon (11) and a rear status indication (SA) in the rear wagon (12), - the front status indication (SA) is transmitted from the front wagon (11) to the trackside communication device (30), which forwards the front status indication (SA) to the rear wagon (12), - the rear status indication (SA) is transmitted from the rear wagon (12) to the trackside communication device (30), which forwards the rear status indication (SA) to the front wagon (11), - in the front wagon (11), the front and rear status indications (SA) are subjected to a front plausibility check, and the security measure is triggered in the front wagon (11) if the front plausibility check indicates a separation of the railway wagon convoy (10),and - in the rear carriage (12), the front and rear status information (SA) are subjected to a rear plausibility check and the security measure is triggered in the rear carriage (12) if the rear plausibility check indicates a separation of the railway carriage combination (10).

3. Method according to one of the preceding claims, characterized in that the generation of the status information (SA) and / or the plausibility check is controlled by a computer program product (CPP) that is executed in a computer system of the respective vehicle in which the status information (SA) is generated and / or the plausibility check is carried out.

4. Method according to one of the preceding claims, characterized in that- the railway wagon combination (10) forms a complete freight train, the front end of which is formed by the front wagon (11) and the rear end of which is formed by the rear wagon (12), - the front wagon (11) is a front locomotive, and - a plurality of freight wagons are present in the wagon combination between the front locomotive and the rear wagon (12).

5. Method according to claim 4, characterized in that- the generation of the front status indication (SA) and the front plausibility check are controlled by a computer program product (CPP) that is implemented in locomotive control software (310) of the front locomotive and is executed by a computer system of the front locomotive, and - the generation of the rear status indication (SA) and the rear plausibility check are controlled by a computer program product (CPP) that is implemented in software of the rear car (12), preferably in locomotive control software (310) of a rear locomotive forming the rear car (12), and is executed by a computer system of the rear locomotive.

6. Method according to one of the preceding claims, characterized in that the implementation of the triggered safety measure includes the braking of all wagons in the wagon train.

7. Method according to one of the preceding claims, characterized in thatthe triggering of the safety measure is carried out independently of the wagon and without the involvement of a trackside safety device, in particular without the involvement of a trackside signal box.

8. Method according to one of the preceding claims, characterized in that the plausibility check comprises - a check as to whether the speeds of both wagons (11, 12) indicated in the status information (SA) match, taking into account a predefined difference speed tolerance range, wherein a separation of the railway wagon group (10) is inferred when the difference speed tolerance range is exceeded, and / or - a check as to whether the positions of the wagons indicated in the status information (SA) indicate a wagon spacing which, taking into account a predefined distance tolerance range, corresponds to an expected wagon spacing, wherein a separation of the railway wagon group (10) is inferred when the distance tolerance range is exceeded.

9. Railway carriage (11, 12, 500) with a carriage-specific status determination device (101) for determining a carriage-specific status indication (SA) indicating the position and / or speed of the respective carriage, characterized in that - the railway carriage (11, 12, 500) is equipped with a carriage-specific communication device (102) which is suitable for communication with a trackside communication device (30), and - the status determination device (101) is designed to transmit the carriage-specific status information (SA) via the carriage-specific communication device (102) and the trackside communication device (30) to a plausibility check device (103) of another carriage.

10. Railway carriage (11, 12, 510) with a carriage-specific status determination device (101) for determining a carriage-specific status indication (SA) indicating the position and / or speed of the respective carriage, characterized in that- the railway carriage (11, 12, 500) is equipped with a carriage-specific communication device (102) which is suitable for communication with a trackside communication device (30), and - the railway carriage (11, 12, 510) has a plausibility check device (103) which is designed to subject the carriage-specific status information (SA) of the carriage-specific status determination device (101) and a non-carriage status information (SA) which it receives from the trackside communication device (30) via the carriage-specific communication device (102) to a plausibility check and to initiate a security measure if the plausibility check indicates a separation of the train set.

11. Railway carriage (11, 12, 500, 510) according to claim 10, characterized in that- the status determination device (101) is designed to transmit the wagon's own status information (SA) via the wagon's own communication device and the trackside communication device (30) to a plausibility check device (103) of another wagon.

12. Railway carriage combination (10) defined by a front carriage (11) and a rear carriage (12), characterized in that one of said two carriages is a railway carriage according to one of the preceding claims 9 or 11 and the other of said two carriages is a railway carriage according to one of the preceding claims 10 or 11.

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

14. Computer program product (CPP), characterized in thatthe computer program product (CPP) is intended for installation on a computer system of a railway carriage, in particular a railway carriage (11, 12, 500, 510) according to one of the preceding claims 9 to 11, and is particularly suitable for integration into locomotive control software (310) of a locomotive and is designed to generate, when executed by a computer device (200) of the computer system, a status indication (SA) that indicates the position and / or the speed of the respective railway carriage, wherein the computer program product (CPP) is also designed to - transmit the status indication (SA) by means of a carriage-specific communication device (102) to a trackside communication device (30) for forwarding to a corresponding computer program product (CPP) of another railway carriage of the same railway carriage combination (10), and / or - the status indication (SA) and a received status indication (SA) external to the carriage,which indicates the position and / or speed of the other railway carriage, to a plausibility check and to trigger a safety measure if the plausibility check indicates a separation of the railway carriage combination (10).

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