Integration of existing vehicles into modern train safety systems

Abstract

The invention relates to a method (100) for controlling (110) a train protection system, in which information concerning the length of a train consist (10a, 10b) is determined (102). Furthermore, information of the first kind concerning the reachability of a predetermined participant (14) of the train consist (10a, 10b) is acquired (104), as is information of the second kind concerning the composition of the train consist (10a, 10b) (106). Based on the information of the first kind and the information of the second kind, information concerning the integrity of the train consist (10a, 10b) is then determined (108). The train protection system is then controlled (110) based on the information concerning the length of the train consist (10a, 10b) and the information concerning the integrity of the train consist (10a, 10b).

Description

[0001] The invention relates to a method for controlling a train protection system, a train consist for carrying out the method, a computer program and a computer-readable medium.

[0002] To safely control the operation of rail vehicles or train sets, various train protection systems are used. The most widespread train protection systems are those that, based on signal signals, permit or prohibit movement along predetermined sections of track. For example, if a vehicle or train set is already in a predetermined section, the entry of another vehicle or train set into this section is generally prohibited. If the vehicle or train set nevertheless enters a blocked section, it is usually brought to a stop by means of an emergency brake application. This makes it possible to easily reduce the risk of a collision.However, this method divides the rail network into predetermined track sections, each of which may only be used by one vehicle or train set. This significantly limits the network's capacity. To avoid this and to utilize the network's capacity efficiently, the European Train Control System (ETCS) will introduce an operating mode in which train control is no longer based solely on a rigid division of track sections, but rather on a predetermined sliding track section, i.e., a minimum safety distance, between successively traveling vehicles or train sets. The European Train Control System is commonly referred to as "ETCS" in English. This future operating mode will ensure continued safe train operation.To control such vehicle operations, information on vehicle length and the integrity of the vehicle or vehicle convoy is required in addition to information on speed and position. Furthermore, this information must be provided with a high level of security integrity and in accordance with stringent availability requirements. To meet these requirements, it is necessary to equip new vehicles accordingly and to upgrade existing vehicles or vehicle convoys. Currently, this is achieved by retrofitting additional hardware components. However, the large number of existing vehicles requiring upgrades results in significant installation and assembly costs.Furthermore, additional hardware typically leads to an increase in the weight of the vehicles, additional energy consumption, decreased reliability, increased operating costs due to additional interfaces, and an increase in maintenance and / or repair costs.

[0003] The object of the invention is to improve a method for providing control parameters for the purpose of controlling a train protection system.

[0004] This problem is solved by a method having the features of claim 1.

[0005] Furthermore, the invention is based on the objective of providing a vehicle convoy for carrying out the method.

[0006] This problem is solved by a vehicle convoy having the features of claim 11.

[0007] Furthermore, the invention is based on the objectives of providing a computer program and a computer-readable medium.

[0008] These tasks are solved by a computer program having the features of claim 14 and by a computer-readable medium having the features of claim 15.

[0009] Advantageous further training courses are each the subject of dependent sub-claims.

[0010] The inventive method for controlling a train protection system provides for the determination of information regarding the length of a train consist. Preferably, the train consist is a rail-bound train consist. The rail-bound train consist more preferably comprises at least one powered vehicle and several unpowered vehicles. Particularly preferably, the train consist is used to transport passengers or goods. In a preferred embodiment, an independent, powered vehicle can be provided instead of the train consist.

[0011] Furthermore, the method according to the invention provides that information of the first kind concerning the reachability of a predetermined participant in the vehicle convoy is acquired. In addition, information of the second kind concerning the composition of the vehicle convoy is acquired. Based on the information of the first kind and the information of the second kind, information concerning the integrity of the vehicle convoy is then determined.

[0012] In this context, integrity information refers to information that allows verification of the integrity of a predetermined vehicle convoy composition. Preferably, integrity is verified by determining, based on a predetermined vehicle convoy composition, whether there is currently a change in the number of participants in the convoy. If a deviation from the predetermined composition is detected, the integrity of the vehicle convoy is compromised. This occurs, for example, when a participant is removed from or added to the convoy, or when a participant is lost. Using this integrity information, a completeness check of the vehicle convoy can be easily performed.

[0013] Using information regarding the length of the train formation, as well as first- and second-type information, a train protection system can be controlled based on information that is often already available. Furthermore, by linking first-type and second-type information, existing information can often be combined in such a way that a high level of safety can be achieved. Therefore, in the preferred use case, retrofitting additional hardware to provide this high level of safety is unnecessary. Information regarding the integrity and / or length of the train formation can thus be provided by existing vehicles or train formations while maintaining high safety integrity and availability requirements. These can then be upgraded cost-effectively for train operation controlled according to ETCS Level 2 HTD.

[0014] In an advantageous further development, the integrity information is determined based on an AND operation between type I and type II information. This allows for a high level of functional safety. In the preferred application, this can achieve at least safety requirement level 2 according to the standards DIN EN 50126, DIN EN 50128 and / or DIN EN 50657 (for software).

[0015] In a further advantageous development, the information of the first kind is defined as the availability of a last participant in the vehicle convoy, viewed in the direction of travel. A single availability signal is therefore sufficient to capture this information. If the vehicle convoy separates at any point, the availability signal of the last participant can no longer be detected. This allows for the rapid and reliable detection of the loss of at least one participant.

[0016] Preferably, the second type of information regarding the composition of the train consist includes the number of train members, the number of traction units, the order of the train members, the type of train members, and / or the orientation of a train group or train members. This allows the train consist composition to be determined simply and reliably. In the preferred application, the aforementioned second type of information is already available in a rail-bound train consist. This allows information already determined by a control system of a train member or train consist to be used cost-effectively for monitoring the completeness of the train consist. Furthermore, information already determined in this way can be used for controlling a train protection system.In specific applications, information regarding the number of actuated clutches and / or the operating status of the clutches of the participants in the vehicle convoy can also be used as second-type information.

[0017] Furthermore, an advantageous development provides that information regarding the length of the train consist is recorded during the commissioning of a train consist's communication system following a change in its composition. The commissioning of a train consist's communication system following a change in its composition is often referred to as "train christening" in the case of rail-bound train consistes. During this process, predetermined participants are coupled together according to a predetermined sequence and / or orientation. This coupling is performed both mechanically and electrically, for example, to establish a communication link. When establishing the communication link, each participant in the train consist is typically assigned a unique address for data transmission.Subsequently, a train driver typically confirms the number, sequence, and / or orientation of the train members using a central control unit. Based on length information linked to predetermined types of train members, the train length can be determined efficiently and reliably from the recorded number and type of train members. Preferably, the train length information is recorded and / or stored by a central control unit. In particular, the train length information is recorded and / or stored by all central control units of the train. Therefore, the train length can be determined simply and reliably based on the train composition.

[0018] Furthermore, an advantageous refinement of the procedure provides that the information concerning the length of the train consist, the information of the first type, and / or the information of the second type are transmitted via at least part of a train communication network fieldbus. The train communication network fieldbus is a data transmission standard defined in IEC 61375 and designated accordingly. This allows the aforementioned information to be transmitted within the train consist while meeting high reliability requirements. Moreover, the information can be provided with high availability. In the preferred application, existing communication systems of a train consist can be used to provide the aforementioned information, fulfilling a high level of safety requirements, for the purpose of controlling the European train control system.Furthermore, predetermined security requirement levels can be achieved cost-effectively and reliably based on existing communication systems.

[0019] In an advantageous embodiment, information concerning the length of the train formation, the first type of information, and / or the second type of information is transmitted via a wire train bus and / or a multifunction vehicle bus. The wire train bus and / or the multifunction vehicle bus each constitute a data transmission standard defined in IEC 61375, where the corresponding designations are specified. Existing train formations and their components can be integrated into the modern European Train Control System (ETCS) with ETCS Level 2 HTD cost-effectively using already installed communication systems. In the preferred application, integration into the European Train Control System is possible without the need for additional hardware installation. Therefore, hardware retrofitting is unnecessary.

[0020] Preferably, the European Train Control System (ETCS) is controlled based on information concerning the length and integrity of the train formation. Using this information, the control parameters required for ETCS Level 2 HTD control can be provided simply and reliably, while maintaining high safety standards. This ensures operational readiness for vehicles and / or train formations operating on a track section controlled by ETCS Level 2 HTD, thereby increasing capacity.

[0021] Another advantageous further development involves storing information regarding the length of the train formation using a central control unit. This enables cost-effective storage and processing of information concerning the length and integrity of the train formation. Furthermore, it allows for reliable communication with the European Train Control System (ETCS) based on a high level of safety requirements. Preferably, the central control unit is part of a Train Communication Network (TCN) fieldbus of the type mentioned above. This ensures high functional safety, high reliability, and high availability of the control parameters required for controlling the ECS.

[0022] Preferably, the central control unit controls the operation of the vehicle convoy. Typically, the central control unit is located in a powered member of the convoy. If there are multiple powered members, several central control units may be provided. Preferably, at least one of the multiple central control units is designated as the operational central control unit for the purpose of controlling the operation of the convoy. Particularly preferably, information regarding the length of the convoy is stored in each of the central control units or is at least retrievable by each central control unit.

[0023] Furthermore, an advantageous advanced design provides that the information regarding the length of the train formation is determined based on information concerning the coupling status of a train group within the formation and / or information concerning the occupancy status of a driver's cab of a train member within the formation. Information concerning the coupling status of individual train members or a train group and / or the occupancy status of a driver's cab, often already transmitted to the central control unit via the Train Communication Network fieldbus, can be used to determine the length of the train formation. Based on stored length information for individual train members, the overall length of the train formation can then be determined with a high degree of reliability.

[0024] Furthermore, the invention provides for a vehicle convoy which is equipped to carry out the inventive method.

[0025] The vehicle assembly according to the invention comprises a central control unit configured to carry out the method according to the invention. Preferably, the vehicle assembly is a rail-bound vehicle assembly. In specific applications, a single vehicle, preferably a rail-bound vehicle, may be provided instead of the vehicle assembly.

[0026] Existing rail vehicles and / or trainsets can be easily and cost-effectively upgraded to participate in modern ETCS train protection systems with Level 2 HTD operating mode. In the preferred application, no hardware retrofitting is required. Existing communication systems, often implemented as Train Communication Network fieldbuses, can be retained. Furthermore, information already provided by such communication systems can be used to determine control parameters for controlling the European Train Control System. Required control parameters can thus be reliably acquired, determined, and / or transmitted with high availability and while maintaining a predetermined level of safety integrity.

[0027] Preferably, several members of a train consist form a train group. In a preferred embodiment, data can be transferred between the multiple members of the train group via a multifunction vehicle bus. This multifunction vehicle bus is, in particular, the multifunction vehicle bus defined in more detail above. More preferably, the train group includes a central control unit, which is connected to the multiple members of the train group via the multifunction vehicle bus for the purpose of data transmission. Based on the multifunction vehicle bus, relevant information for determining predetermined control parameters for the train protection system with a high safety requirement level can be transferred between members of the train group and transmitted to the central control unit.Furthermore, information of various kinds can be provided within the association group with high availability and high reliability.

[0028] In an advantageous further development, several of the aforementioned vehicle groups are interconnected in such a way that data can be transferred between them using a wire train bus. This wire train bus is specifically the one described previously. Typically, whenever the composition of a vehicle group changes, the wire train bus undergoes a process called "train christening." During this christening, each participant in the vehicle group is assigned its own address. Furthermore, the train christening usually establishes a sequence and orientation of the participants. Preferably, each vehicle group has at least one central control unit. One of these is designated as the operational control unit. In a preferred embodiment, the operational control unit is used to control the operation of the vehicle train.The operational control unit is particularly preferably configured to carry out the method according to the invention. Based on the wire train bus, information relevant to the control of a train protection system can be transmitted between different train groups with a high safety requirement level. Furthermore, this relevant information can be provided with high availability and high reliability across train group boundaries.

[0029] Furthermore, according to the invention, a computer program is provided which, when executed, causes the central control unit of the vehicle assembly according to the invention to carry out the method according to the invention.

[0030] Furthermore, the invention provides for a computer-readable medium. This medium contains instructions that cause the central control unit of the vehicle system according to the invention to carry out the method according to the invention. The computer-readable medium is, for example, a CD-ROM, a DVD, a USB or flash memory, or a non-physical medium such as a data stream and / or a data carrier signal.

[0031] The properties, features, and advantages of the invention described above, as well as the manner in which these are achieved, are explained in more detail in the following description of exemplary embodiments of the invention in conjunction with the figures. Where appropriate, the same reference numerals are used in the figures for the same or corresponding elements of the invention. The exemplary embodiments serve to illustrate the invention and do not limit the invention to the combinations of features specified therein, including functional features. Furthermore, all features specified in the exemplary embodiments can be considered in isolation and combined appropriately with the features of any claim. The figures described below are schematic drawings and not to scale. They show:

[0032] FIG 1 an embodiment of the vehicle assembly according to the invention and an illustration of an example of the method according to the invention for controlling a train protection system; FIG 2 a second embodiment of the vehicle assembly according to the invention and an illustration of the example of the method according to the invention; FIG 3 a further illustration of the example of the method according to the invention for controlling a train protection system by means of a schematic flowchart.

[0033] FIG 1 Figure 1 shows a schematic representation of a first embodiment of a vehicle train 10a. Furthermore, it illustrates FIG 1 an example of a procedure 100 for controlling 110 a train protection system.

[0034] In the exemplary embodiment of the vehicle train 10a, this is a rail-bound vehicle train. The exemplary embodiment of the vehicle train 10a comprises four participants 14. Furthermore, the vehicle train 10a has a communication system 22. The communication system 22 is configured to transmit data between the four participants 14 on the basis of a multifunction vehicle bus 112. By way of example, the vehicle train 10a has two central control units 16. One of the two central control units 16 is configured as the operating central control unit 16 to control the operation of the vehicle train 10a. By way of example, the operating central control unit 16 is located in a participant 14 positioned at the front in the direction of travel 12. However, in principle, any control unit 16 can be located in any participant 14.Another central control unit 16 of the two aforementioned central control units 16, in . FIG 1 The unit shown as an example with a dashed line is not actively involved in controlling the driving operation of the vehicle train 10a in a fault-free operating state. However, in the event of a fault in the operating central control unit 16, the other central control unit 16 is intended to continue driving operation. The operating central control unit 16 is also configured to communicate with the multiple participants 14 of the vehicle train 10a on the basis of the multifunction vehicle bus.

[0035] In the event that the train set 10a enters a section of track of an unspecified rail network which is controlled according to the European Train Control System with an ETCS Level 2 HTD, information concerning the length of the train set 10a is required, as well as information concerning the integrity of the train set 10a at regular intervals.

[0036] The trainset 10a is designed as an exemplary operational unit, in which, for example, four components 14 are configured as a trainset. Length information relating to the trainset 10a is permanently parameterized, i.e., stored, in each of the two control units 16. The individual components 14 are connected to each other in such a way that they can only be separated from one another in a workshop. For example, the components 14 are connected to each other by means of couplings designed as screw connections. The trainset 10a, operated here as a trainset, has an automatic coupler only at its two outer ends, by means of which further trainsets 10a of the type described above can be coupled or uncoupled cost-effectively. Separation of the couplings between the individual components 14 of the trainset is conceivable only in an unlikely event of a fault.Any separation – even within a participant 14 – can be detected using the communication system 22. In case of an error, information regarding a loss of integrity of the vehicle convoy 10a is preferably output.

[0037] In a preferred embodiment, the information concerning the length of the vehicle train 10a is determined based on information concerning the operating state of couplings of the vehicle train 10a and on information concerning the occupancy state of a driver's cab 18 of the vehicle train 10a. Information concerning the operating state of the couplings of the vehicle train 10a or concerning the occupancy state of the driver's cab 18 is often already available as information for the purpose of controlling train operations. Therefore, this information can be used cost-effectively for the purpose of determining the length of the vehicle train 10a. The use of the information concerning the operating state of the aforementioned couplings of the vehicle train 10a has the additional advantage that a further vehicle train attached there, as described below in connection with Figur 2 explained in more detail, regardless of whether a wire train bus might be disrupted at this vehicle connection point.

[0038] Furthermore, it is provided that the information concerning the length of the train set 10a is stored in each of the two aforementioned central control units 16. Before a journey begins, train data, such as a driver's identification number, a train number, and / or information concerning braking percentage, are entered into the operating central control unit 16. The entered train data is then transmitted to an ETCS on-board unit 24 of the train set 10a. The ETCS on-board unit 24 is a mobile component of the European Train Control System, which in this case is located in the train set 10a. ETCS on-board units 24 are usually connected via a radio link to a stationary part, such as a land-based component, of the European Train Control System. The stationary part is often referred to as a "Radio Block Centre" (RBC).Information regarding the integrity of the train formation 10a is cyclically transmitted from the central control unit 16 to the ETCS on-board unit 24. If the train formation 10a enters a track section controlled according to ETCS Level 2 HTD, necessary control parameters, such as information regarding the length of the train formation 10a, can be provided while maintaining a high level of safety.

[0039] For the purpose of controlling the European Train Control System (ETCS) Level 2 HTD, it is further provided that information concerning the integrity of the train formation 10a is continuously transmitted to the ETCS on-board unit 24. Based on this information, it is determined whether the composition of the train formation 10a has changed or remains unchanged. In the event of a change in composition, i.e., if the integrity of the train formation 10a has been compromised, the length of the train formation 10a has changed compared to the length of its original composition. For example, a train 14 may have become detached. This could potentially result in a train 14 remaining on a section of track that has already been traversed.Since this poses a very high risk to following vehicles or train formations, an emergency braking maneuver is usually initiated by the European train protection system for the affected train formation 10a and at least one following vehicle or train formation. In this way, the risk of an accident caused by a participant 14 remaining in the section of track can be countered.

[0040] For the purpose of determining 108 the information concerning the integrity of the vehicle convoy 10a, information of the first kind concerning the reachability of the last participant 14 of the vehicle convoy 10a seen in the direction of travel 12 is recorded 104. In already existing vehicle convoys in which data is transmitted on the basis of the multifunction vehicle bus 112, the information concerning the reachability of the last participant 14 of the vehicle convoy 10a seen in the direction of travel 12 is already available to the central control unit 16. This information concerning reachability will therefore be used here as information of the first kind. Furthermore, for determining 108 the information concerning the integrity of the vehicle convoy 10a, information of the second kind concerning the composition of the vehicle convoy 10a is recorded 106.As an example of second-type information concerning the composition of the vehicle train 10a, the number of participants 14, their sequence, and their orientation are used. This information is generally already available to the central control unit 16. Alternatively or additionally, in specific applications, the number of traction units, the type of participants 14, the number of actuated couplings of the participants 14, and / or the operating state of the couplings of the participants 14 can be used as second-type information. For example, the integrity information is determined based on an AND operation of the first-type information and the second-type information 108. This allows a high level of safety to be achieved. The integrity information of the vehicle train 10a can thus be determined with a high degree of reliability 108.The information obtained regarding the integrity of the vehicle convoy 10a is then transmitted to the ETCS on-board unit 24 for the purpose of controlling it 110. A completeness check of the vehicle convoy 10a can thus be carried out in a simple manner.

[0041] FIG 2 A second embodiment of a vehicle convoy 10b is shown. Furthermore, it illustrates FIG 2 a special variant of the already mentioned FIG 1 described example of procedure 100 for controlling 110 of the European train control system.

[0042] Unlike FIG 1 The vehicle convoy 10b is composed of three convoy groups 20. Each convoy group 20 has, for example, three participants 14. Data between the three participants 14 of each convoy group 20 is transmitted on the basis of a multifunction vehicle bus 112. Furthermore, each convoy group 20 has, for example, two central control units 16. These are connected within the convoy group 20 by means of the multifunction vehicle bus for the purpose of transmitting data 112. One of the two central control units 16 arranged in each convoy group 20 is configured to control the respective convoy group 20. The other central control unit 16 of each convoy group 20 is intended to take over the control tasks of the first central control unit 16 in the event of a failure.

[0043] Furthermore, the three vehicle groups 20 are interconnected by means of the communication system 22 such that data is transmitted between the vehicle groups 20 on the basis of a wire train bus 112. The operating central control unit 16 is selected here as the control unit 16 which is located in the direction of travel 12 in the foremost vehicle 14 of the vehicle group 10b and thus in a driver's cab 18 occupied for the purpose of controlling the vehicle group 10b. This central control unit 16, by way of example, also controls the entire vehicle group 10b in addition to controlling its own leading vehicle group 20. The second central control unit 16 in this vehicle group 20, shown with dashed lines, is in a passive operating state and can take over operation of the vehicle group 10b as well as operation of its own vehicle group 20 in the event of a failure of the operating control unit 16.The other central control units 16 of the remaining, managed association groups 20 are configured to exchange information with the operational central control unit 16 of the leading association group 20. To easily distinguish the operational central control unit 16 from the other described central control units 16, the other central control units 16 are shown with dashed lines. As already mentioned in connection with... FIG 1 As explained, the central control units 16 are available in a redundant manner in order to take over the operation of their own group 20 and, if necessary, of the vehicle group 10b, usually depending on a position in the vehicle group 10b, in the event of a failure of the operating control unit 16 or of a central control unit 16 controlling a group 20.

[0044] Moreover, it illustrates FIG 2 , that during the commissioning of the cross-unit part of the communication system 22, i.e., during the christening of the train consist 10b, the information concerning the length of the train consist 10b is determined 102. The respective information concerning the length of each train group 20 is stored in a control unit 16 assigned to each train group 20 116. This information is then transmitted to the operating central control unit 16 using the communication system 22 based on the wire train bus 112. In this way, the total length of the train consist 10b can be determined cost-effectively 102. The determined information 102 concerning the length of the train consist 10b is then transmitted to the ETCS on-board unit 24 and all other central control units 16, shown as examples with dashed lines 112, and stored by each of them 116.

[0045] For the purpose of controlling the European train control system (110), further reference is made to the examples in connection with FIG 1 The information concerning the integrity of the vehicle convoy 10b is determined in the manner described. 108. In addition, the following information of the second kind concerning the composition of the vehicle convoy 10b is provided here as an example, in addition to the information already provided in connection with FIG 1 The aforementioned examples serve as a guideline for the association groups 20.

[0046] FIG 3 This illustrates that in connection with FIG 1 The previously described example of procedure 100 is illustrated using a schematic flowchart. Furthermore, the schematic flowchart can be derived from... FIG 3 for the purpose of illustrating the connection with FIG 2 The described example of procedure 100 can be used to control 110 of the European train control system.

[0047] Although the invention has been further illustrated and described in detail by the preferred embodiments, the invention is not limited by the disclosed examples and other variations can be derived by the person skilled in the art without leaving the scope of protection of the invention.

[0048] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

Claims

1. Method (100) for controlling (110) a train protection system, in which: - information concerning the length of a train formation (10a, 10b) is determined (102); - information of the first kind concerning the reachability of a predetermined participant (14) of the train formation (10a, 10b) is recorded (104); - information of the second kind concerning the composition of the train formation (10a, 10b) is recorded (106); - information concerning the integrity of the train formation (10a, 10b) is determined on the basis of the information of the first kind and the information of the second kind (108); - the train protection system is controlled on the basis of the information concerning the length of the train formation (10a, 10b) and the information concerning the integrity of the train formation (10a, 10b) (110).

2. Method (100) according to claim 1, wherein the information concerning the integrity is determined on the basis of an AND operation of the information of the first kind and the information of the second kind (108).

3. Method (100) according to claim 1 or 2, wherein the information of the first kind is the availability of a participant (14) of the vehicle group (10a, 10b) last in the direction of travel (12).

4. Method (100) according to one of the preceding claims, wherein information of the second kind concerning the composition of the vehicle convoy (10a, 10b) includes a number of participants (14) of the vehicle convoy (10a, 10b), an order of the participants (14) of the vehicle convoy (10a, 10b), a type of participants (14) of the vehicle convoy (10a, 10b) and / or an orientation of a convoy group (20) of the vehicle convoy (10b).

5. Method (100) according to one of the preceding claims, wherein the information concerning the length of the vehicle convoy (10a, 10b) is determined (102) in the context of commissioning a communication system (22) of the vehicle convoy (10a, 10b) after a change in the composition of the vehicle convoy (10a, 10b).

6. Method (100) according to any of the preceding claims, wherein the information concerning the length of the train formation (10a, 10b), the information of the first kind and / or the information of the second kind are transmitted by means of at least a part of a train communication network fieldbus (112).

7. Method (100) according to claim 6, wherein the information concerning the length of the vehicle train (10a, 10b), the information of the first kind and / or the information of the second kind are transmitted by means of a wire train bus and / or a multifunction vehicle bus (112).

8. Method (100) according to any of the preceding claims, wherein the European train control system is controlled on the basis of information concerning the length of the train formation (10a, 10b) and information concerning the integrity of the train formation (10a, 10b) (110).

9. Method (100) according to one of the preceding claims, wherein the information concerning the length of the vehicle convoy (10a, 10b) is stored (116) by means of a central control unit (16) of the vehicle convoy (10a, 10b).

10. Method (100) according to one of the preceding claims, wherein the information concerning the length of the vehicle train (10a, 10b) is determined on the basis of information concerning a coupling state of a train group (20) of the vehicle train (10b) and / or information concerning an occupancy state of a driver's cab (18) (102).

11. Vehicle group (10a, 10b) comprising a central control unit (16) which is configured to carry out the method (100) according to one of the preceding claims.

12. Vehicle convoy (10a, 10b) according to claim 11, characterized by the fact that - several participants (14) of the vehicle convoy (10a, 10b) form a convoy group (20); - data can be transferred between the several participants (14) of the convoy group (20) on the basis of a multifunction vehicle bus; - the convoy group (20) has a central control unit (16) which is connected to the several participants (14) of the convoy group (20) by means of the multifunction vehicle bus for the purpose of transmitting data.

13. Vehicle convoy (10b) according to claim 12, characterized by the fact that- the vehicle convoy (10b) has several interconnected convoy groups (20) between which data can be transferred on the basis of a wire train bus; - each convoy group (20) has a central control unit (16), one of which is intended as the operating central control unit (16).

14. Computer program which, when executed, causes the central control unit (16) of the vehicle assembly (10a, 10b) according to one of claims 11 to 13 to carry out the method (100) according to one of claims 1 to 10.

15. Comprising a computer-readable medium containing instructions which cause the central control unit (16) of the vehicle assembly (10a, 10b) according to one of claims 11 to 13 to carry out the method (100) according to one of claims 1 to 10.

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