FR3075144A1 - RAILWAY VEHICLE, RAIL SYSTEM AND ASSOCIATED RAIL VEHICLE COMPOSITION PROCESS - Google Patents

Abstract

 The present invention relates to a rail vehicle (12) comprising:  - a plurality of cars (13) including a lead car (16) and a set of cars to be guided (18) including a tail car (20),  - a control system (15) for the integrity of the rail vehicle (12) comprising:  + a transmitter (26) located on board the tail car (20) and configured to transmit a control signal;  + an electronic control unit (28) located on board the leading car (16) and configured to receive the control signal and control the stopping of the rail vehicle (12) in the event of failure to receive the control signal ;  + a communication network (29) for routing the control signal;  The control signal consists of an encrypted signal comprising an identification code, the electronic control unit (28) being configured to decrypt the control signal.

Description

Rail vehicle, rail system, and method of composing a rail vehicle

The present invention relates to a rail vehicle comprising a plurality of cars including a lead car defining a head end of the rail vehicle, and a set of guide cars connected to the lead car, the set of guide cars comprising a car. tail located at a tail end of the rail vehicle opposite the head end, and a first rail vehicle integrity control system for controlling the attachment of each car of the set of cars to be guided to the lead car, the first control system comprising a transmitter configured to transmit a control signal, the transmitter being located on board the tail car; an electronic control unit configured to receive the control signal and control the stopping of the rail vehicle in the event of failure to receive the control signal, the electronic control unit being located on board the leading car; and a communication network for routing the control signal to the electronic control unit, said communication network comprising a plurality of network nodes, at least one of which is on board each car in the set of cars to be guided, the communication network being configured so that the control signal passes through at least one network node on board each car in the set of cars to be guided before reaching the electronic control unit,

Detaching a car from the rest of the rail vehicle can have serious consequences and lead to serious accidents. Checking the integrity of the railway vehicle is therefore a decisive element for railway safety. This rail vehicle integrity check consists of checking the mechanical attachment of the cars making up the rail vehicle to the lead car.

Thus, it is known to control the integrity of the railway vehicle in real time and to immediately stop the railway vehicle in the event of detection of a breach of its integrity. Immediate stopping thus prevents accidents.

Such a control of the integrity of a rail vehicle is described for example in EP 1 465 358. In this document, all the cars of a rail vehicle are equipped with several network nodes capable of transmitting or receiving a control signal. Such a control signal is transmitted continuously through the network formed by all the network nodes. The breach of the integrity of the railway vehicle is detected by the absence of signal reception by one of the network nodes. The stop of the rail vehicle is then triggered.

However, such a solution does not make it possible to protect oneself from interference with other rail vehicles traveling alongside said rail vehicle, nor against possible computer attacks against said network. In addition, this solution does not allow rapid coupling of the various cars making up the rail vehicle, the connection of each module in the network being long and complicated.

An object of the invention is to strengthen the security of the integrity control system of a railway vehicle, in particular so as to avoid external interference and computer attacks. Other objectives consist in minimizing the cost of such a system, and in enabling easy and rapid coupling of the cars of said rail vehicle.

To this end, the subject of the invention is a rail vehicle, of the aforementioned type, in which the control signal consists of an encrypted signal comprising an identification code, the electronic control unit being configured to decipher the signal checks to obtain the identification code

According to particular embodiments, the rail vehicle comprises one or more of the following characteristics, taken in isolation or according to any technically possible combination:

- the railway vehicle also comprises a second control system whose composition is similar to that of the first control system but for which the corresponding transmitter is located on board the leading car and the corresponding electronic control unit is located at edge of the tail car;

- the network nodes are adapted to transmit the control signal without decrypting it;

- the network nodes include air nodes, at least one of which is on board each car in the set of cars to be guided, each air node being provided with a wireless communication module and being suitable for communicating by air with the or each other air node located within a predetermined perimeter;

- for each rolling stock, at least one air node is located at each interface with other rolling stock;

- the predetermined perimeter is less than the length of the rolling stock, preferably less than 30 m;

- the wireless communication module is compatible with the Zigbee or WiFi protocol or the Bluetooth standard;

- each air node is configured to communicate with an operator's mobile terminal;

- an identification code is uniquely associated with the issuer;

- at least one element among the transmitter, the electronic control unit and the network nodes is electrically supplied autonomously by at least one photovoltaic cell and / or at least one energy source by vibration;

- the railway vehicle comprises a plurality of accelerometers, each network node being connected to an accelerometer;

- each network node is configured to transmit an acceleration measurement measured on the communication network measured by the accelerometer connected to said network node; the electronic control unit is configured to receive the acceleration measurement measured by each network node, and to compare said acceleration measurements with each other; and the electronic control unit is configured to issue an alert signal and / or trigger the stopping of the rail vehicle in the event that at least two of said acceleration measurements have a deviation greater than a predetermined threshold value;

- the electronic control unit is configured to transmit on the communication network an acceleration measurement measured by at least one accelerometer located in the leading car; and each network node is configured to receive said acceleration measurement and compare this acceleration measurement with an acceleration measurement measured by the accelerometer connected to said network node.

The invention also relates to a rail system comprising:

- a goods transport vehicle, each air node of said rail vehicle being configured to issue an associated unique identifier;

a computer server comprising a database, the database containing information relating to goods transported by the rail vehicle and, associated with each of this information, at least one unique identifier of an air node;

- a rail infrastructure configured to allow the circulation of the rail vehicle, the rail infrastructure comprising at least one radio station configured to receive at least one unique identifier transmitted by at least one air node and send an information signal comprising the at least an identifier unique to the computer server, the computer server being able to deduce from the unique identifier the position of the goods in the railway infrastructure by comparison with the database.

The subject of the invention is also a method of composing a rail vehicle comprising the following steps:

- juxtaposition of a car to be guided with the lead car or a car linked to the lead car;

- mechanical connection of the car to be guided to the lead car or to the car linked to the lead car;

- connection of each aerial node of the car to be guided to the communication network by an operator by means of a mobile terminal.

The subject of the invention is also a method of composing a rail vehicle comprising the following steps:

- juxtaposition of a car to be guided with the lead car or a car linked to the lead car;

- mechanical connection of the car to be guided to the lead car or to the car linked to the lead car;

- emission, by the electronic control unit, of an acceleration measurement measured by at least one accelerometer located in the leading car;

- reception, by the network nodes of the car to be guided, of said measurement of the acceleration emitted by the electronic control unit;

- for each network node of the car to be guided, comparison of said acceleration measurement emitted by the electronic control unit with an acceleration measurement measured by the accelerometer connected to said network node, and

- when said acceleration measurement emitted by the electronic control unit is substantially equal to said acceleration measurement measured by the accelerometer connected to said network node, connection of said network node to the communication network.

The invention will be better understood on reading the description which follows, given solely by way of example, and made with reference to the appended drawings, in which:

Figure 1 is a top view of a rail system according to the invention;

- Figure 2 is a schematic side view of a rail vehicle of the rail system of Figure 1;

- Figure 3 is a schematic side view of a car fitted to the rail vehicle of Figure 2.

The rail system 10 illustrated in FIG. 1 comprises a computer server 11, a rail vehicle 12 and a rail infrastructure 14.

The computer server 11 includes a database.

The rail vehicle 12 comprises a plurality of cars 13 and a system 15 for monitoring the integrity of the rail vehicle 12.

The cars 13 are composed of a lead car 16 defining a head end of the rail vehicle 12 and at least one, here a plurality, of guide cars 18, including a tail car 20 located at a tail end of the rail vehicle 12. Advantageously, the rail vehicle is a freight train. The lead car 16 is then constituted by a locomotive and each car to be guided 18 is constituted by a wagon.

In an advantageous embodiment, the rail vehicle 12 is configured to travel in both directions. The tail car 20 is then also a locomotive capable of towing the other cars 13 constituting the rail vehicle

12.

The railway infrastructure 14 includes rails 22 and radio stations 24. The radio stations 24 are located on the side of the rails 22.

The rail vehicle 12 is located on the rails 22 and is capable of running on the rails 22.

With reference to FIG. 2, the control system 15 is configured to control the attachment of the or each car to be guided 18, including the tail car 20, to the lead car 16. For this purpose, the control 15 comprises a transmitter 26, an electronic control unit 28 and a communication network 29.

The transmitter 26 is located in the tail car 20. It is configured to transmit a control signal.

The control signal is advantageously encrypted.

The electronic control unit 28 is located in the lead car 16.

The electronic control unit 28 is advantageously autonomous equipment which interfaces with control and signaling equipment of the rail vehicle 12.

As a variant, the electronic control unit 28 is integrated directly into the control and / or signaling equipment of the rail vehicle 12.

According to another variant, the electronic control unit 28 is configured to cooperate with a vehicle braking device 12 and to automatically transmit braking orders to the braking device to limit the risks of breaking the integrity of the rail vehicle 12 .

The electronic control unit 28 is configured to receive the control signal and control the stopping of the rail vehicle 12 in the event that the control signal is not received.

Alternatively, the transmitter 26 is located in the lead car 16 and the electronic control unit 18 is located in the tail car 20.

The communication network 29 is able to route the control signal transmitted by the transmitter 26 to the electronic control unit 28. For this purpose, it comprises a plurality of network nodes 30. Each car 13 comprises at least one of these network nodes 30 and the communication network 29 is configured so that the control signal passes through at least one network node 30 on board each car 13 before reaching the electronic control unit 28.

Each car 13 advantageously has a multitude of network nodes 30 allowing redundancy of the network nodes 30. Thus, in the event of failure of a network node 30, the communication network 29 is always able to route the control signal.

Advantageously, the network nodes 30 are adapted to transmit the control signal sent by the transmitter 26 without decrypting or modifying it, the network nodes 30 not comprising an algorithm for decrypting the control signal.

The network nodes 30 can thus be formed by simple and standardized nodes, not requiring encryption and decryption devices. The network nodes 30 also do not require a computer security system, the control signal passing encrypted through each network node 30. The cost of supplying and installing the network nodes 30 is therefore low. In addition, the network nodes 30 being standardized, great flexibility in the composition of the rail vehicles 12 is possible.

Advantageously, the transmitter 26, the control unit 28 and the network nodes 30 are supplied electrically independently. The communication network 29 then does not depend on the power supply of the rail vehicle 12, which makes the communication network 29 more robust. The addition of such a control system 15 to an unequipped railway vehicle 12 is also thus simplified.

To this end, each car 13 advantageously contains, as illustrated in FIG. 3, at least one photovoltaic cell 32 able to supply electrically the elements which, among the transmitter 26, the control unit 28 and the network nodes 30, are on board said car 13.

As a variant or as an option, each car 13 contains at least one source of energy by vibration 34 capable of electrically supplying the elements which, among the transmitter 26, the control unit 28 and the network nodes 30, are on board said car 13. The source of energy by vibrations 34 transforms the energy of the vibrations of car 13 into electrical energy. The vibration energy source 34 is for example a piezoelectric transducer.

The network nodes 30 advantageously include overhead nodes 36. Each car 13 includes at least one overhead node 36. Each overhead node 36 is provided with a wireless communication module and is suitable for communicating by air with the or each overhead node 36 located within a predetermined perimeter. The use of a GPS system between the network nodes 30 and at least one satellite is therefore not necessary, the aerial nodes 36 communicating directly with each other. The connection of the network nodes 30 is therefore ensured permanently, including when the rail vehicle 12 passes through a tunnel for example.

In an advantageous embodiment, the predetermined perimeter generally has a spherical shape centered on the aerial node 36 and of radius advantageously less than 30 m.

As a variant, the predetermined perimeter generally has an ellipsoidal shape oriented in the direction of the railway vehicle 12 and / or an ellipsoidal shape oriented orthogonally to the direction of the railway vehicle 12.

Advantageously, for each car 13, at least one air node 36, preferably only one air node 36 is located at each interface with another car

13.

Advantageously, the wireless communication module of each air node 36 is compatible with the Zigbee or WiFi protocol or the Bluetooth standard.

Each air node 36 is configured to communicate with an operator's mobile terminal. The mobile terminal is for example a mobile phone or a digital tablet.

Each air node 36 is able to connect or disconnect from the communication network 29 by command of the operator by means of said mobile terminal.

The operator’s mobile terminal is capable of displaying the state of the communication network 29, thereby making it possible to diagnose a faulty network node 30.

Each air node 36 is associated with an associated unique identifier and is configured to transmit the unique identifier by air.

The rail vehicle 12 advantageously comprises a man-machine interface carried, for example, by the electronic control unit 28. The state of the integrity of the rail vehicle 12 is communicated to the driver of the rail vehicle 12 or to an operator by means of the 'Human Machine Interface.

The control signal consists of an encrypted signal comprising an identification code. The electronic control unit 28 is configured to decrypt the control signal so as to obtain the identification code.

Thus, the encryption of the control signal allows the communication network 29 to be protected against external attacks. The control signal emitted by the transmitter 26 cannot be read by a third person connecting to the communication network 29. The third person cannot therefore recover the identification code and falsify the control signal.

In an advantageous embodiment, the control signal is encrypted by a rotating code in which the encryption key exchanged between the transmitter 26 and the electronic control unit 28 receiving the signal is not unique but changes with each transmission d 'a new control signal. This encryption technique prevents any replay attack attempt. Indeed, in case of recording and repetition of the control signal on the communication network 29 by an external user, the electronic control unit 28 detects the wrong encryption key and does not consider the received signal.

Advantageously, the identification code is uniquely associated with the transmitter 26.

Thus, the communication network 29 of the rail vehicle 12 cannot interfere with an additional rail vehicle 12 located near said rail vehicle 12. Indeed, even if the network nodes 30 of the rail vehicle 12 and of the additional rail vehicle 12 are capable to connect to each other and to transmit the respective control signals to the other rail vehicle 12, in the event of reception of the control signal of the additional rail vehicle 12 by one of the air nodes 36 of said rail vehicle 12, the control unit electronics 28 detects the wrong identification code and does not consider the received control signal to be valid.

Advantageously, the rail vehicle 12 comprises a plurality of accelerometers 38 advantageously dispersed between the cars 13 so that each car 13 is equipped with at least one accelerometer 38. Each network node 30 is connected to an accelerometer 38, said accelerometer 38 being preferably on board the same car 13 as the network node 30.

The accelerometers 38 are configured to operate during the coupling phase of the various cars 13 as well as during the movement of the rail vehicle 12 on the rails 22.

Each network node 30 is configured to transmit over the communication network 29 an acceleration measurement measured by the accelerometer 38 connected to said network node 30.

The acceleration measurement consists of an instantaneous measurement of an acceleration value or by an acceleration profile over a given period of time.

Advantageously, the electronic control unit 28 is configured to directly receive the acceleration measurement emitted by each accelerometer 38.

Alternatively, the transmitter 26 is configured to receive the acceleration measurement sent by each network node 30. The transmitter 26 is also configured to include this acceleration measurement in the control signal. The electronic control unit is then configured to recover, from the control signal, the acceleration measurement measured by each network node 30.

The control unit 28 is also configured to compare said acceleration measurements with one another.

The electronic control unit 28 is thus able to detect a breach of the integrity of the rail vehicle 12 in the case where at least two of said acceleration measurements measured by at least two network nodes 30 diverge significantly. In particular, it is considered that two acceleration measurements diverge when the difference between two acceleration measurements is greater than a predetermined threshold, for example equal to 10% of the greater of the two measured acceleration values. The electronic control unit 28 is also configured to emit an alert signal and / or to trigger the stopping of the railway vehicle 12 when such a breach of integrity is detected. Advantageously, the electronic control unit 28 is capable of transmitting the alert signal to a central station for controlling rail traffic on the rails 22, which is then capable of taking appropriate safety measures, such as stopping the vehicle traffic on the rails 22 of the infrastructure.

The detection of the breach of the integrity of the railway vehicle 12 is thus done very quickly and therefore allows enhanced rail safety.

The electronic control unit 28 is configured to transmit over the communication network 29 an acceleration measurement measured by at least one accelerometer 38 located in the leading car 16.

Each network node 30 is configured to receive said acceleration measurement sent by the electronic control unit 28.

Each network node 30 is also configured to compare said acceleration measurement emitted by the electronic control unit 28 with the acceleration measurement measured by the accelerometer 38 connected to said network node 30.

Each network node 30 is able to connect to the communication network 29 if the acceleration measurement sent by the electronic control unit 28 is compatible with the acceleration measurement measured by the accelerometer 38 associated with the network node 30.

According to a preferred variant of the invention, the rail vehicle 12 is a freight transport train.

The database of the computer server 11 then contains information relating to the goods transported, said information each being associated with at least one unique identifier of an air node 36 of the rail vehicle 12.

Each radio station 24 located on the side of the rails 22 is also configured to receive the unique identifier transmitted by at least one aerial node 36 of the rail vehicle 12 when the radio station 24 is within the predetermined perimeter of the at least one aerial node 36.

The radio station 24 is also configured to, when it has received such a unique identifier, send to the computer server 11 an information signal comprising this unique identifier.

The computer server 11 is then able to deduce from this information signal, by comparison of the or each unique identifier included in this signal with the database, the position of goods in the rail infrastructure 14.

A first method of composing the rail vehicle 12 will now be described.

This composition includes two stages: the creation of the communication network 29 from the different network nodes 30 and then the coupling of the transmitter 26 and the electronic control unit 28.

The creation of the communication network 29 takes place in the following manner.

Initially, a leading car 16 is located on the rails 22.

An operator created a communication network grouping together the electronic control unit 28 and the overhead nodes 36 of the lead car 16 by means of a dedicated application installed on his mobile terminal.

Advantageously, the operator associates with this communication network a unique identifier which it communicates to all the nodes of the network.

A guide car 18 is then juxtaposed with the lead car 16.

The car to be guided 18 is then mechanically linked to the lead car 16.

Then the operator equipped with a mobile terminal is placed near the car to be guided 18. When the operator is within the predetermined perimeter of an air node 36 of the car to be guided 18, the operator connects to the air node 36 by means of the mobile terminal. The operator receives from the air node 36 his associated unique identifier and an identification number associated with the car 13 comprising said air node 36. If the information received by the operator is consistent, he connects said air node 36 to the communication network of the leading car 16 by means of the mobile terminal and communicates to it a unique identifier associated with said communication network.

Then, a new guide car 18 is juxtaposed with the guide car 18 previously attached. It is then mechanically linked to the lead car 16 via the guide car 18 previously attached, then its overhead nodes are connected to the communication network previously mentioned by means of the method described above.

This step is repeated for any number of cars to be guided 18, until a tail car 20 is attached. The communication network thus obtained by the addition of the aerial nodes 36 of the different cars 16, 18, 20 constitutes the network of communication 29.

All the aerial nodes 36 of the communication network 29 are thus connected and can communicate with each other. Advantageously, each air node 36 adds the identifier of the communication network 29 in the signals that the air node 36 transmits on the network. Each air node 36 receives the signals transmitted by other air nodes 36 but transmits the received signal to the rest of the communication network 29 only if the identifier read in the signal corresponds to the unique identifier associated with said communication network 29.

Once the tail car 20 is attached, the transmitter 26 of said tail car 20 is coupled to the electronic control unit 28 so that the electronic control unit 28 identifies the identification code of the transmitter 26 and associates it with the transmitter 26. This step constitutes the coupling of the transmitter 26 and the electronic control unit 28.

To do this, the operator performs for example the coupling of the transmitter 26 and the electronic control unit 28 by connecting the transmitter 26 directly to the electronic control unit 28. Once the coupling of the transmitter 26 and the electronic control unit 28 established, the transmitter 26 is disconnected from the electronic control unit 28 and positioned in the tail car 20. Advantageously, the transmitter 26 is physically fixed on a network node 30 of the tail car 20.

As a variant, the operator couples the transmitter 26 and the electronic control unit 28 by means of the mobile terminal, the transmitter 26 remaining located in the tail car 20.

According to another variant, the electronic control unit 28 is configured to be coupled with a single transmitter 26 in order to avoid safety problems in the case where additional cars are added to the vehicle and the transmitter 26 is not not deleted.

The composition of the railway vehicle 12 is therefore easy, obtaining the communication network 29 quickly by means of a mobile terminal.

A second method of composing a rail vehicle 12 will now be described.

Initially, a guide car 18 is juxtaposed with the lead car 16.

The car to be guided 18 is then mechanically linked to the lead car 16.

The electronic control unit 28 transmits on the communication network 29 the acceleration measurement measured at the time of the mechanical connection by at least one accelerometer 38 located in the leading car 16.

The acceleration measurement is an instantaneous value or an acceleration profile over a given period of time.

This acceleration measurement is broadcast by at least one air node 36 of the lead car 16 and is picked up by at least one air node 36 of the car to be guided 18. This last air node 36 compares the acceleration measurement thus received to the acceleration measurement measured by the accelerometer 38 associated with said air node 36 and connects to the communication network 29 if said acceleration measurements are compatible.

As a variant, each accelerometer 38 transmits on the communication network 29 the acceleration measurement measured at the time of the mechanical connection.

Each aerial node 36 of the car to be guided 18 connects to the communication network 29 if one of the acceleration measurements received is compatible with the acceleration measurement measured by the accelerometer 38 linked to said aerial node 36.

Alternatively, the connection of each air node to the communication network 29 must be validated / approved by the operator with his terminal.

Then, a new guide car 18 is juxtaposed with the guide car 18 previously attached. It is then mechanically linked to the lead car 16 by means of the guide car 18 previously attached, then its overhead nodes 36 are connected to the communication network 29 by means of the process described above.

This step is repeated for any number of cars to be guided 18, until a tail car 20 is attached.

Once the tail car 20 is attached, the transmitter 26 of said tail car 20 is coupled to the electronic control unit 28 so that the electronic control unit 28 associates the identification code with the transmitter 26. This coupling is typically done in a similar manner to that which has been described for the first composition process.

The composition of the railway vehicle 12 is thus very simple, no operator action being necessary in order to obtain the communication network 29.

A method of operating the integrity control system 15 will now be described.

Initially, the rail vehicle 12 travels on the rails 22, the integrity of the rail vehicle 12 being ensured.

The transmitter 26 continuously transmits an encrypted control signal comprising a unique identification code associated with the transmitter 26. Advantageously, the unique identification code is modified with each new transmission of information by a rolling code algorithm.

The communication network 29 routes this control signal to the electronic control unit 28, the control signal passing through at least one network node 30 of each car 13. The electronic control unit 28 receives and decrypts the signal control. The electronic control unit 29 verifies that the unique identification code received corresponds to that of the transmitter 26 with which the electronic control unit 28 is coupled.

Optionally, each network node 30 transmits at the same time on the communication network 29 an acceleration measurement measured by the accelerometer 38 connected to said network node 30. The electronic control unit 28 recovers the acceleration measurement measured by l accelerometer 38 connected to each network node 30 and compares said acceleration measurements with one another.

As long as the electronic control unit 28 receives the unique identification code associated with the transmitter 26 and as long as the acceleration measures remain compatible, the integrity of the rail vehicle 12 is ensured.

In the event of a breach of the integrity of the rail vehicle 12, the distance increases between the two cars 13 on each side of the broken interface. When the distance between the overhead network nodes 36 located on both sides of the broken interface exceeds the radius length of the predetermined perimeter, the transmission of the control signal between the two overhead network nodes 36 is interrupted. The electronic control unit 28 no longer receiving the unique identification code from the transmitter 26, it deduces therefrom the breach of the integrity of the rail vehicle 12 and commands the stopping of the rail vehicle 12.

The breakdown of the integrity of the rail vehicle 12 also has the consequence that the acceleration measurements of at least two network nodes 30 located on either side of the broken interface will diverge. This divergence will be detected by the electronic control unit 28 when it compares these two acceleration measures, which again will deduce therefrom the breakdown of the integrity of the rail vehicle 12 and consequently order the stopping of the rail vehicle 12.

This comparison of the acceleration measurements thus allows faster detection of the integrity break than by means of the only break in transmission of the control signal. In addition, it allows a redundancy of the means of checking the integrity of the railway vehicle 12.

As a variant, the electronic control unit 28 only emits an alert signal at the time of detection of the breach of the integrity of the rail vehicle 12 by comparison of the acceleration measurements. The stopping of the railway vehicle 12 is then triggered only when the breach of integrity is detected by the failure to receive the identification code.

Thanks to the invention described above, it is thus possible to reinforce the security of the integrity control system 15 of a railway vehicle 12, in particular so as to avoid external interference and computer attacks, while minimizing the cost of such a system.

This invention also allows a simple and rapid composition of a railway vehicle 12 as well as a simple, reactive and redundant operation of the integrity control system 15 of the railway vehicle 12.

Claims (15)

1, - Railway vehicle (12) comprising: - A plurality of cars (13) including a lead car (16) defining a head end of the rail vehicle (12), and a set of guide cars (18) connected to the lead car (16), the set of guide cars (18) comprising a tail car (20) located at a tail end of the rail vehicle (12) opposite the head end, and - a first control system (15) of the integrity of the rail vehicle (12) for controlling the attachment of each car of the set of cars to be guided (18) to the lead car (16), the first system control (15) comprising: + a transmitter (26) configured to transmit a control signal, the transmitter (26) being located on board the tail car (20); + an electronic control unit (28) configured to receive the control signal and control the stopping of the rail vehicle (12) in the event of no reception of the control signal, the electronic control unit (28) being located on board the leading car (16); and + a communication network (29) for routing the control signal to the electronic control unit (28), said communication network (29) comprising a plurality of network nodes (30), of which at least one to on board each car in the set of cars to be guided (18), the communication network (29) being configured so that the control signal passes through at least one network node (30) on board each car in the set of cars to be guided (18) before reaching the electronic control unit (28), characterized in that the control signal consists of an encrypted signal comprising an identification code, the electronic control unit ( 28) being configured to decrypt the control signal so as to obtain the identification code. 2, - railway vehicle (12) according to claim 1, wherein the railway vehicle (12) also comprises a second control system (15) whose composition is similar to that of the first control system (15) but for which the the corresponding transmitter (26) is located on board the lead car (16) and the corresponding electronic control unit (28) is located on board the tail car (20). 3. - Railway vehicle (12) according to any one of the preceding claims, in which the network nodes (30) are adapted to transmit the control signal without deciphering it. 4. - Railway vehicle (12) according to any one of the preceding claims, in which the network nodes (30) include air nodes (36), at least one of which is on board each car in the set of cars to be guided. (18), each air node (36) being provided with a wireless communication module and being adapted to communicate by air with the or each other air node (36) located within a predetermined perimeter. 5. - Railway vehicle (12) according to claim 4, wherein the wireless communication module is compatible with the Zigbee or WiFi protocol or the Bluetooth standard. 6. - Railway vehicle (12) according to one of claims 4 or 5, wherein each air node (36) is configured to communicate with a mobile terminal of an operator. 7. - Railway vehicle (12) according to any one of the preceding claims, in which an identification code is uniquely associated with the transmitter (26). 8. - Railway vehicle (12) according to any one of the preceding claims, in which at least one element among the transmitter (26), the electronic control unit (28) and the network nodes (30) is electrically powered. autonomously by at least one photovoltaic cell (32) and / or at least one source of energy by vibration (34). 9. - Railway vehicle (12) according to any one of the preceding claims, comprising a plurality of accelerometers (38), each network node (30) being connected to an accelerometer (38). 10. - Railway vehicle (12) according to claim 9, in which: - Each network node (30) is configured to transmit on the communication network (29) an acceleration measurement measured by the accelerometer (38) connected to said network node (30); - the electronic control unit (28) is configured to receive the acceleration measurement measured by each network node (30), and to compare said acceleration measurements with each other; and - the electronic control unit (28) is configured to emit an alert signal and / or trigger the stopping of the rail vehicle (12) in the case where at least two of said acceleration measurements have a deviation greater than one predetermined threshold value. 11. - Railway vehicle (12) according to claim 9 or 10, in which: - the electronic control unit (28) is configured to transmit on the communication network (29) an acceleration measurement measured by at least one accelerometer (38) located in the leading car (16); - each network node (30) is configured to receive said acceleration measurement and compare this acceleration measurement with an acceleration measurement measured by the accelerometer (38) connected to said network node (30). 12, - Railway system (10) comprising: - a rail vehicle (12) according to any one of claims 4 to 6, said rail vehicle (12) constituting a goods transport vehicle, each air node (36) of said rail vehicle (12) being configured to emit an identifier single partner; - a computer server (11) comprising a database, the database containing information relating to goods transported by the rail vehicle (12) and, associated with each of this information, at least one unique identifier of an air node ( 36) - a rail infrastructure (14) configured to allow the circulation of the rail vehicle (12), the rail infrastructure (14) comprising at least one radio station (24) configured to receive at least one unique identifier transmitted by at least one air node (36) and send an information signal comprising the at least one unique identifier to the computer server (11), the computer server (11) being able to deduce from the unique identifier the position of the goods in the railway infrastructure ( 14) by comparison with the database. 13. - A method of composing a rail vehicle (12) according to claim 6, comprising the following steps: - juxtaposition of a car to be guided (18) to the lead car (16) or to a car (13) linked to the lead car (16); - Mechanical connection of the car to be guided (18) to the lead car (16) or to the car (13) linked to the lead car; - connection of each aerial node (36) of the car to be guided (18) to the communication network (29) by an operator by means of a mobile terminal. 14, - A method of composing a rail vehicle (12) according to claim 11 comprising the following steps: - juxtaposition of a car to be guided (18) to the lead car (16) or to a car (13) linked to the lead car (16); - mechanical connection of the car to be guided (18) to the lead car (16) or to the car linked to the lead car (13); 5 - emission, by the electronic control unit (28), of an acceleration measurement measured by at least one accelerometer (38) located in the leading car (16); - reception, by the network nodes (30) of the car to be guided (18), of said measurement of the acceleration emitted by the electronic control unit (28); 10 - for each network node (30) of the car to be guided (18), comparison of said acceleration measurement emitted by the electronic control unit (28) with an acceleration measurement measured by the accelerometer (38) connected to said network node (30), and - when said measurement of acceleration emitted by the electronic control unit (28) is substantially equal to said measurement of acceleration measured by 15 the accelerometer (38) connected to said network node (30), connection of said network node (30) to the communication network (29).