CONTROL ARRANGEMENT FOR A VEHICLE

Abstract

A control arrangement for a vehicle, in particular a rail vehicle, includes an operational control system which has at least one central control unit, a set of decentralized sub-system controllers and a control network to which the control unit and the sub-system controllers are connected. In order to ensure that the control satisfies high safety requirements, the control arrangement has an operational control module which is different from the control unit, is connected to the control network and has a data connection unit which is different from the control network and by which the operational control module is connected by data technology to the sub-system controllers. A vehicle having the control arrangement and an operational control module forming the control arrangement in cooperation with an operational control system, are also provided.

Claims

1-15. (canceled)

16. A control arrangement for a vehicle or a rail vehicle, the control arrangement comprising: an operational control system including a control network, at least one central control unit connected to said control network and a set of decentralized sub-system controls connected to said control network; and an operational control module being different from said at least one central control unit, being connected to said control network and having a data connection unit being different from said control network, said data connection unit connecting said operational control module by data technology to said sub-system controls.

17. The control arrangement according to claim 16, wherein said operational control module is configured to transfer at least one item of information to one of said sub-system controls for safety-compliant performance of a task of said one sub-system control.

18. The control arrangement according to claim 17, wherein said operational control module is configured to determine the at least one item of information before the transfer, in dependence on the task to be performed.

19. The control arrangement according to claim 17, wherein said operational control module is configured to at least one of acquire the at least one item of information before the transfer by using said data connection unit or to transfer the at least one item of information to said one sub-system control by using said data connection unit.

20. The control arrangement according to claim 16, which further comprises interfaces connecting said operational control module and said sub-system controls to said control network.

21. The control arrangement according to claim 16, wherein said operational control module is configured to carry out a consistency check in relation to an item of information received from said control network and an item of information received from said data connection unit.

22. The control arrangement according to claim 16, wherein said operational control module is configured to monitor at least one operational process of one of said sub-system controls by evaluating a first item of information received from said control network relating to said one sub-system control and a second item of information received from said connection unit relating to said one sub-system control.

23. The control arrangement according to claim 16, which further comprises a vehicle bus connecting said control network to a further control network of the vehicle, said data connection unit being formed at least partially by said vehicle bus.

24. The control arrangement according to claim 16, wherein said sub-system controls are components of a set including a control of a vehicle door system, a braking control, a drive control, a control of a vehicle protection system, and a control of a human-machine interface.

25. The control arrangement according to claim 16, which further comprises a set of sensor units connected to said control network and to said operational control module.

26. The control arrangement according to claim 16, wherein said operational control module has a computer unit including at least two processors (62, 64).

27. The control arrangement according to claim 26, wherein said at least two processors include a first processor for carrying out communication tasks and a second processor for carrying out other tasks.

28. The control arrangement according to claim 16, wherein said operational control module is configured to initiate a safety-related braking of the vehicle.

29. A vehicle or a rail vehicle, comprising a control arrangement according to claim 16.

30. An operational control module forming a control arrangement according to claim 16 in cooperation with an operational control system.

Description

[0026] An exemplary embodiment of the invention will now be described by reference to the figures. In the drawings:

[0027] FIG. 1: is a representation of a rail vehicle with operational equipment sub-systems in a schematic side view,

[0028] FIG. 2: is a representation of a control arrangement of the rail vehicle of FIG. 1 with an operational control system and an operational control module,

[0029] FIG. 3: is a schematic representation of the operational control system, the module and the communication connections creatable between these,

[0030] FIG. 4: is the operational control system and the module which is connected to a display unit and an input device of the rail vehicle, and

[0031] FIG. 5: is a detail view of the operational control module.

[0032] FIG. 1 shows a rail vehicle 10 in a schematic side view. The rail vehicle 10 is configured as a chain of a plurality of cars 12.1, 12.2, etc., which are mechanically coupled to is one another and form a train unit. In the embodiment under consideration, the rail vehicle 10 is configured as a so-called multiple unit. For this purpose, at least one of the cars of the chain is provided with a drive unit 14 for driving at least one axle 16. The drive unit 14 has an electric motor (not shown). In a further embodiment, it is conceivable that the rail vehicle 10 is configured as a single motorized car. Furthermore, the rail vehicle 10 can have a chain of driveless passenger cars which is coupled to at least one traction vehicle, e.g. a locomotive.

[0033] The rail vehicle 10 has a number of operational equipment units, as known, which enable an operation of the rail vehicle 10. These can be configured, in particular, as control unit, sensor unit and/or actuator system unit.

[0034] The operational equipment units 20 shown by way of example in FIG. 1 are provided as operational equipment units 20.1 of the drive unit 14, operational equipment units 20.2 of a braking apparatus 19, operational equipment 20.3 and 20.4 of a door apparatus, operational equipment 20.5 of an air-conditioning unit, operational equipment 20.6 of a passenger information system, operational equipment 20.7 and 20.8 of a human-machine interface for the traction vehicle driver, operational equipment 20.11 of an emergency brake apparatus and operational equipment 20.13 of a train protection system.

[0035] An operational equipment sub-systemreferred to in this text as a sub-systemdenotes, respectively, a combination of operational equipment units 20 which are grouped together under this term according to an allocated functionality. Examples of sub-systems are doors, brakes, air-conditioning, train protection system, passenger information system. As train protection systems, for example, PZB (punctiform train influencing), LZB (linear train influencing), ETCS (European Train Control System) are conceivable.

[0036] FIG. 2 shows an operational control system 22 of the rail vehicle 10 in a schematic view. This comprises a control network 24 which has a ring-shaped network structure. It is configured as an Ethernet network, in particular, according to the Profinet standard. The system 22 also has a control unit 26 which is connected to the control network 24. The operational equipment sub-systems mentioned above each have at least one sub-system control 28 which is provided for controlling one or more operational equipment units of the corresponding operational equipment sub-systems. The sub-system controls 28 are each provided for controlling a task in conjunction with the functionality associated with the respective sub-system. Shown in the drawing as the sub-system control 28.1 is a drive control, as the sub-system control 28.2 is a braking control, as the sub-system control 28.3 is a control system of the vehicle door system, as the sub-system controller 28.13 is a control of the train protection system. These controls are also shown in FIG. 1.

[0037] The sub-system controls 28 are each connected to the control network 24 by means of an interface 30. The interfaces 30 are connected into the network structure. Also arranged in the network structure are further interfaces 32. A set of sensor units 34 and an actuator unit 36 are connected to interfaces 32. The control unit 26 and the operational equipment 20.8 configured as a display unit of the human-machine interface are connected to a further interface 32. The operational equipment 20.7 provided as an input device for the input of train data is also connected to the control network 24. The interfaces 30 and 32 each have, in particular, a switch functionality.

[0038] The interfaces 30 and 32 are each provided in the control network 24 as input-output modules by means of which a data traffic is generated between the respective participant, in particular an associated sub-system control 28, and the central control unit 26. The control unit 26 is considered, in relation to the sub-system controls 28 which carry out local tasks of the respective operational equipment sub-systems, as a central control unit. In order to distinguish the sub-system controls 28 from the control unit 26, these are named decentralized sub-system controls 28. The control unit 26 is configured, in relation to the sub-system controls 28, as an input-output controller which, for each of the automation tasks respectively to be carried out by the sub-system controls 28, controls said task.

[0039] The interfaces 30 and 32 are similar in their function for creating a communication between the respective connected participant and the central control unit 26. They can have physically different forms that are specific in relation to the function of the connected participant. The interfaces 30 can be configured, for example, as a plug-in card of a computer unit, whereas the interfaces 32 can be configured, in particular, as components of programmable controls. The grouping together of a plurality of interfaces 32 in a coherent module or the arrangement of these interfaces 32 into a common housing unit are indicated by a dashed outline.

[0040] The control network 24 further comprises a vehicle bus connection unit 38 which forms an interface between the control network 24 and a vehicle bus 40. The vehicle bus 40 extends over a plurality of cars 12, in particular over the whole rail vehicle 10 and connects the control network 24 to a further, similar control network of the rail vehicle 10 (not shown), where relevant, to a control network of a similar rail vehicle coupled to the rail vehicle 10. The vehicle bus 40 can be configured, for example, as an Ethernet bus. The vehicle bus connection unit 38 can be equipped with a gateway functionality by means of which the control network 24 is connected as a sub-network to the higher order train network.

[0041] Also connected to the control network 24 is an operational control module 42. This differs physically from the central control unit 26. In particular, the control unit 26 and the module 42 are arranged in different housing units. The module 42 is furthermore connected by means of a data connection unit 44 through data technology to the sub-system controls 28 and the sensor units 34. This data connection unit 44 is physically different from the control network 24. In particular, the data connection unit 44 has conductors that are different from conductors of the control network 24.

[0042] The operational control module 42 has a computer unit 45 (see FIGS. 3 to 5), an interface unit 46 and a bus connection unit 48.

[0043] The bus connection unit 48 has a first connection 48.1 by means of which the module 42 is connectable to the control network 24. The connection 48.1 is connected via an interface 30 to the control network 24. A connection via an interface 32 is also conceivable. The module 42 and the sub-system controls 28 are thus connected to the control network 24 by means of similar interfaces.

[0044] In particular, it can thereby be achieved that the module 42 is functionally perceived by the control unit 26 as a sub-system control.

[0045] The module 42 is connected to the vehicle bus 40 by means of a second connection 48.2. One or more further connections 48.3 can be provided by means of which the module 42 is connectable to further buses 50.1, 50.2 (see FIGS. 3 and 5), for example, a CAN (Control Area Network) bus or an MVB (Multifunction Vehicle Bus).

[0046] As shown in FIG. 5, the interface unit 46 has input interfaces 46.1 provided for the digital input of data and output interfaces 46.2 provided for the digital output of data. In addition, the interface unit 46 can comprise input interfaces 46.3 for the analogue input of data and output interfaces 46.4 for the analogue output of data.

[0047] The module 42 is preferably connected by means of the digital interfaces 46.1, 46.2 via data technology and conductors of the data connection unit 44 to the sub-system controls 28. For this purpose, the data connection unit 44 is equipped at least with conductors which are provided for digital data transmission. In particular, conductors can be formed by Ethernet cables.

[0048] The function of the module 42 will now be described in greater detail on the basis of a first implementation example.

[0049] This implementation example relates to the sub-system doors which comprises the sub-system control 28.3 that is connected to the control network 24. The doors of the rail vehicle 10 can only be released by the vehicle driver for opening when the rail vehicle 10 has reached a standstill. According to one safety requirement, the acquisition of the stopped operating state of the rail vehicle 10 by the sub-system control 28.3 must take place diversely. A first variable provided for the sub-system control 28.3 corresponds to the speed of the rail vehicle 10. This can be transferred by means of the control network 24 following acquisition by a sensor unit 34 and/or after transfer by the train protection system to the sub-system control 28.3. A second variable provided for the sub-system control 28.3 is a characteristic variable which characterizes the operating state of the sub-system control 28.1 which corresponds to the drive control. For example, from the variable, the operating state in which the drive control outputs no clock commands for power electronic components of the drive unit 14 should be determinable.

[0050] For this purpose the module 42 independently determines, from the available information of the operational control system 22, the information required for safety-compliant performance of the task of the sub-system control 28.3 (release of the doors) that is required and specifically determines that the variable is required for the clock state of the drive control. The module 42 serves to provide the variable for this information, and is connected by data technology via the data connection unit 44 to the sub-system control 28.1. It acquires the variable of the sub-system control 28.1 via the data connection unit 44 and transfers it via the data connection unit 44 to the sub-system control 28.3. If the velocity 0 and the operating state no clocking of the sub-system control 28.3 exist, this can place the vehicle door system in a state in which the doors can be freed to open.

[0051] The sub-system control 28.3 thus receives two variables over two separate, physically different transmission channels. The module 42 therefore provides, by means of the data connection unit 44, a communication channel that is redundant in relation to the control network 24, by means of which the variable operating state of the drive control is transmitted to the sub-system control 28.3. The release of the doors is closely associated with the protection of persons. The processes of the sub-system control 28.3 must then fulfill safety-critical requirementsin the specialist language called safety requirements. The variables upon which the door release is based are therefore safety-critical items of information in this relation, which is transferred via the control network 24 and by means of the module 42 via the data connection unit 44 to the sub-system control 28.3.

[0052] FIG. 3 shows in a schematic and abstracted representation the module 42, the operational control system 22, the vehicle bus 40 and the connections existing between these.

[0053] The module 42 is connected via an interface 30 to the operational control system 22. It is also connected via the interface unit 46 and the data connection unit 44 by means of data technology to the sub-system controls 28. The connection of the module 42 to the vehicle bus 40 and to further buses 50.1, 50.2, for example a CAN bus and an MVB bus, takes place via the bus connection unit 48. The operational control system 22 is connected via the vehicle bus connection unit 38 of the control network 24 to the vehicle bus 40 and via suitable interfaces to the further buses 50.1, 50.2.

[0054] It is apparent, in particular, from this drawing that the module 42 and the data connection unit 44 can be used in the form of a retrofitting system which is used in combination with an existing operational control system 22.

[0055] Based upon FIG. 3, an embodiment is also shown in which alternatively or additionally, conductors of the vehicle bus 40 form a constituent of the data connection unit 44. Herein, a communication between the module 42 and a sub-system control 28 can take place via the vehicle bus 40. This is shown dashed in the drawing.

[0056] A further exemplary embodiment will now be described on the basis of FIG. 4. This shows the operational control system 22, the module 42, the sub-system control 28.13 of the train protection system, a sensor unit 34 configured as a velocity sensor, the operational equipment 20.7 and 20.8 of the human-machine interface, which correspond to the input device for the input of train data and/or the display unit.

[0057] As described above, the module 42 is connected via its connection 48.1 and an interface 30 to the operational control system 22. The operational equipment 20.7 configured as an input device is connected to the control network 24 and via the data connection unit 44 to the module 42 (see also FIG. 2). This also applies to the operational equipment 20.8 configured as a display unit.

[0058] The connection of the operational equipment 20.7, 20.8 takes place, in particular by means of an equipment connection unit 52 which is different from the interface unit 46. For example, the connections to the operational equipment 20.7, 20.8 are realized via serial interfaces. The connection of the module 42 to the sub-system control 20.13 of the train protection system takes place by means of a digital interface 46.1. The connection of the module 42 to the sensor unit 34 takes place, for example, by means of an analogue interface 46.3.

[0059] The module 42 is provided to monitor the input of train data via the operational equipment 20.7. For this purpose, it carries out a consistency check, as described below. By means of the direct connection provided by the data connection unit 44 of the module 42 to the operational equipment 20.7, a value input by the operating person can be acquired by the module 42. By means of the connection to the control network 24, the module 42 can also receive the value which has been acquired on input by the operating person from the operational control system 22. In this way, it can be checked by the module 42 whether the two received items of information are consistent with one another.

[0060] Furthermore, the module 42 serves to monitor the acquisition of the vehicle velocity. For this purpose also, it carries out a consistency check. It receives, by means of the connection to the control network 24, a first item of velocity information which is available in the operational control system 22 and is to be taken into account for the performance of safety-critical tasks. It also receives, by means of the data connection unit 44, an item of velocity information from the sub-system control 20.13 of the train protection system. By means of a comparison of the velocity information, the module 42 can carry out a consistency check. In addition, a further item of velocity information can be derived from the sensor unit 34 as additional information. For example, the sensor unit 34 shown can be configured as a radar sensor.

[0061] Furthermore, the operational control module 42 is provided in order to monitor the display of the velocity value by the operational equipment 20.8. For this purpose, it receives an item of velocity information by means of the control network 24 of the operational control system 22. This corresponds to the velocity information which is transferred via the control network 24 to the operational equipment 20.8. By means of the data connection unit 44, the module 42 receives the velocity value that is displayed by the operational equipment 20.8. The operational equipment 20.8 has a display 54 and a display memory 56 which is connected by means of data technology to an interface 58 for connection to the data connection unit 44.

[0062] The velocity value is read out from the display memory and is transferred via the data connection unit 44 to the module 42. The module compares the velocity information received from the system 22 with the velocity value received from the operational equipment 20.8 via the data connection unit 44.

[0063] If one of the above-described consistency checks or monitorings is failed in that an inconsistency is determined between two compared values, a safety-related braking of the vehicle is initiated by the operational control module 42. This takes place via a direct connection of the module 42 to a braking control 60. This is configured as a pair of redundant main brake valves of a pneumatic braking apparatus of the rail vehicle 10.

[0064] FIG. 5 shows the operational control module 42 in a detail view. The following text is directed to the features of the module 42 that are not mentioned in the above description, for the avoidance of unnecessary repetitions.

[0065] The computer unit 45 of the module 42 has two processors 62, 64 (see also FIG. 4). These have different constructions and can be programmed diversely. The bus systems of the two processors are separated internally and have a separate protocol in order to bring about a separation necessary from a safety standpoint. The administration of the communication of the module 42 with the connected units takes place by means of the processor 64 which is associated with this task. The module 42 also has an intelligent RAM/EPROM administration system.