Trailer network system for data communication in trailer vehicle, trailer vehicle having trailer network system, and method therefor
By introducing a separate design of primary and secondary data buses in the trailer network system, the control equipment with safety-related functions ensures that safe communication is carried out through the primary data bus, solving the risk of vehicle component attacks endangering the safety system and improving data security.
Patent Information
- Application Number
- CN202380065926.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2022-09-23
- Filing Date
- 2023-08-23
- Publication Date
- 2025-04-11
AI Technical Summary
In the prior art, vehicle components attack systems that endanger safety lead to a high risk of dangerous driving intervention and data security is difficult to ensure.
A trailer network system is designed to connect to each other through the main data bus and the secondary data bus. The main control device is only connected to the main data bus, and the secondary control device is only connected to the secondary data bus to ensure that the control devices with safety-related functions conduct safe communication through the main data bus.
Secure communication between control devices with security-related functions is realized, reducing the probability that secondary control devices attack the main control devices, improving data security, and providing partially redundant bus connections when the main data bus fails.
Smart Images
Figure CN119817063A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the field of vehicles and in particular to the field of commercial vehicles. Such commercial vehicles include tractor vehicles such as trucks or saddle tractors and trailer vehicles such as full trailers or saddle semi-trailers. The present invention particularly relates to trailer vehicles. Background Art
[0002] The vehicle under consideration here has a plurality of control devices, which are also referred to as "electronic control units" or ECUs for short. The control devices are used to control individual functions of the vehicle. Preferably, the control devices are used to control, for example, actuators of the vehicle or to read sensors of the vehicle. Examples of control devices of a vehicle are brake control devices, referred to as EBS or TEBS for short, for controlling various types of brake functions, such as the friction brakes of the vehicle, and air spring control devices for controlling air suspensions. The control devices of modern vehicles are connected to one another via a vehicle network for data communication, in particular a data bus, in order to exchange data with one another.
[0003] Thus, the mass of the vehicle can be determined, for example, by a control device of the air spring system. For this purpose, the pressure prevailing in the air bellows is measured by a sensor and transmitted to the control device of the air spring system. The control device can determine the mass from the prevailing pressure and make the determined mass available, for example, to the brake control device, wherein the brake control device can then take these masses into account for actuating the actuators.
[0004] Due to the increasing number of such control devices and the increasing interaction between the control devices, the requirements for vehicle networks used to exchange data are increased, especially with regard to the data security of the vehicle network system including the control devices and the vehicle network itself. The requirements for data security have become particularly important due to the increasing automation of driving functions, which enable partially or fully autonomous actions of the vehicle and are implemented using the control devices. The control devices used to implement automated driving functions must be able to access the sensors and actuators of the vehicle without errors, and tampering with such access may lead to dangerous driving conditions or accidents. Therefore, in order to ensure data security, control devices that can implement safety-threatening functions are usually not connected to the vehicle's universal data bus. Instead, protected connections are provided for these control devices, so that such control devices use the protected connections to exchange control instructions, especially safety-threatening control instructions.
[0005] Various measures are known to ensure the requirements for data security. For example, according to the prior art, trailer network systems are constructed so that safety-threatening control devices, such as brake control devices, receive safety-threatening commands, such as for activating friction brakes, from the towing vehicle via a standardized interface with a protocol in accordance with the ISO 11992-2 standard. In addition, modern trailer vehicles also have a further interface for exchanging data with the towing vehicle in a protocol in accordance with the ISO 11992-3 standard. Via this further interface, communication with further components of the trailer vehicle, which are connected, for example, via a bus system, is possible.
[0006] However, it is increasingly sought to provide, in addition to or even as an alternative to the previous interfaces, an interface via which all safety-threatening commands can be transmitted from the tractor vehicle to the trailer vehicle and via which data can be exchanged between further control devices or components of the trailer vehicle and the tractor vehicle. All data transmissions between the tractor vehicle and the trailer vehicle can then be carried out via this interface, so that all control devices of the trailer vehicle can be connected consistently using this interface, for example via a bus. In particular, control devices that allow, for example, wireless remote access to the trailer network system are a risk for safety-related control devices (i.e. control devices that carry out safety-related functions, such as brake control devices). Summary of the invention
[0007] The object of the present invention is therefore to eliminate the problems of the prior art. In particular, the risk of a component of the vehicle attacking a safety-threatening system leading to a dangerous driver intervention should be reduced. At least an alternative to the solutions known from the prior art should be found.
[0008] To this end, the invention discloses a trailer network system for data communication in a trailer vehicle according to claim 1 .
[0009] The trailer network system according to the present invention is used for data communication in a trailer vehicle. The trailer network system comprises at least two main control devices. The main control devices are respectively set up to implement safety-related functions of the trailer vehicle. In addition, the trailer network system also comprises at least one secondary control device. The secondary control device is used to implement non-safety-related functions, i.e., functions that are not safety-related.
[0010] In addition, the trailer network system also includes a main data bus. The main data bus includes a plurality of main data bus interfaces. The main control devices are respectively connected to one of the plurality of main data bus interfaces. Therefore, the main control devices are connected to each other via the main data bus to exchange data. The secondary control devices are not connected to the main data bus, that is, there is no connection. In the case of a plurality of secondary control devices, all the secondary control devices are not connected to the main data bus.
[0011] In addition, the trailer network system also includes a secondary data bus having multiple secondary data bus interfaces. One of the multiple secondary data bus interfaces is connected to a primary control device in the primary control device. Another secondary data bus interface is connected to another primary control device in the primary control device. Yet another secondary data bus interface in the multiple secondary data bus interfaces is connected to the secondary control device. Therefore, in the case of multiple primary control devices and / or multiple secondary control devices, all primary control devices and secondary control devices are respectively connected to the secondary bus. Therefore, the secondary data bus is used to exchange data between all primary control devices and secondary control devices in the trailer network system.
[0012] According to the invention, one or more primary control devices are therefore connected to one another via two data buses, namely via a primary data bus and a secondary data bus. The idea of the invention is that the primary data bus only connects primary control devices, but not secondary control devices. Therefore, the primary data bus does not provide an interface for connecting secondary control devices of the trailer vehicle. For connecting secondary control devices, a secondary data bus is provided. Therefore, control devices that implement non-safety-related functions and that may represent a risk for control devices that implement safety-related functions can only be connected via the secondary data bus.
[0013] Therefore, safe communication between the main control devices can be achieved via the main data bus, so that, for example, a safety-threatening instruction received by one of the main control devices from the tractor vehicle or another main control device can be safely transmitted to the main control device. The secondary control device of the trailer vehicle cannot access the main data bus because the main data bus will not be used by the secondary control device. This structure of the trailer network system can achieve safe communication of control devices that implement safety-related functions. In addition, the structure can also achieve that in the event of a failure of the main data bus, the main control device can also communicate via the secondary data bus. Therefore, there is a partially redundant bus connection, thereby offsetting the disadvantage of additional consumption for improving data security by simultaneously improving fault safety. In the event of a failure of the main data bus, although the main control device is less protected from attacks through the secondary control device, in order to ensure communication between the main control devices in the event of a failure of the main data bus, this less likely attack is acceptable under this condition.
[0014] According to a first embodiment, the primary control devices correspond respectively to control devices which are set up to influence the driving functions of the trailer vehicle. In particular, each of the primary control devices is respectively set up to drive an actuator of the trailer vehicle. According to this embodiment, the secondary control devices are control devices which are set up not to influence the driving functions of the trailer vehicle. In particular, the secondary control devices are set up to implement functions without actuators. Therefore, the primary control devices are respectively used to control all functions which are related to the driving of the trailer vehicle and have a direct influence on the driving or forward movement. Therefore, the secondary control devices correspond to control devices which have no direct influence on the driving or forward movement of the trailer vehicle.
[0015] Secondary control devices which have no direct influence on driving functions thus remain disconnected from the primary data bus and therefore cannot influence primary control devices which exchange safety-threatening data via the primary data bus and which, in particular, can influence driving functions of the trailer vehicle through such data exchange.
[0016] According to a further embodiment, each of the primary control devices is respectively configured to actuate at least one actuator for actuating a service brake, an actuator for actuating a parking brake, an actuator for raising and / or lowering a lifting axle, an actuator for raising and / or lowering a trailer support foot, an actuator for actuating a leveling adjustment of the trailer vehicle or an actuator, in particular an electric motor, for driving or braking wheels or axles of the trailer vehicle. According to this embodiment, the secondary control devices are configured to perform functions other than actuating the actuators that can be actuated by the primary control devices according to this embodiment.
[0017] Thus, a final list of actuators that can be controlled via a plurality of primary control devices is predetermined. For example, a first primary control device is designed as a control device for controlling the service brake, and a further primary control device is designed as a control device for raising and / or lowering a lift axle. Yet another further primary control device is designed as a control device for driving or braking wheels or axles. Furthermore, secondary control devices are set up to carry out functions that differ from the listed list of actuators.
[0018] The actuators mentioned are obviously actuators whose actuation represents a safety-related function and is therefore implemented by the primary control device. These actuators are accordingly not driven by the secondary control devices, but only by the primary control device. Safety-threatening commands sent to the primary control device on the secondary bus by secondary control devices that are not connected to the primary data bus can be ignored. Data security in the communication of all control devices that can influence these safety-related actuators can be guaranteed against attacks from control devices that are not connected to the primary data bus.
[0019] According to another embodiment, at least one of the main control devices or all of the main control devices include a data interface unit. The data interface unit is connected to both the main data bus interface and the secondary data bus interface. The data interface unit is configured to distinguish between disturbed data transmission and undisturbed data transmission on the main data bus, that is, to identify whether the data transmission is disturbed or undisturbed. When the data interface unit identifies that the data transmission on the main data bus is undisturbed, the data interface unit is configured to ignore the safety-threatening data on the secondary data bus. The safety-threatening data is preferably predefined data or data packets, which, for example, include instructions for activating the brakes of the trailer vehicle. Preferably, the data interface unit is also configured to not ignore the safety-threatening data on the secondary data bus, that is, to process it, when disturbed data transmission on the main data bus is identified.
[0020] The primary control device is therefore configured via the data interface unit to ignore safety-threatening data, such as data sent by a secondary control device connected to the secondary data bus and corresponding to safety-threatening data, as long as operation is possible using the primary data bus, i.e., undisturbed data transmission with other primary control devices is possible. Thus, attacks on the primary control device by secondary control devices connected to the secondary data bus are completely prevented if the primary data bus is undisturbed. Nevertheless, there is still the possibility of redundant communication between the primary control devices in the event of a failure of the primary data bus. In particular, non-critical data can also be sent by the secondary control device to the brake control device via the secondary data bus and processed by the brake control device.
[0021] According to another embodiment, the trailer network system includes one or more secondary control devices, which are configured as a communication system, a wireless interface module, an operating device or a display device. Therefore, the trailer network system includes one or more of a communication system, a wireless interface module, an operating device and a display device. If a secondary control device is connected to a secondary data bus via a secondary data bus interface, for example, as a display device, then other secondary control devices can preferably use the display device to display parameters. These parameters may also include parameters provided by the primary control device on the secondary data bus. Therefore, the secondary control devices can communicate with each other and, for example, communicate with the towing vehicle via a primary control device configured as a trailer interface module. Similarly, it is also possible to process the data of the primary control device configured as a trailer brake control device by the secondary control device, wherein, in particular, the safety-threatening data from one of the secondary control devices that is addressed to the trailer brake control device via the data interface unit is still not processed in the trailer brake control device.
[0022] According to another embodiment, the trailer network system comprises a plurality of main control devices, wherein one of the main control devices corresponds to a trailer brake control device and is set up to activate the friction brake of the trailer vehicle. Another main control device corresponds to a control device for driving the electric drive of the trailer vehicle. Therefore, the safety-threatening data comprises a brake request for activating the friction brake, which is addressed to the trailer brake control device by the main control device configured as a trailer interface module, for example. Other safety-threatening data are acceleration requests for activating the electric drive controlled by the brake control device or brake requests for activating the regenerative operation of the electric drive. Therefore, the brake request can be transmitted to the trailer brake control device via the main data bus in order to activate the friction brake. However, preferably, as long as the trailer brake control device recognizes that the data transmission on the main data bus is undisturbed, the brake request via the secondary data bus is ignored.
[0023] According to a further embodiment, the trailer network system comprises a plurality of primary control devices, wherein the trailer brake control device is formed by at least two of the primary control devices. At least one, a plurality or all of the primary control devices forming the trailer brake control device are set up for actuating the friction brakes of the trailer vehicle. The safety-threatening data comprises a brake request for activating the friction brakes addressed to at least one of the primary control devices forming the trailer brake control device. Thus, a trailer brake control device formed by a plurality of primary control devices can be safely actuated.
[0024] According to a further embodiment, the trailer network system comprises a plurality of master control devices, wherein one of the master control devices is designed as a trailer interface module and has a first tractor vehicle data interface for exchanging data with the tractor vehicle. The first tractor vehicle data interface is an Ethernet data interface and particularly preferably a Gigabit Ethernet data interface. Via this Ethernet connection that can be provided by the first tractor vehicle data interface, a rapid data exchange between the tractor vehicle and the trailer vehicle can be achieved in order to exchange, in addition to safety-critical data for safety-critical systems, such as brake requests, also large data volumes of cameras that are either directly connected to the secondary data bus or to the trailer interface module, for example.
[0025] According to a further embodiment, the main control device configured as a trailer interface module comprises a second tractor vehicle data interface. The second tractor vehicle data interface is also used to exchange data with the tractor vehicle. The second tractor vehicle data interface is a standardized data interface in accordance with the ISO 11992-3 standard. By providing this second tractor vehicle data interface, communication between the tractor vehicle and the trailer vehicle can be achieved in the case where the tractor vehicle does not have an Ethernet data interface. Thus, the fallback compatibility of the trailer network system with known tractor vehicles is maintained.
[0026] According to a further embodiment, the trailer network system comprises a main control device which is designed as a brake control device and has a third tractor vehicle data interface. The third tractor vehicle data interface is designed to exchange data with the tractor vehicle. The third tractor vehicle data interface is a standardized interface configured in accordance with the ISO 11992-2 standard. Thus, the trailer network system will also be compatible in the future with tractor vehicles which do not have an Ethernet data interface but at least have an ISO 11992-2 interface in order to actuate the brakes of the trailer vehicle.
[0027] The invention also includes a trailer vehicle having a trailer network system according to one of the above-described embodiments. The invention also includes a combination having a trailer vehicle according to the invention and a towing vehicle.
[0028] The invention further comprises a method for operating a trailer network system of a trailer vehicle according to the invention or of a combination according to the invention in accordance with one of the specific embodiments.
[0029] According to one embodiment of the method, at least one of the main control devices or each main control device identifies a data packet with safety-threatening data addressed to itself on a secondary data bus. The main control device determines whether the primary data bus is disturbed or not disturbed. When the primary data bus is disturbed, the identified data packet is processed, and when the primary data bus is not disturbed, the identified data packet is discarded. According to a preferred improvement, in the event that safety-threatening data is received on a secondary data bus while the primary data bus is not disturbed, a fault notification is output by the main control device.
[0030] Therefore, as long as the primary data bus is not disturbed, the secondary control device connected to the secondary data bus that sends safety-threatening data to the primary control device remains undisturbed for the operation of the trailer vehicle. The probability of attacking the brake control device via the secondary control device is thus reduced and limited to situations where the primary data bus is disturbed. Therefore, the probability of attacking the primary control device via the secondary control device is significantly reduced. Outputting the fault notification serves to make the attack visible. It is thus possible to enable the operator to initiate measures to counteract further attacks.
[0031] According to one embodiment of the method, the primary control device or each of the primary control devices recognizes a data packet with non-safety-threatening data addressed to it on the secondary data bus. Such recognized data packets with non-safety-threatening data are processed by the primary control device. Such non-safety-threatening data include, for example, certain parameters of the brake control device, such as the operating state, which are retrieved by the secondary control device for display, transmission or further processing.
[0032] According to a further embodiment of the method, the method comprises receiving safety-threatening data for a primary control device, which is designed as a trailer brake control device, from the tractor vehicle via a first tractor vehicle data interface or a second tractor vehicle data interface. Furthermore, the primary control device, which is designed as a trailer interface module for this purpose, also determines or recognizes whether a primary data bus is disturbed or undisturbed, i.e. whether there is a disturbed data transmission or there is a possibility of undisturbed data transmission. Furthermore, when the primary data bus is undisturbed, a data packet addressed to the trailer brake control device with the received safety-threatening data is sent out by the trailer interface module on the primary data bus. If the primary data bus is disturbed, the data packet is sent to the trailer brake control device on the secondary data bus.
[0033] According to a further embodiment, the method comprises receiving data for the secondary control device from the tractor vehicle via the first tractor vehicle data interface or the second tractor vehicle data interface through the trailer interface module. Furthermore, according to this embodiment, the method further comprises: sending out a data packet with data addressed to the secondary control device on the secondary data bus independently of whether the primary data bus is disturbed or not disturbed. Thus, data destined for the secondary control device is always sent on the secondary data bus. BRIEF DESCRIPTION OF THE DRAWINGS
[0034] Further embodiments are provided with the aid of the exemplary embodiments described in more detail in the drawings. In the drawings:
[0035] Figure 1 An embodiment of a trailer network system is shown; and
[0036] Figure 2 The steps of a method according to an embodiment are shown. DETAILED DESCRIPTION
[0037] Figure 1 A trailer network system 10 for data communication in a trailer vehicle 12 is shown. The trailer vehicle 12 is connected to a tractor vehicle 14 via a data line 11 in order to exchange data between the trailer vehicle 12 and the tractor vehicle 14. The trailer vehicle 12 and the tractor vehicle form a combination 15. The tractor vehicle 14 has a tractor vehicle brake control device 16, which generates a brake request 17 for the friction brake of the tractor vehicle 14, for example, depending on the driver's will. In addition, depending on the brake request 17 for the tractor vehicle 14, a brake request 17 for the trailer vehicle 12 is also generated in the tractor vehicle brake control device 16. The brake request 17 for the trailer vehicle 12 is transmitted to the trailer vehicle 12 as data, wherein these data are predefined as safety-threatening data 18.
[0038] In order to send the safety-threatening data of the brake request 17 to the trailer vehicle 12, the tractor vehicle brake control device 16 generates the brake request 17 and transmits it to the tractor vehicle interface module 20. The tractor vehicle interface module 20 generates a data packet 21 with the safety-threatening data 18 and transmits it to the trailer network system 10 via a first data connection 22. In order to receive the data packet 21, the trailer network system 10 comprises a trailer interface module 24 designed as a main control device 23, which is connected to the first data connection 22 via a first tractor vehicle data interface 26. The first data connection 22 is preferably an Ethernet data connection 28 and in this case a Gigabit Ethernet data connection 30. Accordingly, the first tractor vehicle data interface 26 is an Ethernet data interface 32 and in this case a Gigabit Ethernet data interface 34.
[0039] The safety-threatening data 18 is transmitted from the trailer interface module 24 to another main control device 23 of the trailer brake control device 38 constructed as the trailer network system 10 via the main data bus 36. The trailer interface module 24 is equivalent to a gateway module. The purpose of the gateway module is to mediate the connection between different network segments. Here, different communication protocols may be used in these network segments. The gateway module is designed to perform protocol conversion, thereby converting a message formatted as a communication protocol into a message of another communication protocol or vice versa. The gateway module can be installed in a separate housing in the form of an electronic control device or alternatively can also be part of the main control device 23. In the trailer brake control device 38, a data interface unit 40 is provided for receiving, and the data interface unit is connected to both the main data bus 36 and the secondary data bus 42. For this purpose, the data interface unit 40 includes a main data bus interface 44 and a secondary data bus interface 46. In contrast, the trailer interface module 24 includes a main data bus interface 48 and a secondary data bus interface 50. In a similar manner to the trailer brake control device 38 as the main control device 23, which is configured to actuate an actuator 77 of the service brake 75, for example, corresponding to the friction brake 68, the further main control devices 23 are connected to the main data bus 36 and the secondary data bus 42 via corresponding interfaces. These further main control devices 23 are respectively configured to actuate an actuator 79 for actuating a parking brake 81, an actuator 82 for raising and / or lowering a lifting axle 83, an actuator 84 for raising and / or lowering a trailer support foot 85, an actuator 86 for actuating a trailer vehicle leveling device 87, and an actuator 88, i.e., an electric drive 70, for driving or braking a wheel 89. Each of the actuators 77, 79, 82, 84, 86, 88 is used to implement one of a plurality of safety-related functions 41 that influence the driving function 43 of the trailer vehicle 12.
[0040] The main data bus 36 differs from the secondary data bus 42 in that the main data bus 36 includes main data bus interfaces 44, 48 connected to one of the main control devices 23, respectively, wherein the secondary data bus 42, in addition to the already mentioned secondary data bus interfaces 46, 50 connected to the trailer interface module 24 configured as the main control device 23 and to the trailer brake control device 38 configured as the main control device 23, also has a further secondary data bus interface 52. A communication system 54, a wireless interface module 56, an operating device 58 and a display device 60 are connected to the further secondary data bus interface 52. The communication system 54, the wireless interface module 56, the operating device 58 and the display device 60 can also be referred to as secondary control devices 62, respectively. Therefore, the secondary control device 62 is used to implement an actuator-free function 63 corresponding to a non-safety-related function 65.
[0041] The secondary control device 62 can also exchange data with a further module 64 of the tractor vehicle 14 via the trailer interface module 24 and the first data connection 22 and the tractor vehicle interface module 20. The data exchanged by the further module 64 of the tractor vehicle 14 and the secondary control device 62 are referred to as non-critical data 66. According to the invention, the non-critical data 66 are exchanged via the secondary data bus 42. In contrast, the safety-threatening data 18 are sent to the primary control device 23, which is designed as a trailer brake control device 38, via the primary data bus 36, provided that at least the primary data bus 36 is not disrupted. For example, the friction brake 68 or the electric drive 70 is actuated by means of these safety-threatening data 18, wherein the actuation of the electric drive can also be carried out via the trailer brake control device 38. Alternatively, as shown, the actuation of the drive 70 is carried out via a further separate primary control device 23. In order to actuate the electric drive of the tractor vehicle, the tractor vehicle brake control device 16 transmits, for example, an actuation signal 71 for the electric drive as safety-threatening data 18 to the trailer brake control device 38 .
[0042] Furthermore, a reversing camera 72 is connected to the trailer vehicle 12, wherein video data 73 of the reversing camera can also be transmitted to the towing vehicle 14 via the trailer interface module 24. Furthermore, the trailer interface module 24 also comprises a second towing vehicle data interface 74 for fallback compatibility, which corresponds to an interface 76 in accordance with the ISO 11992-3 standard. Furthermore, the trailer brake control device 38 is also configured with a third towing vehicle data interface 78, which is an interface 80 in accordance with the ISO 11992-2 standard, in order to also be fallback compatible with the towing vehicle 14. Therefore, the safety-threatening data 18 are also transmitted from the towing vehicle brake control device 16 of the towing vehicle 14 directly to the trailer brake control device 38 via the third towing vehicle data interface 78.
[0043] Figure 2 The steps of a method 90 according to an embodiment are shown. In step 92, a data packet 94 is received by the trailer interface module 24. In step 96, the trailer interface module 24 determines whether the data packet 94 includes safety-threatening data 18 or non-critical data 66. If the data of the data packet 94 are non-critical data 66, then these data are sent out on the secondary data bus 42 in step 98 if they are intended for the secondary control device 62. If the data are safety-threatening data 18 and it was detected in the previous step 100 that the primary data bus 36 was not disturbed 102, then in step 104 these safety-threatening data 18 are sent to the trailer brake control device 38 via the primary data bus 36. In contrast, if it was detected in step 100 that the primary data bus 36 was disturbed 106, then in step 104 the safety-threatening data 18 are sent to the trailer brake control device 38 via the secondary data bus 42. If in this case the trailer brake control device 38 detects safety-threatening data 18 on the secondary data bus 42 in step 108, the trailer brake control device 38 determines with its data interface unit 40 in step 110 whether the primary data bus 36 is disturbed 106 or undisturbed 102. If the primary data bus 36 is disturbed 106, the data packet 94 is processed in step 112, and if the primary data bus 36 is undisturbed 102, the data packet is discarded.
[0044] List of reference numerals (part of the description):
[0045] 10Trailer Network System
[0046] 11 Data lines
[0047] 12 trailer vehicles
[0048] 14Towing vehicles
[0049] 15 Combination
[0050] 16Traction vehicle brake control equipment
[0051] 17 Brake request
[0052] 18 Data that compromises security
[0053] 20 Traction Vehicle Interface Module
[0054] 21 packets
[0055] 22 first data connection unit
[0056] 23Main control equipment
[0057] 24 trailer interface module
[0058] 26 First traction vehicle data interface
[0059] 28 Ethernet data connection
[0060] 30 Gigabit Ethernet data connection
[0061] 32 Ethernet data interface
[0062] 34 Gigabit Ethernet data interface
[0063] 36 Main data bus
[0064] 38 Trailer brake control equipment
[0065] 40 Data Interface Unit
[0066] 41 Safety-related functions
[0067] 42 Secondary data bus
[0068] 43 Driving function
[0069] 44 First main data bus interface
[0070] 46 Secondary data bus interface
[0071] 48 Second main data bus interface
[0072] 50 Secondary data bus interface
[0073] 52 Secondary data bus interface
[0074] 54 Communication System
[0075] 56 wireless interface module
[0076] 58 Operating equipment
[0077] 60 display devices
[0078] 62 Secondary control devices
[0079] 63 Function without actuator
[0080] 64 additional modules
[0081] 65 Non-safety related functions
[0082] 66 Non-threatening data
[0083] 68 Friction brake
[0084] 70 Electric drive
[0085] 71 drive control signal
[0086] 72 Reversing Camera
[0087] 73 Video Data
[0088] 74 Second traction vehicle data interface
[0089] 75 Service brake
[0090] 76 interfaces in accordance with ISO 11992-3
[0091] 77 Actuator
[0092] 78 Third traction vehicle data interface
[0093] 79 Actuator
[0094] 80 interfaces in accordance with ISO 11992-2
[0095] 81 Parking brake
[0096] 82 Actuator
[0097] 83 lifting axis
[0098] 84 Actuator
[0099] 85 trailer support foot
[0100] 86 Actuator
[0101] 87 trailer vehicle level adjustment structure
[0102] 88 Actuator
[0103] 89 wheels
[0104] 90 Methods
[0105] Steps of the 92 method
[0106] 94 packets
[0107] Steps of the 96 method
[0108] Steps of the 98 Method
[0109] 100 Method Steps
[0110] 102 Main data bus undisturbed
[0111] Steps of the 104 method
[0112] 106 The main data bus is disturbed
[0113] Steps of the 108 Method
[0114] Steps of the 110 Method
[0115] Steps of the 112 Method
Claims
1. A trailer network system (10) for data communication in a trailer vehicle (12), the trailer network system comprising: - at least two main control devices (23) for implementing safety-related functions (41) of the trailer vehicle (12), - at least one secondary control device (62) for implementing a non-safety-related function (63) of the trailer vehicle (12), - a primary data bus (36) having a plurality of primary data bus interfaces (44, 48), wherein each of the primary control devices (23) is connected to a respective primary data bus interface (44, 48) of the plurality of primary data bus interfaces (44, 48), and the secondary control device (62) is not connected to the primary data bus (36), - A secondary data bus (42) having a plurality of secondary data bus interfaces (46, 50, 52), wherein the primary control device (23) is connected to one of the plurality of secondary data bus interfaces (46, 50, 52) and the secondary control device (62) is connected to another of the plurality of secondary data bus interfaces (46, 50, 52).
2. The trailer network system (10) according to claim 1, wherein: - each of the main control devices (23) corresponds to a control device which is set up to influence a driving function (43) of the trailer vehicle (12) and is in particular set up to control one or more actuators (77, 79, 82, 84, 86, 88) of the trailer vehicle (12), and The secondary control device (62) corresponds to a control device which is designed so that the driving function (43) of the trailer vehicle (12) is not influenced and which is designed in particular to carry out an actuator-free function (63).
3. The trailer network system (10) according to claim 1 or 2, wherein: Each of the main control devices (23) is respectively configured to control at least one of the following actuators (77, 79, 82, 84, 86, 88) of the trailer vehicle (12): - an actuator (77) for actuating the service brake (75), - an actuator (79) for actuating the parking brake (81), - an actuator (82) for raising and / or lowering the lifting bridge (83), - an actuator (84) for raising and / or lowering the trailer support foot (85), - an actuator (86) for controlling a trailer vehicle leveling mechanism (87), - an actuator (88) for driving or braking a wheel (89), And wherein the secondary control device (62) is designed to carry out functions other than actuating the listed actuators (77, 79, 82, 84, 86, 88).
4. The trailer network system (10) according to any one of the preceding claims, wherein: At least one, a plurality of or each of the primary control devices (23) comprises a data interface unit (40) which is configured to distinguish between undisturbed data transmission (102) and disturbed data transmission (106) on the primary data bus (36) and to ignore predefined safety-threatening data (18) addressed to the primary control device (23) on the secondary data bus (42) in the case of undisturbed data transmission (102).
5. The trailer network system (10) according to any one of the preceding claims, wherein: The secondary control device (62) corresponds to one of the following items or the secondary control devices (62) correspond to one of the following items respectively: - Communication systems (54), - a wireless interface module (56), - operating equipment (58), and - Display devices (60).
6. The trailer network system (10) according to any one of the preceding claims, comprising a plurality of main control devices (23), wherein: - one of the main control devices (23) corresponds to a trailer brake control device (38) and is set up to actuate a friction brake (68) of the trailer vehicle (12), and wherein the other main control device (23) is a control device for actuating an electric drive (70) of the trailer vehicle (12), wherein the safety-threatening data (18) comprises a brake request (17) for activating the friction brake (68) and a control signal (71) for actuating the electric drive (70) addressed to one of the main control devices (23), or wherein, - A trailer brake control device (38) is formed by at least two of the main control devices (23), wherein at least one, two or all of the main control devices (23) forming the trailer brake control device (38) are set up for actuating a friction brake (68) of the trailer vehicle (12), wherein the safety-threatening data (18) include a brake request (17) for activating the friction brake (68) addressed to at least one of the main control devices (23) forming the trailer brake control device (38).
7. The trailer network system (10) according to any one of the preceding claims, comprising a plurality of main control devices (23), wherein: One of the main control devices (23) is a trailer interface module (24), which has a first tractor vehicle data interface (26), wherein the first tractor vehicle data interface (26) is an Ethernet data interface (32), particularly preferably a Gigabit Ethernet data interface (34), and / or the trailer interface module (24) has a second tractor vehicle data interface (74), which is an interface (76) that complies with the ISO 11992-3 standard.
8. The trailer network system (10) according to any one of the preceding claims, comprising a main control device (23) designed as a trailer brake control device (38), the main control device having a third towing vehicle data interface (78), wherein: The third traction vehicle data interface (78) is an interface (80) that complies with the ISO 11992-2 standard.
9. A trailer vehicle (12) having a trailer network system (10) according to any one of claims 1 to 8.
10. A combination (15) comprising a trailer vehicle (12) and a tractor vehicle (14) according to claim 9.
11. Method (90) for operating a trailer network system (10) according to any one of claims 1 to 8, a trailer vehicle (12) according to claim 9 or a combination (15) according to claim 10.
12. The method according to claim 11, wherein: The method comprises: - identifying, by the primary control device (23), a data packet (94) on the secondary data bus (42) addressed to the primary control device (23) and containing safety-threatening data (18), - determining whether the primary data bus (36) is disturbed (106) or undisturbed (102), and - processing the data packet (94) when the primary data bus (36) is disturbed (106), and - When the primary data bus (36) is undisturbed (102), the data packet (94) is discarded.
13. The method (90) according to claim 11 or 12, further comprising: - identifying, by the primary control device (23), a data packet (94) on the secondary data bus (42) addressed to the primary control device (23) and having non-safety-threatening data (66), and - Processing the data packet (94).
14. The method (90) according to any one of claims 11 to 13, further comprising: - receiving safety-threatening data (18) for a main control device (23) designed as a trailer brake control device (38) via the first towing vehicle data interface (26) or the second towing vehicle data interface (74) by means of a main control device (23) designed as a trailer interface module (24), - determining, by means of the trailer interface module (24), whether the primary data bus (36) is disturbed (106) or undisturbed (102), and - sending a data packet (94) with safety-threatening data (18) addressed to the trailer brake control device (38) on the primary data bus (36) when the primary data bus (36) is undisturbed (102), or sending the data packet (94) on the secondary data bus (42) when the primary data bus (36) is disturbed (106).
15. The method (90) according to any one of claims 11 to 14, further comprising: - receiving data for a secondary control device (62) from the tractor vehicle (14) via the first tractor vehicle data interface (26) or the second tractor vehicle data interface (74) by means of a primary control device (23) designed as a trailer interface module (24), and - a data packet (94) with the data addressed to the secondary control device (62) is sent out on the secondary data bus (42) independently of whether the primary data bus (36) is disturbed (106) or undisturbed (102).