SYSTEM FOR CONTROLLING, REGULATING AND / OR MONITORING AN AIRCRAFT

Description

[0001] The present invention relates to a system for controlling, regulating and / or monitoring an aircraft, in particular an airplane.

[0002] Typically, different computers and local data buses are used for the systems required for flight operations, as each system has specific functional requirements and requires specifically designed interfaces to implement those functions. This results in a multitude of different devices and system configurations having to be developed specifically for each application, which is associated with high development costs, high costs in series production, and technical risks. Such systems include, for example, the flight control system, the landing gear system, the actuation system, or the air conditioning system of an aircraft. Those skilled in the art will appreciate that the above exemplary list is not exhaustive and that the invention can also be used for other systems not listed.

[0003] To date, it has generally been the case that, for example, standalone computers are developed in the landing gear area, which provide the typical interfaces and associated functionality for landing gear applications. However, these specially developed computers are not suitable for other systems, such as flight control systems. Therefore, computers specifically developed for this application are used for flight control systems.

[0004] This results in the disadvantage that devices developed for a specific system or parts of a system are not applicable to other systems or cannot be used in other systems. High development effort and correspondingly high costs result when new or modified systems have to be developed.

[0005] For aircraft operators, it is very time-consuming and costly to service and maintain the various devices correctly in the event of failure or malfunction. Procuring replacement devices or maintaining a variety of devices is also complex and costly, sometimes leading to long, unwanted downtimes for aircraft.

[0006] According to US Pat. No. 8,600,584 B2, a system was envisaged based on generically applicable computers and providing for different flight control systems with identical devices. The computers are interconnected via an AFDX network, and so-called "switches" are provided in the aircraft, which are installed as separate devices.

[0007] Due to the IMA philosophy (IMA: "integrated modular avionics") pursued in this publication, the interfaces of different system types (e.g., landing gear applications, flight control systems, air conditioning systems, etc.) are consolidated on single computers. The complexity and error susceptibility of this system discussed in this publication are comparatively high.

[0008] State-of-the-art concepts use data concentrators that jointly process information from different system types. The disadvantage of this approach is that during development and system integration, systems with different requirements are directly dependent on each other, and fault isolation is often difficult in the event of a fault. Furthermore, in the event of a fault or component failure, multiple systems can be affected simultaneously.

[0009] As an example, reference is made to the previously known systems according to EP3026867A1 and DE102005008556A1.

[0010] The aim of the present invention is therefore to create a system for controlling, regulating, and / or monitoring an aircraft that requires fewer resources from the aircraft manufacturer in terms of both development effort and running costs. Furthermore, the scope of functions, availability, and safety should be designed in a cost-optimized manner, depending on the system requirements, through a suitable selection and combination of the available components.

[0011] This is achieved with a system that has all the features of claim 1. Further advantageous embodiments are set out in the dependent claims.

[0012] Accordingly, the system for controlling, regulating, and / or monitoring an aircraft comprises: at least one main processor unit configured to process and output data, at least one first remote electronics unit having an interface configured to interact with a first aircraft function, and at least one second remote electronics unit having an interface configured to interact with an interface of a second aircraft function. The system is characterized in that the first remote electronics unit and the second remote electronics unit are identical to one another in their hardware structure.

[0013] By providing an identical design of remote electronics units (also called "Remote Electric Data Concentrators, REDCs") that can be used for different aircraft functions and simultaneously have identical hardware configurations, unit manufacturing costs can be reduced. Furthermore, the repeated use of the same hardware reduces the complexity of the system and makes it easier to maintain appropriate spare or replacement parts in the event of a failure.

[0014] The remote electronics units to be used in the system according to the invention are based on the properties of a generic hardware designed to control and monitor cockpit components, a flight control system, a landing gear system, an actuation system and / or an air conditioning system.

[0015] According to an advantageous modification of the invention, it is provided that the interface of the first remote electronics unit and the interface of the second remote electronics unit are configurable, preferably by adapting software or an IP core.

[0016] This ensures that the same hardware structure can be used for the different functions, even though the different interfaces have different requirements.

[0017] Accordingly, it can be provided that the first aircraft function and / or the second aircraft function is a flight control system, a landing gear system, an actuation system and / or an air conditioning system of an aircraft.

[0018] The use of remote electronics units with similar hardware to perform the different functions brings a significant scaling advantage.

[0019] Furthermore, it can be provided that the system further comprises a second main processor unit, wherein the first main processor unit is connected to the first remote electronics unit via a first data bus, the second main processor unit is connected to the second remote electronics unit via a second data bus, and the first data bus is separate from the second data bus, so that the two data buses have no common components.

[0020] It can be provided that the first data bus and the second data bus are identical in their underlying technology.

[0021] For each aircraft function, there is at least one main processing electronic unit (MPEU), at least one remote electronic unit, and at least one data bus system connecting the components associated with the respective aircraft function. Data buses of different systems are separated from each other.

[0022] The data bus system to be used in the system according to the invention is based on a deterministic and real-time capable field bus using a time-triggered protocol.

[0023] According to an optional modification, it can be provided that the first main processor unit and the second main processor unit are identical to each other in their hardware structure.

[0024] The main processor units used in the system according to the invention are based on the properties of generic hardware, which primarily forms the interface to the aircraft-specific bus system(s). Furthermore, they can be designed to calculate and evaluate data relevant to the connected aircraft function for controlling, regulating, and monitoring, or to provide system-specific information to the aircraft. The main processor unit thus preferably also serves as a central hub for distributing data to the connected components in the system according to the invention.

[0025] According to an advantageous embodiment of the system according to the invention, all remote electronics units and / or main processor units present in the system are identical to one another in their hardware configuration. Furthermore, it is also possible for all remote electronics units and / or main processor units present in the system to consist of only two types of hardware that differ in their hardware configuration. Accordingly, there can be two types of main processor units and / or two types of remote electronics units. This is advantageous for safety-critical systems because, due to a deviation in the hardware consistency, the occurrence of structural errors in both different types is significantly reduced.Although this dissimilar redundancy of components, which is sometimes required by regulatory authorities, weakens the advantages in terms of the positive quantity effect of the installed parts, it is advantageous for sufficient safety in critical systems.

[0026] Preferably, the main processor unit comprises an integrated hub having a plurality of ports for connecting a data line for remote electronic units and preferably being designed to synchronously send identical data via a plurality or all of its ports to the data lines connected thereto.

[0027] Since the main processor unit is intended to be universally applicable within the framework of the system according to the invention, the main processor unit preferably includes an integrated hub that forwards all data to all network participants via its ports and enables synchronous data traffic between all participants. This makes it possible to transmit the required data over long distances to a multitude of remote electronic units exclusively via suitable bus connections, without the use of additional devices installed in the aircraft. Furthermore, it is possible to expand the number of bus participants by connecting another bus system and additional components to a port of the hub, whereby all participants are able to communicate with each other without delay.

[0028] According to a further preferred modification, it is provided that the main processor unit has three ports, all designed to communicate with the same data bus technology, wherein preferably one port is the integrated hub of the advantageous limitation of the invention described above.

[0029] In specific applications, it is necessary for participants in the system according to the invention to communicate with other data content via an independent data network. This requirement is met by the main processor unit providing at least two additional connections using the same bus technology. This also enables the connection of additional main processor units or remote electronics units.

[0030] Depending on the application, it may be advantageous for basic functions to be executed via separate networks. Basic functions include, for example, the evaluation of cockpit sensors, which transmit pilot commands to the main processor unit, the control of actuators in the wing, and the merging of signals from monitoring sensors. The advantage is that in the event of a fault within a network, only a subfunction fails. Furthermore, separation enables more precise fault isolation and simplifies the integration of basic functions (e.g., in the case of modifications to a subfunction).

[0031] According to a further development of the invention, it is advantageous if the main processor unit is part of two separate data buses.

[0032] Depending on the application, it may be advantageous to execute basic functions over separate networks. Basic functions include, for example, the evaluation of cockpit sensors that transmit pilot commands to the main processor unit, the control of actuators in the wing, or the merging of signals from monitoring sensors.

[0033] The advantage is that in the event of a fault within a network, only a subfunction fails. Furthermore, separation enables more precise fault isolation and simplifies the integration of basic functions (e.g., when modifying a subfunction).

[0034] Furthermore, it can be provided that the main processor unit and / or the remote electronics unit has a backup data bus interface which is designed to operate with an alternative data bus technology to that otherwise used in the main processor unit.

[0035] In highly critical systems, in order to meet safety requirements, the simultaneous failure of redundant devices due to a similar fault must typically be avoided.

[0036] To prevent a similar error in the data network from leading to the failure of a redundant data network in which the data bus is based on the same technology, the main processor unit and the remote electronics unit can be provided with an additional data bus interface that uses a different data bus technology. If the safety requirements stipulate an alternative data bus technology, this requirement can be implemented.

[0037] According to an advantageous modification of the invention, it is provided that a first subsystem comprises the first main process computer, the first remote electronics unit and a first data bus connecting the first main process computer and the first remote electronics unit, a second subsystem comprises a second main process computer, the second remote electronics unit and a second data bus connecting the second main process computer and the second remote electronics unit, wherein the data bus of the first subsystem is separate from the data bus of the second subsystem, and the first subsystem is redundant to the second subsystem.

[0038] Each of the subsystems can have more than one main process computer and / or more than one remote electronics unit. If this is the case, it can be provided that the multiple main process computers and / or the multiple remote electronics units of a subsystem do not differ in their respective hardware configuration. Preferably, it can also be provided that the multiple main process computers and / or the multiple remote electronics units of the multiple subsystems do not differ in their respective hardware configuration.

[0039] Furthermore, it can be provided that one or more of the remote electronics units connected to the data bus of the first subsystem are also connected to the data bus of the second subsystem. Conversely, one or more of the remote electronics units connected to the data bus of the second subsystem are also connected to the data bus of the first subsystem. This is advantageous in order to be able to transfer the data from the other subsystem in the event of a fault in one subsystem.

[0040] It is also advantageous if the main process computer of the first subsystem is connected to the main process computer of the second subsystem via a line separate from the data buses in order to enable the exchange of system-relevant data between the subsystems.

[0041] According to an optional further development, the components of the first subsystem differ from the components of the second subsystem in their hardware structure and software, but are designed to operate the same external interfaces and implement the same functions in terms of content, and wherein preferably within the first subsystem and / or the second subsystem the main processor units and / or the remote electronics units are of the same type.

[0042] Within a subsystem, it is therefore advantageous if the remote electronics units have identical hardware configurations. The same applies to multiple main processor units used in a subsystem.

[0043] To achieve redundancy, two types of generic remote electronics units and two types of generic main processor units are provided. These differ significantly in hardware and software, i.e., they are dissimilar. However, they are capable of operating at least the same external interfaces and providing the same functions.

[0044] These dissimilar components are able to perform the same functions, but differ in hardware and software to such an extent that similar errors are avoided or largely avoided with redundant functionality.

[0045] It can be provided that the data network (data bus technology) used for communication between the main processor unit (both types) and the remote electronics unit (both types) is based on the same technology even in the redundantly designed system. To prevent an error occurring in the data network that has the potential to corrupt the dissimilarly redundant subsystems, a backup data bus technology can be provided that connects the components based on an alternative bus technology.

[0046] According to an advantageous embodiment, it is provided that for each of the several aircraft functions of the aircraft, a separate system is provided, comprising at least one main process computer, at least one remote electronics unit and at least one data bus connecting the main process computer and the remote electronics unit.

[0047] When the invention is applied simultaneously to several system types (e.g. landing gear control systems, flight control systems, air conditioning systems ...) within an aircraft, the systems are designed separately from each other.

[0048] By separating the individual functions and providing the respective components, complexity is reduced and troubleshooting is simplified.

[0049] For the invention, the data bus can be a deterministic and real-time capable data bus.

[0050] The system is based on the premise that different systems can be controlled and monitored using the same components. When different system types are used within an aircraft (e.g., flight control systems, landing gear, air conditioning systems, etc.), a separate system is used for each system type. It is advantageous that each system can be developed, integrated, and approved as a single unit according to its functionality. In the event of a fault or component failure, it is advantageous that only the functionality or availability of one system type is affected.

[0051] Further features, advantages, and details of the invention will become apparent from the following description of the figures. These show: Fig. 1: the system according to the invention in a schematic diagram, Fig. 2: the system according to the invention in a redundant embodiment, and Fig. 3: the system according to the invention in an embodiment for a safety-critical function.

[0052] Fig. 1 shows the system 1, which has a main processor unit 2 and several remote electronics units 3 connected to it via a bus connection 4. The bus connection 4 is separate from the bus connection 5, which also originates from the main processor unit 2.

[0053] The control, regulation or monitoring system 1 of an aircraft or aircraft according to the invention comprises at least one main processor unit 2 (also called: central computer or MPEU), at least one remote electronics unit 3 (also called: REDC) and at least one data bus system 4, 5 which connects the components 2, 3.

[0054] The main processor units 2 provided in the system according to the invention are based on the properties of generic hardware, which primarily forms the interface to the aircraft-typical bus systems and calculates and evaluates relevant data for controlling, regulating, and monitoring an optionally connected control or monitoring system. Furthermore, it can provide the aircraft with system-specific information. The main processor unit 2 thus also serves as a central hub for distributing data to the connected components 3.

[0055] The remote electronic units 3 to be used in the system according to the invention are also based on the properties of a generic hardware designed to control and monitor system and cockpit components, flight controls, landing gear, actuation systems and air conditioning systems.

[0056] The data bus system 4, 5 used is based on a deterministic and real-time capable fieldbus using a time-triggered protocol.

[0057] The number of devices or remote electronics units 3 to be used is primarily determined by the location and the number of interfaces required there. Location refers to the installation location in the aircraft, such as the cockpit, wing, tail, fuselage, landing gear area, etc. The goal is to minimize the cabling effort and the associated weight, and to achieve an optimal cost-to-performance ratio. Fig. 1 shows an expanded configuration of the system according to the invention, which comprises several remote electronics units 3 with identical hardware, which are connected via the data bus and communicate with the main computer. The electrical interfaces of the remote electronics units 3 can be configured for specific applications via software, so that, for example, with the same hardware, one or more remote electronics units 3 can control actuators, and additional remote electronics units 3 can evaluate sensors in the cockpit.

[0058] In typical aircraft applications, it is necessary to compare status information from one wing side (left wing or right wing) with the other wing side, or to synchronously transmit control signals from the main processor unit 2 to the remote electronics units 3 installed in the right and left wings. Furthermore, in typical flight control systems, the status and control signals are transmitted over long distances from the front of the aircraft to the rear and vice versa.

[0059] In the system according to the invention, the main processor unit 2 serves, among other things, as a central hub for distributing data to the connected networks. A data bus 4, 5 is used for data exchange between the remote electronics units 3 and the main processor units 2. Depending on the application, the number of participants and cable lengths can be flexibly configured using various connection options on the main processor unit 2.

[0060] The data bus 4, 5 can be a deterministic and real-time capable fieldbus. For universal applicability, it is advantageous that the system execution time is not affected by the variable number of participants. A fieldbus has the characteristic that the applicable cable lengths and the number of connected devices are freely selectable but nevertheless limited.

[0061] Since the main processor unit 2 is intended to be universally applicable within the system 1, the main processor unit 2 includes an integrated hub 7, which forwards all data to all network participants via its ports 71, 72, and 73 and enables synchronous data traffic between all participants. This makes it possible to transmit the required data over long distances to a large number of remote electronic units 3 exclusively via suitable bus connections 4, without the use of additional devices to be installed in the aircraft.

[0062] Furthermore, it is possible to expand the number of bus nodes by connecting an additional bus system 4 and components to a port 71, 72, 73 of the hub 7, whereby all nodes are able to communicate with each other without delay. In specific applications, it is necessary for the nodes to communicate with different data content via an independent data network 5. This requirement is met by the main processor unit 2 providing at least two additional ports 81, 82 with the same bus technology. This also enables the connection of additional main processor units 2 or remote electronics units 3.

[0063] Depending on the application, it may be advantageous to execute basic functions via separate networks 4, 5. Basic functions include, for example, the evaluation of cockpit sensors, which transmit pilot commands to the main processor unit 2, the control of actuators in the wing, or the merging of signals from monitoring sensors. The advantage is that in the event of a fault within a network 4, 5, only a subfunction fails. Furthermore, separation enables more precise fault isolation and simplifies the integration of basic functions (e.g., in the case of modifications to a subfunction).

[0064] In the Fig. 1 The information from the cockpit components is transmitted via a separate network 5. Due to the complexity and distribution of the remote electronics units 3 in the aircraft, the system functions controlled via the data bus 4 are operated via a separate, combined network 4.

[0065] Fig. 2 shows a redundant embodiment of the system 1. In order to increase the availability of a function (e.g. in the event of failure of one or more components), a system can be designed using the generic main processor unit 2 and the generic remote electronics unit 3, which has two mutually redundant subsystems, each subsystem consisting of at least one main computer 21, 22, a remote electronics unit 31, 32, 33 and a data bus system 41, 52.

[0066] This so-called duplex system 1 has the advantage that in the event of a component failure or the failure of an entire subsystem, the redundant system can maintain system functionality. The system 1 is designed in such a way that the remote electronics units 3 assigned to actuate and monitor the system 1 are independently capable of detecting a fault in a subsystem and, in the event of a fault, of adopting the data of the redundant subsystem for further control and monitoring. If required, the system 1 can be expanded to include additional subsystems. This duplex architecture can be used as an example for a chassis application. Two identical but separate bus systems 41, 52 with connected components are used. The subsystems, which are Fig. 2 shown as examples of the Landing Gear Control System and Cockpit Controls, can be configured and expanded for specific applications as described above.

[0067] The cockpit components 31, 32 consist, for example, of redundant sensors whose signals are separately assigned to the generic remote electronics units 3 of two bus systems 41, 52.

[0068] The remote electronics units 3 assigned to the exemplary system are connected to both bus systems 41, 52 in order to be able to take over the data of the other subsystem in the event of a fault in one subsystem. The exchange of system-relevant data of both subsystems takes place between the main processor units 2, whereby a freely assignable data bus interface is used in the sense of the generic main processor unit 2 in order to create a cross-connection 6 between the two main processor units 21, 22. It is possible to connect further subsystems to the main processor unit 2 via a data bus (see arrow in Fig. 2 "scalable").

[0069] Fig. 3 shows a system 1 according to the invention for use in highly critical systems. To meet safety requirements, the simultaneous failure of redundantly used devices due to a similar type of fault must typically be avoided. For this purpose, two types of generic remote electronics unit 3 (REDC) and two types of generic main processor unit 2 (MPEU) are provided, whereby the two types differ largely in hardware and software (dissimilar). However, they are capable of providing at least the same external interfaces and functions. The data network used for communication between the main processor unit 2 (both types) and remote electronics unit 3 (both types) is also based on the same technology in the redundantly designed system.

[0070] In order to prevent a similar error in the data network from leading to the failure of the entire data network, the main processor unit 2 and remote electronics unit 3 contain at least one further data bus interface 9 of different technology, which can be used as a backup data bus depending on requirements.

[0071] The exemplary concept presented is suitable for use in a safety-critical Flight Control System (FCS). The required availability is achieved by structuring the system redundantly from two subsystems. Identical remote electronics units 3 of one type and identical main processor units 2 of one type are used within one of the two subsystems.

[0072] The number of devices is selectable. In the subsystem redundant to the first subsystem, the generic remote electronics units 3 and main processor units 2 of the second type are used if a common failure or a similar error of the redundant components is classified as safety-relevant. In this example, the cockpit signals relevant to actuating the control surfaces are evaluated by remote electronics units 3 and made available to the main processor units 2 for further processing via a separate data network. The remote electronics units 31, 32 of the cockpit interfaces are identical to the remote electronics units 3 of the system components (e.g., actuators or monitoring sensors), since they can be configured for specific applications.

[0073] The main processor units 2 serve as the central computer unit, as described above. The remote electronics units 3 assigned to the control surfaces to be actuated and monitored are connected to both subsystems. This allows the data from the other subsystem to be transferred in the event of a failure in one subsystem.

[0074] To avoid a loss of the control and monitoring function of the control surfaces due to a joint failure of both partial data networks, relevant components are connected via a backup system through which a minimum control function can be maintained.

[0075] The remote electronics units 3 to be used are based on the properties of generic hardware, whose interfaces are primarily designed for applications in flight control, landing gear, actuation systems, and air conditioning systems. The required interfaces are configured for specific applications using software or IP cores. This allows different system-specific configurations to be created using the same hardware components (e.g., use in the cockpit area for reading and evaluating cockpit sensors, controlling and regulating flight control and actuation systems, evaluating landing gear components such as proximity switches). The configurable interfaces are implemented in such a way that they can be used for most control, regulation, and monitoring tasks within various control systems.The remote electronics used in System 1 also has the option of being connected to two separate, but similar, bus systems. The remote electronics unit 3 is capable of checking the assigned data for validity and selecting the data source on the basis of which the functions are to be executed. The remote electronics unit 3 includes at least one additional data bus interface 9 of different technology, which, depending on the design, can be used as a backup data bus.

[0076] The main processor units 2 to be used are also based on the properties of generic hardware, which forms the interface to the aircraft-typical bus systems. Furthermore, the main processor unit 2 evaluates relevant data for the control or monitoring system connected to it or provides system-specific information. If required, control signals originating from the cockpit, which are typically provided as analog signals by sensors or switch elements, are digitized in the system according to the invention by means of locally located remote electronics units 3 and provided via a data bus to at least one central main processor unit 2 for further processing. This occurs primarily when this information is not already available on the aircraft-typical data buses.

[0077] The main processor unit 2 forms the central processing unit, which, using predefined algorithms, generates the necessary signals for controlling system components from the cockpit information and the aircraft-specific information. Depending on the complexity of the system to be operated, the implementation of the control laws and calculation of the control algorithms are performed by at least one main processor unit 2 or distributed among several main processor units 2, which, according to an advantageous embodiment, differ only in their software. The control signals are made available by the main processor unit 2 on the data bus network, so that generic remote electronics units 3 can locally operate the electrical control elements as required.

[0078] The system according to the invention is to be regarded as a platform that is already suitable for most aircraft-typical applications and can only be adapted in a few cases with little and cost-effective effort in terms of software, hardware development and qualification.

[0079] One like in Fig. 3 The example architecture shown, for example, for a chassis system, comprises two redundant systems that operate independently of each other. Each subsystem uses a separate bus system for communication between the system components.

[0080] In the exemplary system, a main processor unit 2 (MPEU) for each subsystem serves as the central processing unit for the landing gear function. Two main processor units 2 of the same type can be used, processing the relevant aircraft data, control signals from the cockpit, and system information. The main processor unit 2 also determines the commands for actuating and controlling the landing gear subsystems, such as landing gear extension and retraction or steering. Furthermore, the main processor unit 2 independently monitors the critical functions. The main processor unit 2 also serves as a communications interface to the aircraft, i.e., the main processor unit 2 provides the landing gear system data required in the aircraft for further applications.

[0081] The main processor units 2 are connected via the data bus 4 to remote electronics units 3 (REDC), which are located as close as possible to the landing gear and cockpit. This has the advantage of significantly reducing the effort required for wiring installation, as well as the cable weight and length, compared to a conventional system.

[0082] The remote electronics units 3 form the decentralized interface to the analog and discrete signals of the landing gear and cockpit components. In the present exemplary embodiment, remote electronics units 3 of the same type are used. For the remote electronics units 3 installed in the landing gear area, their inputs and outputs are preferably used for evaluating proximity switches or controlling valves, whereas the remote electronics units 3 assigned to the cockpit, for example, evaluate the pilot's commands using the Landing Gear Control Panel and tiller.

[0083] The data relevant to the system is made available to the main processor unit 2 via the data bus 4. According to the system according to the invention, the remote electronics units 3 used in the cockpit and in the landing gear are identical in their hardware, but are configured for specific applications using different application software to operate the different interfaces.

[0084] Known system architectures for chassis systems typically use independent computers, where each computer is connected to an associated set of sensors and actuators and its own cable network. This has the disadvantage that if one component of the subsystem fails, the entire subsystem typically fails, and only the redundant system maintains functionality. According to the invention, in the present exemplary embodiment, the availability of the system is significantly increased in the event of a component or data network failure by virtue of the fact that the universally applicable remote electronics unit 3 is capable of receiving data from the redundant network of the other subsystem and thus continuing the control and monitoring function of the chassis component without restriction.

Claims

1. System for controlling, regulating and / or monitoring an aircraft, comprising: at least one main processor unit (2) configured to process and output data, at least a first remote electronics unit (3) having an interface adapted to interact with a first aircraft function, and at least one second remote electronics unit (3) having an interface adapted to cooperate with an interface of a second aircraft function, wherein the first aircraft function and / or the second aircraft function is a flight control system, a landing gear system, an actuation system and / or an air conditioning system of the aircraft, and wherein the first remote electronics unit (3) and the second remote electronics unit (3) are identical to each other in terms of hardware structure, characterized in that the main processor unit (2) and the remote electronics units (3) are based on the properties of a generic hardware; the main processor unit (2) comprises an integrated hub (7) having a plurality of ports (71, 72, 73) for connecting a data line (4) for remote electronics units (3) based on a deterministic and real-time capable fieldbus using a Time Triggered Protocol and is configured to forward all identical data output by the main processor unit to all network members via some or all of its ports and to enable synchronous data traffic between all network members, wherein the network members can be a plurality of remote electronic units, further bus systems and components, wherein the number of network members can be expanded by connecting further bus systems and components to a port (71, 72, 73) of the hub (7) and all network members can communicate with one another.

2. System according to the preceding claim 1, wherein the main processor unit (2, 21, 22) comprises three ports, all of which are designed to communicate with the same data bus technology.

3. System according to any one of the preceding claims, wherein the main processor unit (2) is part of two separate data buses.

4. System according to any one of the preceding claims, wherein the main processor unit (2) further comprises a back-up data bus interface (9) which is adapted to operate using a different data bus technology to that otherwise used in the main processor unit (2).