METHOD FOR CONFIGURING CONTROL SOFTWARE IN A RAIL VEHICLE

Description

[0001] Method for configuring control software for a rail vehicle.

[0002] The invention relates to a method for configuring control software in a rail vehicle which is preferably already in operational use.

[0003] The behavior of a rail vehicle is determined by vehicle software or control software. This software is specifically developed for a rail vehicle type and is referred to, tested, and approved as a software release for that specific type.

[0004] The software is installed on the rail vehicle before or during delivery and is an integral part of the rail vehicle upon delivery to a customer.

[0005] Changes or adaptations to the software requested by the customer require cost-intensive redevelopment or additions to the software, followed by renewed testing and approval, including commissioning of the software on the customer's rail vehicle.

[0006] After approval, the correspondingly modified vehicle or control software is "loaded" onto the respective rail vehicle or installed in the corresponding programmable components on site with the assistance of service personnel.

[0007] Depending on the extent of the software change, a so-called non-regression test must be carried out in a suitable test infrastructure after commissioning.

[0008] This process of software change is intensive in terms of time, personnel and costs.

[0009] US 2020 / 0044868 A1 discloses a method for selectively activating and configuring components, in which a manufactured electronic device contains at least one hardware component that is locked or deactivated. An end user of the electronic device uses a computer-based or cloud-based platform to request the activation or update of this hardware component.

[0010] US 2016 / 001720 A1 discloses a rental car with features that can be wirelessly activated or deactivated. Additional features can be purchased and activated after a customer has paid for an initial set of features and begun using the vehicle. The vehicle's configuration is automated by sending a configuration message to the vehicle.

[0011] It is therefore the object of the present invention to provide an improved method for adapting or configuring vehicle or control software in a rail vehicle.

[0012] This object is achieved by the features of claim 1 and claim 11. Advantageous further developments are specified in the dependent claims.

[0013] The invention relates to a method for configuring vehicle software or control software in a rail vehicle and to a rail vehicle with control software.

[0014] According to the invention, in addition to basic functions, the software also includes additional functions that can be optionally activated or deactivated and with which customer-specific wishes or a customer-specific requirement profile can be addressed on a vehicle-specific basis.

[0015] The basic functions describe the software components required for the basic operation of the rail vehicle, for example functions, which concern the drive or its control, which concern the brakes or their control, etc.

[0016] The optional functions describe functions that can be selected or influenced according to customer requirements or customer-specific requirements even after delivery of the rail vehicle. This includes, for example, an activatable or deactivatable function. which concerns a "rail vehicle wash" operating mode or enables and addresses this operating mode, which enables or concerns the setting or specification of a maximum speed of the rail vehicle, which enables or concerns the activation of specific performance increases of the rail vehicle, which enables or concerns the activation of a driver assistance system, etc.

[0017] The basic functions and the optional functions are tested, validated and approved in their forms, combinations and functional sequences by the manufacturer or by authorized bodies before implementation in the rail vehicle.

[0018] In this context, it is important that the basic functions and the optional functions are approved for each vehicle type and individual vehicle, while the optional functions can also be activated or deactivated for each individual vehicle.

[0019] The optional functions are activated or deactivated by individually assigned parameters and, if necessary, their sequence or result is influenced by set parameters.

[0020] These parameters are referred to below as switching parameters and are designed as value parameters or parameter fields.

[0021] A value parameter is used to activate or deactivate an assigned optional function in a selected rail vehicle, while a parameter field is used to influence not only the activation or deactivation of an assigned optional function but also its internal process in a selected rail vehicle.

[0022] To ensure the functional safety of the software for the selected rail vehicle, the switching parameters are encrypted individually or as a file specific to the individual vehicle and transferred to the selected rail vehicle.

[0023] This prevents unauthorized manipulation and prevents unauthorized duplication of the switching parameters for other rail vehicles.

[0024] Only the selected rail vehicle is then able to perform the decryption on the vehicle side in order to apply the switching parameters.

[0025] In a preferred further development, an individual identification number of the rail vehicle is used for this purpose.

[0026] According to the invention, an individual identification number of the rail vehicle is used for this purpose.

[0027] In a preferred further development, the so-called "UIC marking" is used as the individual identification number, which has been used for the approval of locomotives in Germany since the beginning of 2007.

[0028] The UIC marking consists of a twelve-digit number that uniquely identifies the rolling stock in an EU-wide vehicle registration register. The first two digits represent a type code, while the next two digits represent a country of origin. Further digits from the serial numbers 5 to 11 can be freely defined by each EU country, followed by a further digit as a check digit. The final digit is a country code and an abbreviation for the vehicle keeper.

[0029] According to the invention, the switching parameters are selected or determined by the manufacturer or distributor of the rail vehicle. This enables intelligent fleet management, in which selected rail vehicles are adapted to specific tasks according to customer specifications or a customer-specific requirement profile.

[0030] In an advantageous further development, the switching parameters are defined using software-supported tools that enable, for example, sales staff to select permissible switching parameters for corresponding functions, fill them in as a switching parameter set and save them.

[0031] In an advantageous further development, the switching parameters are saved in the form of a file that can be processed directly by the control units of the rail vehicle.

[0032] In an advantageous further development, the file with the switching parameters is transmitted via a communication channel for implementation in the rail vehicle.

[0033] The transfer is either directed to a service technician who receives the file, for example, via email or cloud-based data transfer, or the file transfer is directed directly to the affected rail vehicle, which receives the file and whose control units then preferably implement the file automatically.

[0034] In a preferred embodiment, the transmission of the file containing the switching parameters is encrypted to prevent tampering, transmission errors, or security attacks. For this purpose, a public-key method is used, for example.

[0035] In a beneficial development, the file containing the switching parameters is temporarily stored on a rail vehicle computer. This serves to document the software's status and provides a fallback level that increases vehicle safety.

[0036] In an advantageous further development, the entire control technology of a rail vehicle in question, which includes several control units for parameterization, is addressed or influenced via the file. Exactly one file with switching parameters is then created for each rail vehicle and applied in the rail vehicle, the contents of which are distributed among the associated control units. This minimizes the necessary handling effort.

[0037] In an advantageous further development, the control units query a central location of the rail vehicle or a land-based control station during restart or boot-up whether new switching parameters are available for the associated rail vehicle.

[0038] In an advantageous further development, this demand is coordinated with the help of a switching manager in order to prevent an uncoordinated activation of the switching parameters in the associated functions or to enable a reliable activation or deactivation of the optional functions with regard to time sequences.

[0039] In a preferred development, the switching manager uses a method to create fingerprints of a currently used switching parameter set and a newly received switching parameter set.

[0040] For example, a "Message Digest Algorithm 5, MD5" method or a CRC method can be used to create the fingerprints, with which a switching parameter set can be uniquely identified in terms of content.

[0041] The fingerprints are transmitted to the central station along with an associated receipt date. This station then selects the valid switching parameter set with the same fingerprint across all control units and the most recent receipt date, and transmits the decision to the rail vehicle control unit or to the associated control units.

[0042] In a preferred further development, the activation or deactivation of the optional function takes place in a safe state of the rail vehicle, preferably at a standstill and / or in a predefined vehicle environment.

[0043] When the control units are restarted, the new switching parameter set is loaded in order to make the configured range of functions available to the vehicle or control software.

[0044] In a preferred training course, a train driver of the rail vehicle receives a message that the functionality of the software has been changed or configured.

[0045] Preferably, the train driver is granted a right of veto so that he can accept or reject the software configuration.

[0046] A rejection decision is preferably obtained once and then evaluated as a permanent rejection, i.e. a rejection decision remains in effect even after a future restart of the control units.

[0047] Alternatively, the driver's decision is queried again each time the vehicle's control units are restarted.

[0048] In a preferred further development, a train driver of the rail vehicle is shown a list of the activated optional functions and the associated parameters on a display.

[0049] The train driver cannot influence the optional functions set. This task is primarily the responsibility of fleet management.

[0050] In a preferred further development, a previous switching parameter set remains valid or active if not all control units uniformly adopt the new switching parameter set.

[0051] In a preferred further development, when a control unit is replaced or when a control unit is de-grouped, a restart of the control units of the control system is initialized in order to ensure that the currently valid switching parameters are adopted.

[0052] The method according to the invention enables the sales department, the manufacturer or the fleet management of a rail vehicle to subsequently activate functions requested by the customer in vehicles that have already been delivered, without having to involve technical departments.

[0053] The method according to the invention enables the sales department, the manufacturer or the fleet management of a rail vehicle to subsequently configure the control software for vehicles already delivered within a predetermined framework and in a fast and responsive manner.

[0054] The method according to the invention makes it possible to carry out or enable the software configuration either by on-site service personnel or by using remote data transmission.

[0055] The method according to the invention enables the software configuration to be carried out reliably from both functional and security aspects.

[0056] The method according to the invention allows for a much faster response to customer requests by setting predefined parameters in functions or by activating already approved functions.

[0057] The method according to the invention reduces costs because software configuration can be carried out directly, i.e. without the involvement of subsequent engineering services, as well as without subsequent validation of the software or without re-approval of the software.

[0058] The method according to the invention at least reduces or completely avoids the previously necessary non-regression tests in a test infrastructure required for this purpose.

[0059] The invention is explained in more detail below using an example drawing. It shows: FIG 1 a self-explanatory representation of a software configuration created by the sales department and its implementation by a vehicle or rail vehicle according to the present invention. FIG 2 a self-explanatory representation of the interaction between customers, sales and vehicle or rail vehicle according to the present invention. FIG 3 a self-explanatory embodiment of an activation or deactivation of an optional function according to the present invention. FIG 4 shows an overall view of the present invention using a flowchart.

[0060] In a first step (S1), basic functions required for basic operation of the rail vehicles are implemented in control software designed for a variety of rail vehicles. Optional functions required to implement customer-specific requirements are implemented in the control software.

[0061] In a second step S2, the basic functions and the optional functions in their forms, combinations and functional sequences are tested, validated and approved by the manufacturer or by authorized bodies before the control software is implemented in the rail vehicles.

[0062] In a third step S3, the basic functions and the optional functions are implemented as control software in the rail vehicles.

[0063] In a fourth step S4, at least one optional function is activated or deactivated in a selected rail vehicle using a switching parameter that is individually assigned to the optional function.

[0064] The required switching parameter is created outside the rail vehicle based on customer requirements and subsequently transferred to the selected rail vehicle.

[0065] The switching parameters are transmitted to the selected rail vehicle in an encrypted form specific to the individual vehicle.

[0066] For individual vehicle-specific encryption, an individual identification number of the rail vehicle is used.

[0067] The optional function is activated or deactivated on a rail vehicle that is in operational use.

[0068] The switching parameters are defined using software-supported tools that only allow a permissible switching parameter selection for corresponding functions.

[0069] The switching parameters are saved or transmitted individually or in the form of a file that can be processed directly by the control units of the selected rail vehicle.

[0070] The switching parameters are transmitted via a communication channel to a service technician who updates the control software in the selected rail vehicle, or they are transmitted directly to the selected rail vehicle, with its control units automatically implementing them in the control software.

[0071] During commissioning, the control units of the rail vehicle query a central location on the rail vehicle or a land-based control station as to whether new switching parameters are available for the associated rail vehicle.

[0072] The demand is coordinated using a switching manager to enable coordinated activation or deactivation of optional functions or the switching parameters in associated optional functions.

[0073] The optional function is activated or deactivated when the rail vehicle is in a safe state, preferably when stationary or in a predefined vehicle environment.

[0074] The driver of the rail vehicle is granted a right of veto to reject a control software configuration with regard to the optional function.

Claims

1. Method for configuring control software in a rail vehicle, - in which basic functions which are needed for the basic operation of the rail vehicles are implemented in control software intended for a multiplicity of rail vehicles, - in which optional functions which are needed to implement a multiplicity of customer-specific requirements profiles are implemented in the control software, - in which the embodiments, combinations and functional sequences of the basic functions and the optional functions are tested, validated and approved before the control software is implemented in the rail vehicles, - in which the basic functions and the optional functions are subsequently implemented as control software in the rail vehicles, - in which, in a selected rail vehicle, at least one optional function is activated and / or deactivated using a switching parameter individually assigned to the optional function, - in which the switching parameter required for this purpose is created outside the rail vehicle on the basis of a special customer-specific requirements profile and is subsequently transmitted to the selected rail vehicle, - the content of assigned switching parameters being selected and determined by the manufacturer of the rail vehicle in order to enable fleet management in which selected rail vehicles are adapted to specific tasks according to the specification of the customer-specific requirements profile, - in which the switching parameters are transmitted to the selected rail vehicle in encrypted form and in a manner specific to the individual vehicle, - in which an individual identification number of the rail vehicle is used for the encryption which is specific to the individual vehicle, with the result that only the selected rail vehicle is able to carry out the decryption in the vehicle in order to apply the switching parameters.

2. Method according to Claim 1, in which the optional function is activated and / or deactivated in a rail vehicle which is in operation.

3. Method according to one of the preceding claims, in which the switching parameter is determined using software-supported tools which allow only a permissible switching parameter selection for corresponding functions.

4. Method according to one of the preceding claims, in which switching parameters are stored individually or in the form of a file which can be directly processed by control devices of the selected rail vehicle.

5. Method according to Claim 4, in which switching parameters are encrypted, with the result that decryption can be carried out solely by the selected rail vehicle.

6. Method according to one of the preceding claims, in which switching parameters are transmitted via a communication channel - and via an interface to a service engineer who updates the control software in the selected rail vehicle, or - are transmitted directly to the selected rail vehicle, the control devices thereof automatically implementing said switching parameters in the control software.

7. Method according to one of the preceding claims, in which control devices of the rail vehicle, during start-up, inquire, at a central entity of the rail vehicle or at a landside control station, whether there are new switching parameters for the associated rail vehicle.

8. Method according to Claim 7, in which the inquiry is coordinated with the aid of a changeover manager in order to enable coordinated activation and / or deactivation of optional functions or of the switching parameters in associated optional functions.

9. Method according to one of the preceding claims, in which the optional function is activated and / or deactivated in a safe state of the rail vehicle, preferably at a standstill or in a predefined vehicle environment.

10. Method according to one of the preceding claims, in which a veto right is granted to a traction vehicle driver of the rail vehicle in order to reject a control software configuration with respect to the optional function.

11. Rail vehicle having control software, - in which the control software intended for a multiplicity of rail vehicles has basic functions which are intended for the basic operation of the rail vehicle, - in which the control software has optional functions which are intended to implement a multiplicity of customer-specific requirements profiles, - the embodiments, combinations and functional sequences of the basic functions and the optional functions having been tested, validated and approved before the control software is implemented in the rail vehicle, - in which at least one optional function can be activated and / or deactivated using a switching parameter individually assigned to the optional function, - in which the switching parameter required for this purpose can be created outside the rail vehicle on the basis of a special customer-specific requirements profile and can subsequently be transmitted to the selected rail vehicle for the purpose of configuring the control software, and - the content of assigned switching parameters being able to be selected and determined by the manufacturer of the rail vehicle in order to enable fleet management in which selected rail vehicles are adapted to specific tasks according to the specification of the customer-specific requirements profile, - in which the switching parameters can be transmitted to the selected rail vehicle in encrypted form and in a manner specific to the individual vehicle, - in which an individual identification number of the rail vehicle can be used for the encryption which is specific to the individual vehicle, with the result that only the selected rail vehicle is able to carry out the decryption in the vehicle in order to apply the switching parameters.

12. Rail vehicle according to Claim 11, in which the optional function can be activated and / or deactivated in a rail vehicle which is in operation.

13. Rail vehicle according to Claim 11 or 12, in which the switching parameter can be determined using software-supported tools which allow only a permissible switching parameter selection for corresponding functions.

14. Rail vehicle according to one of Claims 11 to 13, in which switching parameters are stored individually or in the form of a file which can be directly processed by control devices of the selected rail vehicle.

15. Rail vehicle according to Claim 14, in which switching parameters are encrypted, with the result that decryption can be carried out solely by the selected rail vehicle.

16. Rail vehicle according to one of Claims 11 to 15, in which switching parameters can be transmitted via a communication channel - and via an interface to a service engineer who updates the control software in the selected rail vehicle, or - can be transmitted directly to the selected rail vehicle, the control devices thereof automatically implementing said switching parameters in the control software.

17. Rail vehicle according to one of Claims 11 to 16, in which control devices of the rail vehicle are switched during start-up in such a manner that they inquire, at a central entity of the rail vehicle or at a landside control station, whether there are new switching parameters for the associated rail vehicle.