Sensor assembly for vehicle and multi-circuit brake system

Abstract

The invention relates to a sensor assembly (1) for a vehicle, having at least two controllers (ECU1, ECU2), each of which comprises at least one evaluation and control unit (10, 10A, 10B, 10C, 10D), and a plurality of sensor elements (DF1, DF2, DF3, DF4), each of which is assigned to one wheel (R1, R2, R3, R4) that can be braked and to one of the evaluation and control units (10A, 10B, 10C, 10D) of the controllers (ECU1, ECU2) and is designed to detect at least one physical variable of the assigned wheel (R1, R2, R3, R4) and to output it directly as an output signal (AS1, AS2, AS3, AS4) to the assigned evaluation and control unit (10A, 10B, 10C, 10D), wherein the controllers (ECU1, ECU2) are each designed to perform at least one braking function of the vehicle (1) on the basis of the detected motion-related physical variables of the wheels (R1, R2, R3, R4), wherein each evaluation and control unit (10A, 10B, 10C, 10D) is designed to output the received output signals (AS1, AS2, AS3, AS4) to at least one evaluation and control unit (10A, 10B, 10C, 10D ) of the other controller (ECU1, ECU2), respectively, so that each evaluation and control unit (10A, 10B, 10C, 10 D) receives, respectively, the output signals (AS1, AS2, AS3, AS4) of at least two sensor elements (DF1, DF2, DF3, DF4) that are assigned to the evaluation and control units (10A, 10B, 10C, 10 D) of different controllers (ECU1, ECU2) and are prepared for evaluation.

Description

Technical Field

[0001] This invention relates to a sensor assembly for a vehicle, comprising: at least two controllers, each controller including at least one evaluation and control unit; and a plurality of sensor elements, each sensor element assigned to a brakeable wheel and designed to detect at least one physical variable of the assigned wheel and output it as an output signal. These controllers are respectively designed to perform at least one braking function of the vehicle based on the detected physical parameters of the wheel. The invention also relates to a corresponding multi-loop braking system having such a sensor assembly. Background Technology

[0002] For highly automated or autonomous driving, and for semi-automated or semi-autonomous driving functions, redundancy is typically required to ensure the availability of sensors and functions even under numerous failure conditions. Therefore, braking systems with primary and secondary vehicle stability are commonly used. Specifically, braking is typically performed using two independent brakes or brake control systems. Ideally, both should obtain rotational speed information from highly available rotational speed sensors, each assigned to one wheel. In current solutions, the rotational speed sensors are directly point-to-point connected to the primary controller. In dual-box system approaches, such as an ESP system as the primary system and an electromechanical or other electric brake booster as the secondary system, or an integrated braking system (IPB) as the primary system and a redundant braking unit (RBU) as the secondary system, the rotational speed sensor signals either circulate through the primary controller to the secondary controller, which requires additional effort and cost and cannot cover all failure conditions, or the rotational speed sensors switch between the primary and secondary controllers via a switching device in failure conditions. Another known solution provides eight rotational speed sensors, four directly connected to the primary controller and four directly connected to the secondary controller. This division allows for the installation of two speed sensors on each wheel, enabling the system to redundantly stabilize the vehicle. This means a total of eight speed sensors per vehicle, and incurs double the associated cost for these sensors and wiring.

[0003] A method and apparatus for operating a motor vehicle are known from DE 10 2015 209 565 A1. The apparatus includes an input for each external rotation speed sensor, a first control mechanism, a second control mechanism having a rotation speed detection mechanism for each rotation speed sensor, and a calculation mechanism by which wheel rotation speed can be determined. Rotation speed signals from the rotation speed detection mechanism can be fed to the outputs of the first control mechanism and the apparatus, wherein the rotation speed detection directions are functionally separated from each other, and wherein the second control mechanism is functionally separated from the first control mechanism and the calculation mechanism. Therefore, each individual channel of the rotation speed detection system is designed to be redundant and capable of being woken up. In the event of a defect in the apparatus, the wheel rotation speed can still be used by other controllers that can be connected to the output of the apparatus, for example, for controlling a secondary braking system. This is achieved by using the rotation speed detection direction as a separator, which distributes the rotation speed signal to multiple users.

[0004] An autonomous vehicle control subsystem is known from DE 10 2015 110 965 A1, comprising first and second brake control modules that communicate and are electrically connected to each other, and a plurality of wheel rotation sensors. Here, a first subset of the wheel rotation sensors, including at least the first wheel rotation sensor, is communicatively connected to the first brake control module but not to the second brake control module, and a second subset of the wheel rotation sensors, including at least the second wheel rotation sensor, is communicatively connected to the second brake control module but not to the first brake control module. During normal operation of the vehicle and the autonomous vehicle control subsystem, the brake control modules communicate with each other to provide wheel rotation data from various sensors, so that each brake control module can perform operations for controlling the vehicle's braking. However, if one of the brake control modules fails, for example, due to energy loss, the other vehicle control subsystem has at least some wheel rotation data, i.e., wheel rotation data from at least one wheel rotation sensor. Summary of the Invention

[0005] The advantages of the sensor assembly for vehicles and the corresponding multi-loop braking system according to the invention are that the redundant sensor element scheme can be implemented using standard sensor elements without switching devices. These sensor elements are preferably designed as speed sensors, which saves on the cost of dual speed sensors and wiring. Furthermore, circuitry can be omitted from the two controllers. In a preferred design of the sensor assembly with four speed sensors and four evaluation and control units distributed across the two controllers, in case of failure, the sensor elements can be advantageously transferred or taken over between the two controllers without additional switching devices and without delay, because the two controllers can simultaneously receive and evaluate the output signals of the four speed sensors.

[0006] Embodiments of the present invention provide a sensor unit for a vehicle, comprising: at least two controllers, each controller including at least one evaluation and control unit; and a plurality of sensor elements, each sensor element being assigned to one of the evaluation and control units of a brakeable vehicle wheel and designed to detect at least one physical variable of the assigned wheel and output it directly as an output signal to the assigned evaluation and control unit. These controllers are respectively designed to perform at least one braking function of the vehicle based on the detected motion-related physical variables of the wheel. Each evaluation and control unit is designed to output the received output signal to at least one evaluation and control unit of another controller, such that each evaluation and control unit receives output signals from at least two sensor elements and prepares them for evaluation, these sensor elements being assigned to evaluation and control units of different controllers.

[0007] Furthermore, a multi-loop braking system is proposed, particularly for highly automated or autonomous vehicles, comprising: multiple wheel brakes, each wheel brake being arranged on a wheel; a sensor assembly that detects at least one physical variable of the wheel; a main controller that performs at least one braking function of the vehicle based on the detected at least one physical variable of the wheel; and a secondary controller that performs at least one braking function of the vehicle based on the detected at least one physical variable of the wheel.

[0008] In the current context, a controller, or a main controller or secondary controller, can be understood as an electrical device that processes or evaluates detected sensor signals. To this end, the controller may have at least one evaluation and control unit for receiving and preparing or processing electrical output signals, at least one computing unit for evaluating the prepared output signals, at least one storage unit for storing signals or data, at least one sensor element interface for reading output signals or an actuator interface for outputting control signals to actuators, and / or at least one communication interface for reading or outputting data, all embedded in a communication protocol. In the current context, actuators are designed, for example, as solenoid valves or pressure generators, which can be controlled accordingly by the controller. At least one interface can be designed in hardware and / or software. In the case of a hardware design, the interface may, for example, be part of a so-called system circuit containing various functions of the controller. This system circuit is preferably designed as an application-specific integrated circuit (ASIC). Thus, for example, at least one evaluation and control unit may be designed as an ASIC. However, it is also possible for the interface to be a separate integrated circuit or at least partially composed of discrete devices. In the case of a software design, the interface may be a software module that exists on the microcontroller, for example, along with other software modules. The computing unit can be, for example, a signal processor, a microcontroller, etc., while the storage unit can be flash memory, EEPROM, or magnetic storage. A computer program product with program code is also advantageous; this program code is stored on a machine-readable medium such as semiconductor memory, hard disk storage, or optical memory, and is used for evaluation when the computing unit executes the program. By combining a primary or secondary actuator, two controllers can perform various braking functions, such as ABS, ESP, ASR, and / or Hillhold functions (ABS: Anti-lock Braking System, ESP: Electronic Stability Program, ASR: Traction Control System). Here, the two controllers can perform various braking functions during normal operation. If one of the two controllers fails, it can be specified that the other controller at least partially takes over the braking function of the failed controller to form a corresponding backup level.

[0009] In the current context, a primary or secondary actuator can be understood as a hydraulic and / or electromechanical component that performs corresponding control and / or regulation processes within the actuation system to build or reduce pressure within the wheel brakes, for functions such as ABS (Anti-lock Braking System), ASR (Traction Control System), Electronic Stability Program (ESP), or Automatic Parking Brake. To perform these control and / or regulation processes, the primary or secondary actuator includes at least one brake pressure generator and a hydraulic valve unit with solenoid valves, which are typically held in a defined position due to reaction forces—"magnetic force," "spring force," and "hydraulic pressure." Accordingly, solenoid valves are of "normally open" and "normally closed" types. Furthermore, bistable solenoid valves are used, which can switch between "normally open" and "normally closed" states, wherein such bistable solenoid valves remain permanently in the corresponding operating state until the next switching signal. The brake pressure generator can be actuated, specifically by human power, auxiliary power, and / or external power. "Assisted power" refers to the actuation of muscle force supported by the brake booster. In order to perform the parking brake function, electromechanical actuators can be arranged on the wheels of at least one axle, preferably the rear axle, and these electromechanical actuators can be activated or deactivated by corresponding control signals.

[0010] In the current context, the sensor element can be understood as an electrical device that directly or indirectly detects physical variables or changes in physical variables within the assigned area of ​​the wheel, and preferably converts them into an electrical output signal. Such a sensor element can preferably be designed as a rotational speed sensor, wherein the corresponding rotational speed information can preferably be determined by scanning a magnetic encoder or ferromagnetic gear. The magnetic encoder is designed, for example, as a measurement value sensor ring having multiple magnetic elements, particularly permanent magnets, uniformly distributed along its circumference, which have alternating magnetic orientations and form a pair of magnetic poles. With the rotational speed sensor, the magnetic field of the magnetic elements is detected as the measurement value sensor ring rotates, wherein an output current is provided through a current interface based on the magnetic flux of the corresponding detected magnetic field in the evaluation and control unit, to be further used as rotational speed information. The speed sensor may, for example, include Hall effect, GMR, AMR, or TMR sensor elements (GMR: Giant Magnetoresistance, AMR: Anisotrope Magnetoresistance, TMR: Tunnel Magnetoresistance). In this scenario, the corresponding rotation speed sensor can transmit its output signal as a data protocol, such as the AK protocol or the I protocol, via a current interface to the corresponding evaluation and control unit. To determine the rotation speed information, the rotation speed sensor, for example, detects the zero-crossing of a magnetic pole pair. Each time the pole pair crosses zero, i.e., when the sign of the detected magnetic field strength changes, a so-called "velocity pulse" is generated, representing the actual rotation speed information. The AK protocol includes the "velocity pulse" as rotation speed information and at least one additional rotation speed information as a data word with multiple protocol bits. The protocol bits define the data content of at least one additional rotation speed information. This additional rotation speed information may involve, for example, rotation direction information, air gap information, temperature information, pressure information, etc.

[0011] In the current context, the evaluation and control unit can be understood as a circuit, preferably an application-specific integrated circuit (ASIC), that receives and outputs, or prepares or processes, the output signals of the sensor elements and outputs them as prepared output signals. Thus, the sensor current flowing through the respective sensor element can be modulated with information about the detected measurement variable and transmitted to the assigned evaluation and control unit, where it is converted into a voltage signal representing the corresponding measurement information. Furthermore, each evaluation and control unit can, for example, provide a "velocity pulse" representing the actual measurement information as a voltage signal to at least one evaluation and control unit in another controller in real time via a point-to-point connection. The evaluation and control unit can have multiple interfaces designed as part of the evaluation and control unit. However, it is also feasible for the interfaces to be independent integrated circuits, or at least partially composed of discrete devices.

[0012] The sensor assembly for vehicles described above can be improved through the measures and improvements listed below.

[0013] A particular advantage is that each controller can include at least one computing unit. In this case, each evaluation and control unit can transmit a prepared output signal to at least one computing unit of the corresponding controller. Furthermore, the prepared output signal can include additional measurement information, such as rotation direction information, air gap information, temperature information, pressure information, etc., and is transmitted from each evaluation and control unit to the corresponding computing unit. Each computing unit can evaluate the prepared output signal to execute at least one corresponding braking function of the vehicle.

[0014] In an advantageous design of the sensor assembly, at least one physical variable may represent a motion-related measurement variable and / or another measurement variable of the corresponding wheel. The motion-related measurement variable may, for example, represent the number of revolutions and / or rotational speed and / or direction of rotation. At least one other measurement variable of the corresponding wheel may, for example, represent temperature and / or tire pressure.

[0015] In another advantageous design of the sensor assembly, the computing unit can generate measurement data for each wheel separately based on the prepared output signals and provide it to a data bus for distribution within the vehicle. The data bus can be, for example, a CAN bus system, Ethernet, or FlexRay. Of course, other suitable networks or combinations of the above networks can also be used in the vehicle to distribute the measurement data.

[0016] In another advantageous design of the sensor assembly, each sensor element can be designed as a standard rotation speed sensor. This makes it possible to implement the sensor assembly according to the invention at a particularly cost-effective level.

[0017] In another advantageous design of the sensor assembly, the first controller of at least two controllers and the second controller of at least two controllers may each include two evaluation and control units. In this case, the first evaluation and control units of the two controllers may be assigned to the wheels of the first axle. Furthermore, the second evaluation and control units of the two controllers assigned to the wheels of the first axle and the second evaluation and control units of the two controllers assigned to the wheels of the second axle can exchange the received output signals of the assigned sensor elements with each other.

[0018] In another advantageous design of the sensor assembly, the evaluation and control units of the two controllers can respectively transmit the received output signals of the assigned sensor elements to at least one additional controller.

[0019] In another advantageous design of the sensor assembly, the controller can have redundant power supplies. Therefore, even if one power supply fails, the output signal can still be evaluated and transmitted, and related vehicle functions can still be performed.

[0020] In another advantageous design of the sensor assembly, the first controller can be designed as the primary controller and can control the ESP system or an ESP system with a vacuum-independent electro-hydraulic brake booster. The second controller can be designed as a secondary controller and can control the vacuum-independent electro-hydraulic brake booster or redundant braking unit. At least one additional controller can be a drive controller designed for controlling the inverter of the vehicle's electric drive, or a central controller designed for calculating the motion trajectory.

[0021] In embodiments of the sensor assembly and the multi-circuit braking system having such a sensor assembly, in a fault condition, if one of the evaluation and control units fails, the output signals of three sensor elements and the prepared output signals in both controllers are still available for evaluation. If one of the computing units in one of the controllers fails, the output signals of four sensor elements and the prepared output signals in the other of the two controllers are still available for evaluation. If one of the four sensor elements fails, the output signals of the other three sensor elements and the prepared output signals in both controllers are still available for evaluation. Attached Figure Description

[0022] An embodiment of the invention is illustrated in the accompanying drawings, and will be explained in more detail in the following description. In the drawings, the same reference numerals denote components or elements that perform the same or similar functions.

[0023] Figure 1 A schematic block diagram of an embodiment of a sensor assembly for a vehicle according to the present invention is shown. Detailed Implementation

[0024] As from Figure 1As can be seen, the illustrated embodiment of the sensor assembly 1 according to the present invention for a vehicle includes at least two controllers ECU1 and ECU2. Each controller includes at least one evaluation and control unit 10, 10A, 10B, 10C, 10D and multiple sensor elements DF1, DF2, DF3, DF4. Each sensor element is assigned to one of the evaluation and control units 10A, 10B, 10C, 10D of the controllers ECU1 and ECU2, and is designed to detect at least one physical variable of the assigned wheel R1, R2, R3, R4, and output them directly as output signals AS1, AS2, AS3, AS4 to the assigned evaluation and control units 10A, 10B, 10C, 10D. The controllers ECU1 and ECU2 perform at least one braking function of the vehicle based on the detected motion-related physical variables of the wheels R1, R2, R3, R4. Each evaluation and control unit 10A, 10B, 10C, 10D outputs the received output signals AS1, AS2, AS3, AS4 to at least one evaluation and control unit 10A, 10B, 10C, 10D of another controller ECU1, ECU2, so that each evaluation and control unit 10A, 10B, 10C, 10D receives the output signals AS1, AS2, AS3, AS4 of at least two sensor elements DF1, DF2, DF3, DF4 and prepares them for evaluation. These sensor elements are assigned to the evaluation and control units 10A, 10B, 10C, 10D of different controllers ECU1, ECU2.

[0025] As from Figure 1 It can also be seen that the sensor assembly 1 in the illustrated embodiment includes two controllers ECU1 and ECU2 and four sensor elements DF1, DF2, DF3, and DF4 designed as standard speed sensors. Here, the first sensor element DF1 is assigned to the first wheel R1, the first axle VA (here, the front axle), and the first evaluation and control unit 10A of the first controller ECU1. The second sensor element DF2 is assigned to the first wheel R2, the second axle HA (here, the rear axle), and the second evaluation and control unit 10B of the first controller ECU1. The third sensor element DF3 is assigned to the second wheel R3 of the second axle HA and the second evaluation and control unit 10C of the second controller ECU2. The fourth sensor element DF4 is assigned to the second wheel R4 of the first axle VA and the first evaluation and control unit 10D of the second controller ECU2. Therefore, in the illustrated embodiment, the first evaluation and control units 10A and 10D of the two controllers ECU1 and ECU2 are assigned to the wheels R1 and R4 of the first axle VA, while the second evaluation and control units 10B and 10C of the two controllers ECU1 and ECU2 are assigned to the wheels R2 and R3 of the second axle HA.

[0026] As from Figure 1 It can also be seen that the two controllers ECU1 and ECU2 in the illustrated embodiment include computing units 3, 3A, and 3B, respectively. The first controller ECU1 includes a first computing unit 3A, and the second controller ECU2 includes a second computing unit 3B. Furthermore, the two controllers ECU1 and ECU2 each have redundant power supplies (not shown).

[0027] As from Figure 1 It can also be seen that the first evaluation and control unit 10A of the first controller ECU1 transmits the received output signal AS1 of the first sensor element DF1 to the first evaluation and control unit 10D of the second controller ECU2, and the first evaluation and control unit 10D of the second controller ECU2 transmits the received output signal AS4 of the fourth sensor element DF4 to the first evaluation and control unit 10A of the first controller ECU1. Therefore, the first evaluation and control units 10A and 10D of the two controllers ECU1 and ECU2 respectively receive the output signals AS1 and AS4 of the first sensor element DF1 and the fourth sensor element DF4 assigned to the wheels R1 and R4 of the first axle VA. In addition, the two evaluation and control units 10A and 10D prepare the output signals AS1 and AS4 of the first sensor element DF1 and the fourth sensor element DF4, wherein the first evaluation and control unit 10A of the first controller ECU1 transmits the prepared output signals AS1 and AS4 to the first calculation unit 3A of the first controller ECU1 for evaluation. The first evaluation and control unit 10D of the second controller ECU2 transmits the prepared output signals AS1 and AS4 to the second calculation unit 3B of the second controller ECU2 for evaluation.

[0028] As from Figure 1It can also be seen that the second evaluation and control unit 10B of the first controller ECU1 transmits the received output signal AS2 of the second sensor element DF2 to the second evaluation and control unit 10C of the second controller ECU2, and the second evaluation and control unit 10C of the second controller ECU2 transmits the received output signal AS3 of the third sensor element DF3 to the second evaluation and control unit 10B of the first controller ECU1. Therefore, the second evaluation and control units 10B and 10C of the two controllers ECU1 and ECU2 respectively receive the output signals AS2 and AS3 of the second sensor element DF2 and the third sensor element DF3 assigned to the wheels R2 and R3 of the second axle HA. In addition, the two evaluation and control units 10B and 10C prepare the output signals AS2 and AS3 of the second sensor element DF2 and the third sensor element DF3, wherein the second evaluation and control unit 10B of the first controller ECU1 transmits the prepared output signals AS2 and AS3 to the first calculation unit 3A of the first controller ECU1 for evaluation. The second evaluation and control unit 10C of the second controller ECU2 transmits the prepared output signals AS2 and AS3 to the second calculation unit 3B of the second controller ECU2 for evaluation. Two computing units 3A and 3B evaluate the prepared output signals AAS1, AAS2, AAS3, and AAS4 to execute at least one corresponding braking function of the vehicle.

[0029] Of course, the output signals AS1, AS3; AS2, AS4 received by the assigned sensor elements DF1, DF2, DF3, DF4 can also be exchanged differently than shown. Additionally, in an alternative embodiment of sensor assembly 1 (not shown), the output signals AS1, AS3; AS2, AS4 received by the assigned sensor elements DF1, DF2, DF3, DF4 can also be additionally transmitted to at least one other controller (not shown). This additional controller is, for example, a drive controller designed for controlling the inverter of an electric drive system for a vehicle, or a central controller designed for calculating motion trajectories.

[0030] Sensor elements DF1, DF2, DF3, and DF4 each detect at least one physical parameter, which represents a motion-related measurement variable and / or additional measurement parameters of the corresponding wheels R1, R2, R3, and R4. In the illustrated embodiment, at least one motion-related measurement variable represents the number of revolutions and the direction of rotation. Of course, the detected physical variable may also represent other motion-related measurement variables, such as the number of revolutions. In the illustrated embodiment, at least one additional measurement variable of the corresponding wheels R1, R2, R3, and R4 represents the temperature near sensor elements DF1, DF2, DF3, and DF4. Of course, the detected physical variable may also represent other measurement variables, such as tire pressure or air gap information.

[0031] In the embodiment shown for sensor assembly 1, computing units 3A and 3B generate measurement data for each wheel R1, R2, R3, and R4 based on prepared output signals AAS1, AAS2, AAS3, and AAS4, and provide them to data bus 5 for distribution in the vehicle.

[0032] An embodiment of the sensor assembly 1 according to the invention, used in a vehicle, detects at least one physical variable of wheels R1, R2, R3, R4, and is preferably used in a multi-loop braking system, particularly for highly automated or autonomous vehicles. This multi-loop braking system includes: a plurality of wheel brakes (not shown), each wheel brake arranged on wheels R1, R2, R3, R4; a main controller PSG that performs at least one braking function of the vehicle based on the detected physical variable of wheels R1, R2, R3, R4; and a secondary controller SSG that performs at least one braking function of the vehicle based on the detected physical variable of wheels R1, R2, R3, R4. Here, a first controller ECU1 is designed as the main controller PSG, and a second controller ECU2 is designed as the secondary controller SSG.

[0033] Here, the main controller PSG can control the ESP system or an ESP system with a vacuum-independent electro-hydraulic brake booster or an integrated braking system (IPB). The secondary controller SSG can control a vacuum-independent electro-hydraulic brake booster or a redundant braking unit.

[0034] The main controller PSG and the secondary control unit SSG receive in real time the output signals AS1, AS3; AS2, AS4 from the assigned sensor elements DF1, DF2, DF3, DF4 for further evaluation, to execute the corresponding braking function, or to perform primary vehicle stabilization in an emergency or secondary vehicle stabilization when primary stabilization fails. To execute the corresponding braking function and primary vehicle stabilization, the main controller PSG controls a corresponding, not shown in detail but known primary actuator, via which pressure can be established in the braking system or reduced in wheel braking, and performs corresponding control and / or regulation processes. To execute the corresponding braking function and secondary vehicle stabilization, the secondary controller SSG controls a corresponding, not shown, but known secondary actuator, via which pressure can be established in the braking system or reduced in wheel braking, and performs corresponding control and / or regulation processes. To execute the parking brake function, at least one of the two controllers ECU1, ECU2 is electrically connected to a corresponding, not shown in detail, actuator of the electric parking brake. The actuator for the parking brake function is preferably disposed on wheels R2, R3 of the second axle HA or the rear axle. In an alternative embodiment of the sensor assembly 1 (not shown), the actuator for the electric parking brake is additionally or alternatively disposed on wheels R1, R4 of the first axle VA or the front axle.

Claims

1. A sensor assembly (1) for a vehicle, comprising: The first controller (ECU1) includes a first evaluation and control unit (10A) and a second evaluation and control unit (10B). The second controller (ECU2) includes a third evaluation and control unit (10D) and a fourth evaluation and control unit (10C); and Multiple sensor elements (DF1, DF2, DF3, DF4), each assigned to a brakeable wheel (R1, R2, R3, R4) and one of the following evaluation and control units: the first evaluation and control unit (10A), the second evaluation and control unit (10B), the third evaluation and control unit (10D), and the fourth evaluation and control unit (10C). These sensor elements are designed to detect at least one physical variable of the assigned wheel (R1, R2, R3, R4) and output it directly as sensor element output signals (AS1, AS2, AS3, AS4) to the assigned evaluation and control unit. in, Both the first controller (ECU1) and the second controller (ECU2) are designed to perform at least one braking function of the vehicle based on detected physical variables of the wheels (R1, R2, R3, R4). The first evaluation and control unit (10A) is designed to output the received sensor element output signal to the third evaluation and control unit (10D), the second evaluation and control unit (10B) is designed to output the received sensor element output signal to the fourth evaluation and control unit (10C), the third evaluation and control unit (10D) is designed to output the received sensor element output signal to the first evaluation and control unit (10A), and the fourth evaluation and control unit (10C) is designed to output the received sensor element output signal to the second evaluation and control unit (10B), such that the first evaluation and control unit (10A), the second evaluation and control unit (10B), the third evaluation and control unit (10D), and the fourth evaluation and control unit (10C) respectively receive the sensor element output signals (AS1, AS2, AS3, AS4) of at least two sensor elements (DF1, DF2, DF3, DF4) assigned to evaluation and control units of different controllers, and prepare them for evaluation.

2. The sensor assembly (1) according to claim 1, characterized in that, The first controller (ECU1) includes a first computing unit (3A). The second controller (ECU2) includes a second computing unit (3B). The first evaluation and control unit (10A) and the second evaluation and control unit (10B) are also designed to transmit the prepared output signals (AAS1, AAS2, AAS3, AAS4) to the first computing unit (3A). The third evaluation and control unit (10D) and the fourth evaluation and control unit (10C) are also designed to transmit the prepared output signals (AAS1, AAS2, AAS3, AAS4) to the second computing unit (3B), and The first computing unit (3A) and the second computing unit (3B) are designed to evaluate the prepared output signals (AAS1, AAS2, AAS3, AAS4) to perform at least one corresponding braking function of the vehicle.

3. The sensor assembly (1) according to claim 1 or 2, characterized in that, The at least one physical variable represents a motion-related measurement variable and / or another measurement variable for the corresponding wheel (R1, R2, R3, R4).

4. The sensor assembly (1) according to claim 3, characterized in that, The at least one motion-related measurement variable represents the number of revolutions and / or rotational speed and / or rotational direction.

5. The sensor assembly (1) according to claim 2, characterized in that, The first calculation unit (3A) and the second calculation unit (3B) generate measurement data for each wheel (R1, R2, R3, R4) based on the prepared output signals (AAS1, AAS2, AAS3, AAS4) and provide them to the data bus (5) for distribution in the vehicle.

6. The sensor assembly (1) according to claim 1 or 2, characterized in that, Each of the aforementioned sensor elements (DF1, DF2, DF3, DF4) is designed as a standard rotational speed sensor.

7. The sensor assembly (1) according to claim 1 or 2, characterized in that, The first evaluation and control unit (10A) and the third evaluation and control unit (10D) are respectively assigned to the wheels of the first axle (VA), and the second evaluation and control unit (10B) and the fourth evaluation and control unit (10C) are respectively assigned to the wheels of the second axle (HA).

8. The sensor assembly (1) according to claim 1 or 2, characterized in that, The first evaluation and control unit (10A), the second evaluation and control unit (10B), the third evaluation and control unit (10D), and the fourth evaluation and control unit (10C) transmit the received sensor element output signals (AS1, AS2, AS3, AS4) of the assigned sensor elements (DF1, DF2, DF3, DF4) to at least one additional controller.

9. The sensor assembly (1) according to claim 1 or 2, characterized in that, The first controller (ECU1) and the second controller (ECU2) each have redundant power supplies.

10. The sensor assembly (1) according to claim 1 or 2, characterized in that, The first controller (ECU1) is designed as the master controller (PSG) and controls the ESP system or an ESP system with a vacuum-independent electro-hydraulic brake booster.

11. The sensor assembly (1) according to claim 1 or 2, characterized in that, The second controller (ECU2) is designed as a secondary controller (SSG) and controls the vacuum-independent electro-hydraulic brake booster or redundant brake unit.

12. The sensor assembly (1) according to claim 8, characterized in that, The at least one additional controller is either a drive controller for an inverter designed to control the electric drive of the vehicle, or a central controller designed to calculate the motion trajectory.

13. A multi-circuit braking system comprising: a plurality of wheel brakes, each wheel brake being disposed on a wheel (R1, R2, R3, R4); a sensor assembly (1) for detecting at least one physical variable of the wheels (R1, R2, R3, R4); a main controller (PSG) for performing at least one braking function of the vehicle based on the detected at least one physical variable of the wheels (R1, R2, R3, R4); and a secondary controller (SSG) for performing at least one braking function of the vehicle based on the detected at least one physical variable of the wheels (R1, R2, R3, R4), characterized in that, The sensor assembly (1) is designed as the sensor assembly (1) according to any one of claims 1 to 12.

14. The multi-circuit braking system according to claim 13, characterized in that, The multi-circuit braking system is designed for highly automated or autonomous vehicles.

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