Sensor assembly for a 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), which each comprise at least one evaluation and control unit (10, 10A, 10B, 10C), and a plurality of sensor elements (DF1, DF2, DF3, DF4, DF5, DF6), which are each associated with a brakeable vehicle wheel (VL, VR, HL, HR) and one of the evaluation and control units (10A, 10B, 10C) of the controllers (ECU1, ECU2) and are designed to detect at least one physical variable of the associated vehicle wheel (VL, VR, HL, HR) and to output it directly as an output signal (ASVL, ASVR, ASHL1, ASHR1, ASHL2, ASHR2) to the associated evaluation and control unit (10A, 10B, 10C), 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 physical variables of the brakeable vehicle wheels (VL, VR, HL, HR), wherein at least at the brakeable vehicle wheels (VL, VR) of a first vehicle axle (VA) a sensor element (DF1, DF2) is each provided, the output signals (ASVL, ASVR) of which are output to different evaluation and control units (10B, 10C) provided in a common controller (ECU2), and wherein at least at the brakeable vehicle wheels (VL, VR) of a second vehicle axle (HA) two sensor elements (DF3, DF5; DF4, DF6) are each provided, the output signals (ASHL1, ASHL2, ASHR1, ASHR2) of which are output to evaluation and control units (10A, 10B) provided in different controllers (ECU1, ECU2), the evaluation and control units (10B, 10C) associated with the first vehicle axle (VA) being designed to output the received output signals (ASVL, ASVR) each to at least one evaluation and control unit (10A) of the other controller (ECU1), so that each controller (ECU1, ECU2) receives from all brakeable vehicle wheels (VL, VR, HL, HR) corresponding at least one detected physical variable, and also to a multi-circuit braking system of such a sensor assembly (1).

Description

Technical Field

[0001] This invention relates to a sensor assembly for a vehicle, comprising at least two controllers and a plurality of sensor elements. Each controller includes at least one evaluation and control unit. The sensor elements are associated with a brakeable wheel and one of the evaluation and control units of the controllers, and are configured to detect at least one physical parameter of the associated wheel and output it as an output signal to the associated evaluation and control unit. The controllers are configured to perform at least one braking function of the vehicle based on the detected motion-related physical parameters of the wheel. The subject of this invention is also a corresponding multi-loop braking system having such a sensor assembly. Background Technology

[0002] Redundancy is typically required for highly automated or autonomous driving and semi-automated or semi-autonomous driving functions to ensure sensor and functional availability even under various failure conditions. Therefore, braking systems with primary and secondary vehicle stability devices are commonly used. Specifically, two independent braking devices or brake regulation systems are typically used for braking. Ideally, both should receive rotational speed information from highly available rotational speed sensors associated with each wheel. In current solutions, the rotational speed sensor is directly connected point-to-point to the primary controller. In dual-box system configurations, such as an ESP system as the primary system and an electromechanical or other electrical brake amplifier 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 signal either traverses through the primary controller to the secondary controller, which incurs additional overhead and cost and does not cover all failure conditions, or the rotational speed sensor is switched between the primary and secondary controllers via a switching device in the event of a failure. Another known solution employs eight rotation speed sensors, four of which are directly connected to the main controller and four directly connected to the sub-controller. Due to this division, two rotation speed sensors are built at each wheel, allowing the system to redundantly stabilize the vehicle. This means that a total of eight rotation speed sensors are used per vehicle, resulting in double the associated cost for both sensors and wiring.

[0003] Methods and apparatus for operating motor vehicles are known from DE 10 2015 209 565 A1. The apparatus includes inputs for one external rotation speed sensor; a first control unit and a second control unit with rotation speed detection devices for each rotation speed sensor; and a computing unit by means of which the wheel rotation speed can be calculated. Here, the rotation speed signals from the rotation speed detection devices can be transmitted to the first control unit and to the output of the apparatus, wherein the rotation speed detection devices are functionally decoupled from each other, and wherein the second control unit is functionally decoupled from both the first control unit and the computing unit. Thus, each individual channel of a rotation speed detection system is redundantly constructed and configured in a wake-upable manner. In the event of equipment failure, the wheel rotation speed can still be used by other controllers that can be connected to the output of the apparatus, such as for a braking system for a control pair. This is achieved by the rotation speed detection devices acting as a separator, which distributes the rotation speed signals 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 and a plurality of wheel rotation number sensors that are communicatively and electrically connected to each other. Here, a first subset of wheel rotation number sensors, including at least one of the first wheel rotation number sensors, is communicatively connected to the first brake control module but not to the second brake control module, and a second subset of wheel rotation number sensors, including at least one of the second wheel rotation number sensors, is communicatively connected to the second brake control module but not to the first brake control module. During typical operation of the vehicle and the autonomous vehicle control subsystem, the brake control modules communicate with each other to provide wheel rotation number data from different sensors, thereby allowing each brake control module to 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 retains at least some wheel rotation number data, i.e., wheel rotation number data from at least one wheel rotation number sensor. Summary of the Invention

[0005] The sensor assembly for vehicles and the corresponding multi-loop braking system according to the invention have the following advantages: the redundant sensor element design is implemented in part by means of standard sensor elements preferably configured as rotational speed probes and by means of dual sensors comprising two sensor elements preferably configured as rotational speed probes, and without switching devices, wherein the cost of dual rotational speed probes and wiring can be partially saved. Furthermore, circuit components can be saved in the two controllers. In a preferred embodiment of the sensor assembly having six rotational speed probes and three evaluation and control units distributed to the two controllers, in the event of a failure, it is advantageous to transfer or take over the sensor elements between the two controllers without additional switching devices and without delay, because the two controllers can simultaneously receive and evaluate at least one detected physical parameter of all brakeable wheels via the output signals of the six rotational speed probes.

[0006] Embodiments of the present invention provide a sensor unit for a vehicle, the sensor unit having at least two controllers, each controller including at least one evaluation and control unit; and a plurality of sensor elements, each sensor element being associated with a brakeable wheel and one of the evaluation and control units of the controller and configured to detect at least one physical parameter of the associated wheel and output it directly as an output signal to the associated evaluation and control unit. The controllers are each configured to perform at least one braking function of the vehicle based on the detected motion-related physical parameters of the wheel. Here, at least one sensor element is provided at the brakeable wheel of the second axle, and the output signal of the sensor element is output to different evaluation and control units located in a common controller; wherein two sensor elements are provided at the brakeable wheel of the first axle, and the output signals of these two sensor elements are output to evaluation and control units located in different controllers. The evaluation and control unit associated with the first axle is configured to output the received output signal to at least one evaluation and control unit of the other controller, such that each controller receives at least one detected physical parameter corresponding to all brakeable wheels.

[0007] Furthermore, a multi-circuit braking system is proposed, particularly for highly automated or autonomous vehicles, comprising: a plurality of wheel brakes respectively disposed at the wheels; a sensor assembly that detects at least one physical parameter of the wheels; a main controller that performs at least one braking function of the vehicle based on the detected at least one physical parameter of the wheels; and a secondary controller that performs at least one braking function of the vehicle based on the detected at least one physical parameter of the wheels.

[0008] Currently, a controller, main controller, or sub-controller can be understood as an electrical device that processes or evaluates detected sensor signals. For this purpose, the controller may have at least one evaluation and control unit for receiving and preprocessing or processing electrical output signals, at least one computing unit for evaluating the preprocessed output signals, at least one storage unit for storing signals or data, at least one interface to a sensor element for reading output signals, or to an actuator for outputting control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. Currently, the actuator is configured, for example, as a solenoid valve or a pressure generator, which can be operated accordingly by the controller. At least one interface can be constructed in hardware and / or software. In the case of a hardware construction, the interface may, for example, be part of a so-called system circuit containing various functions of the controller. Such a system circuit is preferably constructed as an application-specific integrated circuit (ASIC). Thus, for example, at least one evaluation and control unit may be constructed as an ASIC. However, it is also possible that the interface is a separate integrated circuit or at least partially composed of discrete devices. In the case of a software construction, the interface may be a software module, which may exist on the microcontroller, for example, among 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. It is also advantageous to have a computer program product containing program code stored on a machine-readable medium such as semiconductor memory, hard disk memory, or optical memory, which is used to perform evaluations when the program is executed by the computing unit. The two controllers can be combined with a primary or secondary actuator to perform various braking functions, such as ABS, ESP, ASR, and / or Hillhold (ABS: Anti-lock Braking System, ESP: Electronic Stability Program, ASR: Anti-slip Regulation). Here, the two controllers can perform various braking functions during normal operation. In the event of a failure of one of the two controllers, it can be proposed that the other controller at least partially take over the braking function of the failed controller to form a corresponding backup layer.

[0009] Currently, a primary or secondary actuator can be understood as a hydraulic and / or electromechanical component that performs corresponding control and / or regulation processes in the braking system to build or reduce pressure in the wheel brakes for ABS (Anti-lock Braking System), ASR (Acceleration Slip Regulation), 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 a solenoid valve. The brake pressure generator and the hydraulic valve unit are typically held in defined positions by opposing forces, namely, "magnetic force," "spring force," and "hydraulic pressure." Correspondingly, the solenoid valve types include "normally open" and "normally closed." Furthermore, bistable solenoid valves are used, which can switch between "normally open" and "normally closed" states, wherein such bistable solenoid valves remain in the corresponding operating state until the next switching signal. The brake pressure generator can be operated, in particular, by muscle force, auxiliary force, and / or external force. "Assisted force" means: operation by means of muscle force supported by a brake force amplifier. In order to perform the parking brake function, electromechanical actuators can be respectively installed at the wheels of at least one axle, preferably the rear axle, and the actuators can be activated or deactivated by corresponding control signals.

[0010] Currently, sensor elements can be understood as electrical components that directly or indirectly detect physical parameters or changes in physical parameters in the region of an associated vehicle wheel and preferably convert them into electrical output signals. Preferably, such sensor elements can be configured as rotation probes, where the corresponding rotation information can preferably be obtained by scanning a magnetic encoder or ferromagnetic gear. A magnetic encoder is configured, for example, as a measurement value sensor ring having a plurality of magnetic elements, particularly permanent magnets, uniformly distributed around its circumference, the magnetic elements having alternating magnetic orientations and forming magnetic pole pairs. The magnetic field of the magnetic elements is detected by a rotation sensor as the measurement value sensor ring rotates, wherein an output current is provided via a current interface to an evaluation and control unit based on the magnetic flux of the corresponding detected magnetic field for further use as rotation information. Rotational speed sensors may include, for example, Hall effect sensor elements, GMR sensor elements, AMR sensor elements, or TMR sensor elements (GMR: Giant Magnetoresistance, AMR: Anisotropic Magnetoresistance, TMR: Tunnel Magnetoresistance). Here, the corresponding rotational speed probe 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 rotational speed information, the rotational speed probe, for example, detects a zero-crossing of a magnetic pole pair, generating a so-called "velocity pulse" each time the pole pair crosses zero, i.e., when the sign of the detected magnetic field strength changes. This velocity pulse represents the actual rotational speed information. The AK protocol includes the "velocity pulse" as rotational speed information and at least one additional rotational speed information as a data word having multiple protocol bits. The protocol bits define the data content of at least one additional rotational speed information. This additional rotational speed information may relate to, for example, rotation direction information, air gap information, temperature information, pressure information, etc.

[0011] Currently, the evaluation and control unit can be understood as a circuit, preferably an application-specific integrated circuit (ASIC), which receives and outputs, or preprocesses or processes, the output signals of the sensor elements and outputs them as preprocessed output signals. Therefore, the sensor current flowing through the corresponding sensor element can be modulated with the aid of information about the detected measurement parameters and transmitted to the associated 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, respectively, in real time via a point-to-point connection to at least one evaluation and control unit in another controller. The evaluation and control unit can have multiple interfaces, which are incorporated into the evaluation and control unit. However, it is also possible for the interface to be a separate integrated circuit or at least partially composed of discrete devices.

[0012] A particular advantage is that each controller can include at least one computing unit. Here, each evaluation and control unit can transmit a pre-processed output signal to at least one computing unit of the corresponding controller. Furthermore, the pre-processed output signal may 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 pre-processed output signal to execute at least one corresponding braking function of the vehicle.

[0013] In an advantageous design of the sensor assembly, at least one physical parameter may represent a motion-related measurement parameter and / or another measurement parameter corresponding to the wheel. The motion-related measurement parameter may, for example, represent revolutions and / or rotational speed and / or direction of rotation. At least one other measurement parameter corresponding to the wheel may, for example, represent temperature and / or tire pressure.

[0014] In another advantageous design of the sensor assembly, the computing unit can generate measurement data for each wheel separately based on the preprocessed output signal 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.

[0015] In another advantageous design of the sensor assembly, the two sensor elements at the brakeable wheel of the second axle can be combined into dual sensors. Each sensor element at the brakeable wheel of the first axle can be configured as a standard rotational speed probe. By partially configuring the sensor elements as standard rotational speed probes, a low-cost embodiment of the sensor assembly according to the invention is achieved.

[0016] In another advantageous design of the sensor assembly, the first controller of at least two controllers may include a first evaluation and control unit. The second controller of at least two controllers may include a second evaluation and control unit and a third evaluation and control unit. Here, the first evaluation and control unit may be associated with a brakeable wheel of the second axle. The second evaluation and control unit may be associated with a brakeable wheel of the second axle and a first brakeable wheel of the first axle. The third evaluation and control unit may be associated with a second brakeable wheel of the first axle.

[0017] In another advantageous design of the sensor assembly, a second evaluation and control unit associated with a first brakeable wheel of the first axle and a third evaluation and control unit associated with a second brakeable wheel of the first axle respectively transmit the received output signals of the associated sensor elements to the first evaluation and control unit.

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

[0019] In another advantageous design of the sensor assembly, the controller can have redundant power supply units. Thus, even if one power supply unit fails, the evaluation and transmission of the output signal and the associated vehicle functions can still be performed.

[0020] In another advantageous design of the sensor assembly, the first controller can be configured as the main controller and operate the ESP system or an ESP system with a vacuum-independent electro-hydraulic braking force amplification device. The second controller can be configured as the auxiliary controller and operate a vacuum-independent electro-hydraulic braking force amplifier or a redundant braking unit. At least one additional controller can be a drive controller configured as an inverter for controlling the electric drive of the vehicle, or a central controller configured to calculate the motion trajectory.

[0021] In embodiments of the sensor assembly and the multi-loop braking system having such a sensor assembly, in the event of a failure, when one of the evaluation and control units fails, the output signals of at least three sensor elements and the pre-processed output signals are always still available for evaluation in both controllers. Specifically, in the event of a failure of the first evaluation and control unit, the output signals of the four sensor elements at the four brakeable wheels and the pre-processed output signals are always provided to the second controller, while the pre-processed output signals are not provided to the computing unit of the first controller. In the event of a failure of the second evaluation and control unit, the output signals of the three sensor elements at the three brakeable wheels and the pre-processed output signals are always provided to the first controller, while only one pre-processed output signal is provided to the computing unit of the second controller. In the event of a failure of the third evaluation and control unit, the output signals of the three sensor elements at the three brakeable wheels and the pre-processed output signals are always provided to the first controller, and the three pre-processed output signals are provided to the computing unit of the second controller. In the event of a failure of one of the computing units in one of the controllers, the output signals of the four brakeable wheels and the pre-processed output signals are always available for evaluation in the other of the two controllers. In the event of a failure of one of the four sensor elements at the wheel of the first axle, the output signals and pre-processed output signals of all four brakeable wheels can continue to be used for evaluation in one of the two controllers, while in the other controller only the output signals and pre-processed output signals of three brakeable wheels are available for evaluation. In the event of a failure of one of the two sensor elements at the wheel of the second axle, only the output signals and pre-processed output signals of three brakeable wheels are still provided to both controllers for evaluation.

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

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

[0024] from Figure 1As can be seen, the illustrated embodiment of the sensor assembly 1 according to the invention for a vehicle includes at least two controllers ECU1 and ECU2, each controller including at least one evaluation and control unit 10, 10A, 10B, 10C and a plurality of sensor elements DF1, DF2, DF3, DF4, DF5, DF6. The sensor elements are associated with brakeable wheels VL, VR, HL, HR and one of the evaluation and control units 10A, 10B, 10C of controllers ECU1 and ECU2, and detect at least one physical parameter of the associated wheel VL, VR, HL, HR and output it directly as output signals ASVL, ASVR, ASHL1, ASHR1, ASHL2, ASHR2 to the associated evaluation and control units 10A, 10B, 10C. Controllers ECU1 and ECU2 perform at least one braking function of vehicle 1 based on the detected physical parameters of the brakeable wheels VL, VR, HL, HR. Here, sensor elements DF1 and DF2 are respectively installed at least at the brakeable wheels VL and VR of the first axle VA, and the output signals ASVL and ASVR of the sensor elements are output to different evaluation and control units 10B and 10C, which are located in a common controller ECU2. Two sensor elements DF3 and DF5, and DF4 and DF6 are respectively installed at at least at the brakeable wheels HL and HR of the second axle HA, and the output signals ASHL1, ASHL2, ASHR1, and ASHR2 of the sensor elements are output to evaluation and control units 10A and 10B, which are located in different controllers ECU1 and ECU2. The evaluation and control units 10B and 10C associated with the first axle VA output the received output signals ASVL and ASVR to at least one evaluation and control unit 10A of another controller ECU1, so that each controller ECU1 and ECU2 receives at least one detected physical parameter from all brakeable wheels VL, VR, HL, and HR.

[0025] As from Figure 1It can also be seen that the sensor elements DF1 and DF2 at the first axle VA, the brakeable wheels VL and VR (here, the front axle), are implemented as standard rotation speed probes. Here, the first sensor element DF1 is associated with the first wheel VR of the first axle VA, and the second sensor element DF2 is associated with the second wheel VL of the first axle VA. The two sensor elements DF3 and DF5; DF4 and DF6 at the brakeable wheels HL and HR of the second axle HA are combined into dual sensors DDF1 and DDF2. Here, the two sensor elements DF3 and DF5 of the first dual sensor DDF1 are associated with the first wheel HL of the second axle HA (here, the rear axle). The two sensor elements DF4 and DF6 of the second dual sensor DDF2 are associated with the second wheel HR of the second axle HA.

[0026] As from Figure 1 It can also be seen that, in the illustrated embodiment, the first controller ECU1 includes a first evaluation and control unit 10A, and the second controller ECU2 includes a second evaluation and control unit 10B and a third evaluation and control unit 10C. Here, the first evaluation and control unit 10A is associated with the brakeable wheels HL and HR of the second axle HA. The second evaluation and control unit 10B is associated with the brakeable wheels HL and HR of the second axle HA and the first brakeable wheel VR of the first axle VA. The third evaluation and control unit 10C is associated with the second brakeable wheel VL of the first axle VA.

[0027] As from Figure 1It can also be seen that: the first sensor element DF3 of the first dual sensor DDF1 is associated with the first evaluation and control unit 10A of the first controller ECU1, and the second sensor element DF5 of the first dual sensor DDF1 is associated with the second evaluation and control unit 10B of the second controller ECU2. Furthermore, the first sensor element DF4 of the second dual sensor DDF2 is associated with the first evaluation and control unit 10A of the first controller ECU1, and the second sensor element DF6 of the second dual sensor DDF2 is associated with the second evaluation and control unit 10B of the second controller ECU2. Additionally, the first sensor element DF1 of the first wheel VR of the first axle VA is associated with the second evaluation and control unit 10B of the second controller ECU2, and the second sensor element DF2 of the second wheel VL of the first axle VA is associated with the third evaluation and control unit 10C of the second controller ECU2. The second evaluation and control unit 10B associated with the first brakeable wheel VR of the first axle VA and the third evaluation and control unit 10C associated with the second brakeable wheel VL of the first axle VA respectively transmit the received output signals ASVR and ASVL of the associated sensor elements DF1 and DF2 to the first evaluation and control unit 10A. Therefore, the first evaluation and control unit 10A of the first controller ECU1 directly receives at least one physical parameter detected by the first wheel HL of the second axle HA as the output signal ASHL1 of the corresponding first sensor element DF3 of the first dual sensor DDF1, and directly receives at least one physical parameter detected by the second wheel HR of the second axle HA as the output signal ASHR1 of the corresponding first sensor element DF4 of the second dual sensor DDF2. Furthermore, the first evaluation and control unit 10A of the first controller ECU1 indirectly receives at least one physical parameter detected by the first wheel VR of the first axle VA as the output signal ASVR of the corresponding first sensor element DF1 via the second evaluation and control unit 10B of the second controller ECU2, and indirectly receives at least one physical parameter detected by the second wheel VL of the first axle VA as the output signal ASVL of the corresponding second sensor element DF2 via the third evaluation and control unit 10C of the second controller ECU2. The second evaluation and control unit 10B of the second controller ECU2 directly receives at least one physical parameter detected by the first wheel HL of the second axle HA as the output signal ASHL2 of the corresponding second sensor element DF5 of the first dual sensor DDF1, and directly receives at least one physical parameter detected by the second wheel HR of the second axle HA as the output signal ASHR2 of the corresponding second sensor element DF6 of the second dual sensor DDF2, and directly receives at least one physical parameter detected by the first wheel VR of the first axle VA as the output signal ASVR of the corresponding first sensor element DF1.The third evaluation and control unit 10C of the second controller ECU2 directly receives at least one physical parameter detected by the second wheel VL of the first axle VA as the output signal ASVL of the corresponding second sensor element DF2.

[0028] As from Figure 1 It can also be seen that, in the illustrated embodiment, the two controllers ECU1 and ECU2 each include computing units 3, 3A, and 3B, respectively, wherein 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 supply devices (not shown).

[0029] In the illustrated embodiment, the first evaluation and control unit 10A of the first controller ECU1 preprocesses the output signals AASHL1, AASHL2, AASVR, and AASVR of the first sensor element DF3 of the first dual sensor DDF1, the first sensor element DF5 of the second dual sensor DDF2, the first sensor element DF1, and the second sensor element DF2, and transmits the preprocessed output signals AASHL1, AASHL2, AASVR, and AASVR to the first calculation unit 3A of the first controller ECU1. The second evaluation and control unit 10B of the second controller ECU2 preprocesses the output signals AASHL1, AASHL2, and AASVR of the second sensor element DF5 of the first dual sensor DDF1, the second sensor element DF6 of the second dual sensor DDF2, and the first sensor element DF1, and outputs the preprocessed output signals AASHL1, AASHL2, and AASVR to the second calculation unit 3B of the second controller ECU2. The third evaluation and control unit 10C of the second controller ECU2 preprocesses the output signal ASVL of the second sensor element DF2 and outputs the preprocessed output signal AASVR to the second calculation unit 3B of the second controller ECU2. Two computing units 3A and 3B evaluate the preprocessed output signals AASHL1, AASHL2, AASHR1, AASHR2, AASVR, and AASSVL to execute at least one corresponding braking function of the vehicle. In the illustrated embodiment, computing units 3A and 3B generate measurement data of VL, VR, HL, and HR for each wheel based on the preprocessed output signals AASSVL, AASVR, AASHL1, AASHL2, AASHR1, and AASHR2, and provide them to the data bus 5 for distribution within the vehicle.

[0030] Obviously, associations different from those shown for the individual sensor elements DF1, DF2, DF3, DF4, DF5, DF6 are also possible. Thus, for example, two dual sensors DDF1, DDF2 can be associated with wheels VR, VL of the first axle VA, and a standard rotational speed probe can be associated with wheels HR, HL of the second axle HA. Furthermore, in alternative embodiments of sensor assembly 1 (not shown), the evaluation and control units 10A, 10B, 10C can additionally transmit the received output signals ASVL, ASVR, ASHL1, ASHR1, ASHL2, ASHR2 from the associated sensor elements DF1, DF2, DF3, DF4, DF5, DF6 to at least one additional controller (not shown). This additional controller is, for example, a drive controller configured to operate the electric drive of vehicle 1, or a central controller configured to calculate the motion trajectory.

[0031] Sensor elements DF1, DF2, DF3, DF4, DF5, and DF6 each detect at least one physical parameter, which represents a motion-related measurement parameter and / or another measurement parameter of the corresponding wheel VR, VL, HL, and HR. In the illustrated embodiment, at least one motion-related measurement parameter represents the number of revolutions and the direction of rotation. Obviously, the detected physical parameter can also represent another motion-related measurement parameter, such as rotational speed. In the illustrated embodiment, at least one additional measurement parameter of the corresponding wheel VR, VL, HL, and HR represents the temperature around sensor elements DF1, DF2, DF3, DF4, DF5, and DF6. Obviously, the detected physical parameter can also represent another measurement parameter, such as tire pressure or air gap information.

[0032] The described embodiment of the sensor assembly 1 according to the invention for vehicles is preferably used in multi-loop braking systems, particularly in highly automated vehicles or autonomous vehicles, wherein the embodiment detects at least one physical parameter of the wheels VR, VL, HL, HR. This multi-loop braking system includes a plurality of wheel brakes (not shown) respectively disposed at the wheels VR, VL, HL, HR, a main controller PSG, and a secondary controller SSG. The main controller performs at least one braking function of the vehicle based on the detected at least one physical parameter of the wheels VR, VL, HL, HR, and the secondary controller performs at least one braking function of the vehicle based on the detected at least one physical parameter of the wheels VR, VL, HL, HR. Here, a first controller ECU1 is configured as the main controller PSG and a second controller ECU2 is configured as the secondary controller SSG.

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

[0034] The main controller PSG and the secondary controller SSG receive in real time the output signals ASVL, ASVR, ASHL1, ASHR1, ASHL2, and ASHR2 from associated sensor elements DF1, DF2, DF3, DF4, DF5, and DF6 for further evaluation and execution of corresponding braking functions, or for performing primary vehicle stabilization in emergency situations, or secondary vehicle stabilization when primary stabilization fails. To execute the corresponding braking function and primary stabilization, the main controller PSG operates corresponding, but not shown in detail, known primary actuators, via which pressure build-up or depressurization in the wheel brakes can be performed in the braking system, and corresponding control and / or regulation processes can be executed. To execute the corresponding braking function and secondary stabilization, the secondary controller SSG operates corresponding, but not shown in detail, known secondary actuators, via which pressure build-up or depressurization in the wheel brakes can be performed in the braking system, and corresponding control and / or regulation processes can be executed. To execute the parking brake function, at least one of the two controllers ECU1 and ECU2 is electrically connected to a corresponding, but not shown, actuator of the electric parking brake via an electrical connection. The actuator for the parking brake function is preferably located at the wheel HL, HR 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 located at the wheel VR, VL of the first axle VA or the front axle.

Claims

1. Sensor assembly (1) for a vehicle, having at least two controllers (ECU1, ECU2) and a plurality of sensor elements (DF1, DF2, DF3, DF4, DF5, DF6), which controllers each comprise at least one evaluation and control unit (10, 10A, 10B, 10C), which sensor elements each are associated with a wheel (VL, VR, HL, HR) that can be braked and with one of the evaluation and control units (10A, 10B, 10C) of the controllers (ECU1, ECU2) and are designed to detect at least one physical variable of the associated wheel (VL, VR, HL, HR) and to output it directly as an output signal (ASVL, ASVR, ASHL1, ASHR1, ASHL2, ASHR2) to the associated evaluation and control unit (10A, 10B, 10C), wherein A first controller (ECU1) of the at least two controllers (ECU1, ECU2) comprises a first evaluation and control unit (10A) and a second controller (ECU2) of the at least two controllers (ECU1, ECU2) comprises a second evaluation and control unit (10B) and a third evaluation and control unit (10C), wherein the controllers (ECU1, ECU2) are each configured to perform at least one braking function of the vehicle on the basis of a detected physical variable of the brakeable wheels (VL, VR, HL, HR), wherein one sensor element (DF1, DF2) is arranged on the brakeable wheels (VL, VR) of at least the first axle (VA) each, the output signals (ASVL, ASVR) of which are output to different evaluation and control units (10B, 10C) arranged in a common controller (ECU2), and wherein two sensor elements (DF3, DF5; DF4, DF6) are arranged on the brakeable wheels (VL, VR) of at least the second axle (HA) each, the output signals (ASHL1, ASHL2, ASHR1, ASHR2) of which are output to evaluation and control units (10A, 10B) arranged in different controllers (ECU1, ECU2), wherein the evaluation and control units (10B, 10C) associated with the first axle (VA) are configured to output the received output signals (ASVL, ASVR) to at least one evaluation and control unit (10A) of the other controller (ECU1) each, so that each of the controllers (ECU1, ECU2) receives corresponding, at least one detected physical variable from all brakeable wheels (VL, VR, HL, HR) each.

2. The sensor assembly (1) according to claim 1, characterized in that The controllers (ECU1, ECU2) each comprise at least one computing unit (3, 3A, 3B), wherein each evaluation and control unit (10A, 10B, 10C) is further configured to transmit pre-processed output signals (AASVL, AASVR, AASHL1, AASHL2, AASHR1, AASHR2) to at least one computing unit (3, 3A, 3B) of the corresponding controller (ECU1, ECU2), and wherein each computing unit (3A, 3B) is configured to evaluate the pre-processed output signals (AASVL, AASVR, AASHL1, AASHL2, AASHR1, AASHR2) 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 measured variable and / or another measured variable of the corresponding wheel (VL, VR, HL, HR).

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

5. The sensor assembly (1) according to claim 2, characterized in that The computing unit (3, 3A, 3B) generates measurement data for each of the wheels (VL, VR, HL, HR) on the basis of the pre-processed output signals (AASVL, AASVR, AASHL1, AASHL2, AASHR1, AASHR2) and supplies them to a data bus (5) for distribution in the vehicle.

6. The sensor assembly (1) according to claim 1 or 2, characterized in that Two sensor elements (DF3, DF5; DF4, DF6) at the brakeable wheels (HL, HR) of the second axle (HA) are each combined into a double sensor (DDF1, DDF2), and each sensor element (DF1, DF2) at the brakeable wheels (VL, VR) of the first axle (VA) is each configured as a standard revolution probe.

7. The sensor assembly (1) according to claim 1 or 2, characterized in that The first evaluation and control unit (10A) is associated with the brakeable wheels (HL, HR) of the second axle (HA), and the second evaluation and control unit (10B) is associated with the brakeable wheels (HL, HR) of the second axle (HA) and the first brakeable wheel (VR) of the first axle (VA), and the third evaluation and control unit (10C) is associated with the second brakeable wheel (VL) of the first axle (VA).

8. The sensor assembly (10) according to claim 7, characterized in that The second evaluation and control unit (10B) associated with the first brakeable wheel (VR) of the first axle (VA) and the third evaluation and control unit (10C) associated with the second brakeable wheel (VL) of the first axle (VA) each transmit the received output signals (ASVR, ASVL) of the associated sensor elements (DF1, DF2) to the first evaluation and control unit (10A).

9. The sensor assembly (1) according to claim 1 or 2, characterized in that The evaluation and control units (10A, 10B, 10C) of the two controllers (ECU1, ECU2) each transmit the received output signals (ASVL, ASVR, ASHL1, ASHR1, ASHL2, ASHR2) of the associated sensor elements (DF1, DF2, DF3, DF4, DF5, DF6) to at least one further controller.

10. The sensor assembly (1) according to claim 1 or 2, characterized in that The controllers (ECU1, ECU2) each have a redundant energy supply.

11. The sensor assembly (1) according to claim 1 or 2, characterized in that The first controller (ECU1) is configured as a primary controller (PSG) and operates an ESP system or an ESP system with vacuum-independent, electrohydraulic brake force amplification.

12. The sensor assembly (1) according to claim 1 or 2, characterized in that The second controller (ECU2) is configured as a secondary controller (SSG) and operates a vacuum-independent, electrohydraulic brake force amplifier or a redundant brake unit.

13. The sensor assembly (1) according to claim 9, characterized in that The at least one further controller is a drive controller configured to operate an inverter of an electric drive of the vehicle or a central controller configured to calculate a movement trajectory.

14. A multi-circuit brake system, having a plurality of wheel brakes, which are arranged on wheels (VL, VR, HL, HR), respectively, a sensor assembly (1), which detects at least one physical variable of the wheels (VL, VR, HL, HR), a main controller (PSG), which executes at least one brake function of a vehicle on the basis of the detected at least one physical variable of the wheels (VL, VR, HL, HR), and a secondary controller (SSG), which executes at least one brake function of the vehicle on the basis of the detected at least one physical variable of the wheels (VL, VR, HL, HR), characterized in that The sensor assembly (1) is configured according to any one of claims 1 to 13.

15. The multi-circuit brake system of claim 14, wherein, The multi-circuit brake system is a multi-circuit brake system for a highly automated or autonomous vehicle. The multi-circuit brake system is a multi-circuit brake system for a highly automated or autonomous vehicle.

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