Device and method for the semi-, highly or fully automatic operation of a motor vehicle

Abstract

Device (1) for the semi-, highly or fully automatic operation of a motor vehicle, comprising at least one control unit (32) for the semi-, highly or fully automatic operation of the motor vehicle, a first circuit (10) and a second circuit (20), wherein the first circuit (10) comprises a first transmitter (11), a first electrical power supply (12), a first steering actuator (15) with a first steering control unit (16), a first brake actuator (13) with a first brake control unit (14) and a first bus system (17), wherein the control units (14, 16) of the first circuit (10) and the first transmitter (11) are connected via the first bus system (17), and the second circuit (20) comprises at least a second transmitter (21), a second electrical power supply (22), a second steering actuator (25) with a second steering control unit (26), a second brake actuator (23) with a second brake control unit (24) and a second bus system (27)wherein the control units (24, 26) of the second circuit (20) and the second transmitter (21) are connected via the second bus system (27), wherein the first brake control unit (14) and the second brake control unit (24) are connected to each other via at least one first further bus system (30) and the first steering control unit (16) and the second steering control unit (26) are connected to each other via a second further bus system (31), wherein the first transmitter (11) transmits setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle for the first brake actuator (13) and the first steering actuator (15) via the first bus system (17) to the first brake control unit (14) and the first steering control unit (16), and the second transmitter (21) transmits the setpoint values ​​for the semi-,The second bus system (27) transmits the target values ​​for the first brake actuator (13) and the first steering actuator (15) to the second brake control unit (24) and the second steering control unit (26) via the second bus system (27), wherein the second brake control unit (24) transmits the target values ​​for the first brake actuator (13) to the first brake control unit (14) via the first further bus system (30), and the second steering control unit (26) transmits the target values ​​for the first steering actuator (15) to the first steering control unit (16) via the second further bus system (31), wherein the second transmitter (21) transmits target values ​​for the semi-, highly, or fully automatic driving of the vehicle to the second brake actuator (23) and the second steering actuator (25) via the second bus system (27) to the second brake control unit (24) and the second steering control unit (26), and the first transmitter (11) the target values ​​for the partial,Highly or fully automatic driving of the motor vehicle for the second brake actuator (23) and the second steering actuator (25) is transmitted via the first bus system (17) to the first brake control unit (14) and the first steering control unit (16), wherein the first brake control unit (14) transmits the target values ​​for the second brake actuator (23) via the first further bus system (30) to the second brake control unit (24) and the first steering control unit (16) transmits the target values ​​for the second steering actuator (25) via the second further bus system (31) to the second steering control unit (26).

Description

[0001] The invention relates to a device and a method for the semi-, highly or fully automatic driving of a motor vehicle.

[0002] From DE 101 12 514 A1, an X-by-Wire system for a vehicle is known, comprising at least one sensor for detecting an actuation of an input device, at least one control unit for determining a target actuation effect, and at least one power supply, wherein the sensor, control unit, actuation system, and power supply are each redundantly composed of first and second modules, and the two modules form an assembly, wherein the modules of an assembly are decoupled from each other without feedback, wherein the first modules are networked together and form a first subsystem, and the second modules are networked together and form a second subsystem, wherein at least the second subsystem is formed exclusively from the second modules.It is further provided that communication between the modules takes place via a redundant bus system, wherein the X-by-Wire system is preferably designed as a brake-by-wire and / or steer-by-wire system, wherein each wheel of at least one axle is assigned a separate actuating system for generating a braking force and / or steering effect at the wheel.

[0003] From DE 10 2004 026 594 A1, a motor vehicle with a pre-selected function is known, comprising at least one control unit that controls an object and a plurality of redundant elements that are mutually redundant, wherein the motor vehicle further comprises a function restriction section that at least partially restricts the function of the vehicle if at least one pre-selected malfunction that has occurred in one of the redundant elements has not been rectified before another of the redundant elements has been operated for longer than a preset time since the malfunction occurred.

[0004] From DE 10 2009 046 234 A1, an electric braking system for a motor vehicle is known, comprising at least two brake circuits, each of which includes a first control unit for converting a braking request from the driver of the motor vehicle into a control signal, and at least one second control unit, each assigned to a wheel brake of the braking system, which processes the control signal. Furthermore, at least one vehicle dynamics control unit is provided, which is integrated into the first control unit of at least one brake circuit.

[0005] A redundant brake control system is known from DE 10 2004 009 469 A1.

[0006] From US patent 2005 / 0228546A1, a control system for vehicles equipped with wired control systems is known. This control system uses three system controllers. Each controller is designed to receive redundant control inputs from at least one input device, such as a steering actuator, an accelerator pedal actuator, and a brake actuator. Each controller is capable of receiving one unprocessed actuator signal and one processed actuator signal associated with the input device.

[0007] Another braking system is known from US 6 157 887 A.

[0008] A sensor concept for an electrically actuated brake is known from DE 10 2007 035 326 A1.

[0009] A control system for a vehicle is known from DE 100 32 179 A1.

[0010] WO 01 / 62 569 A1 describes a brake-by-wire system with multiple supply voltage sources.

[0011] Driver assistance systems increasingly support drivers in operating a motor vehicle. The next level of this is semi-, highly, or fully automated driving, where the driver provides no steering or braking inputs, and the vehicle drives itself. The challenge here is that when switching back from automated to manual driving, the driver needs a certain amount of time to regain full control. Therefore, individual errors, in particular, should not cause the system to shut down abruptly. This applies especially to internal data communication.

[0012] The invention is based on the technical problem of providing a device and a method for the semi-, highly or fully automatic operation of a motor vehicle, which also ensures data communication in the event of individual errors.

[0013] The solution to the technical problem is achieved by the objects having the features of claims 1 and 10. Further advantageous embodiments of the invention are set forth in the dependent claims.

[0014] The device for the semi-, highly or fully automatic operation of a motor vehicle comprises at least one control unit for the semi-, highly or fully automatic operation of the motor vehicle, a first circuit and a second circuit.

[0015] The first circuit comprises at least a first transmitter, a first electrical power supply, a first steering actuator with a first steering control unit, a first brake actuator with a first brake control unit and a first bus system, wherein the control units of the first circuit and the first transmitter are connected via the first bus system.

[0016] Accordingly, the second circuit includes at least a second transmitter, a second electrical power supply, a second steering actuator with a second steering control unit, a second brake actuator with a second brake control unit, and a second bus system, the control units of the second circuit and the second transmitter being connected via the second bus system.

[0017] Furthermore, the first brake control unit and the second brake control unit are connected to each other via at least one first additional bus system, and the first steering control unit and the second steering control unit are connected to each other via at least one second additional bus system.

[0018] The first transmitter sends target values ​​from at least one control unit for the semi-, highly or fully automatic driving of the motor vehicle to the first brake actuator and the first steering actuator via the first bus system.

[0019] Accordingly, the second transmitter sends target values ​​from at least one control unit for the semi-, highly or fully automatic driving of the motor vehicle to the second brake actuator and the second steering actuator via the second bus system to the second brake control unit and the second steering control unit.

[0020] Additionally, the second transmitter sends target values ​​for the first brake actuator and the first steering actuator via the second bus system to the second brake control unit and the second steering control unit. The second brake control unit then transmits the target values ​​for the first brake actuator to the first brake control unit via the first additional bus system. Similarly, the second steering control unit transmits the target values ​​for the first steering actuator via the second additional bus system.

[0021] Accordingly, the first transmitter sends the target values ​​for the second brake actuator and the second steering actuator via the first bus system to the first brake control unit and the first steering control unit, whereby the first brake control unit sends the target values ​​for the second brake actuator via the first further bus system to the second brake control unit and the first steering control unit sends the target values ​​for the second steering actuator via the second further bus system to the second steering control unit.

[0022] This ensures that each control unit assigned to an actuator receives its target values ​​for the actuator via two different transmission paths, so that in the event of a single fault, it is always ensured that the target values ​​are available.

[0023] The control units preferably employ various check algorithms to compare the transmitted target values ​​and, in case of deviations, use the appropriate target value to control the actuator. For example, a timeout check exists, i.e., how much time has elapsed since the last message was received. Furthermore, the control units can have a continuous message counter (typically 0 to 15). If, for example, message 8 does not arrive directly after message 7, or if the message counter stops incrementing, an error occurs. The control units can also check checksums (e.g., CRC). Finally, the requested target values ​​can be reflected back to the sending control unit and compared there with the original value.

[0024] In one embodiment, the transmission of actual values, which are acquired, for example, by suitable sensors on the actuators, proceeds analogously to the transmission of target values. For example, the first brake control unit sends actual values ​​from the first brake actuator via the first bus system to the at least one control unit for the semi-, highly, or fully automatic driving of the vehicle. Additionally, the first brake control unit sends the actual values ​​from the first brake actuator via the first additional bus system to the second brake control unit. The second brake control unit then transmits the actual values ​​from the first brake actuator via the second bus system to the at least one control unit for the semi-, highly, or fully automatic driving of the vehicle. Thus, all actual values ​​from the actuators are available in duplicate, allowing the consistency of the actual values ​​to be verified by comparison.

[0025] In another embodiment, the first and second transmitters are integrated into a single control unit, with data transmission between the first and second bus systems being kept completely separate. For example, the shared control unit might have two separate transceivers acting as transmitters. The advantage is that fewer components are required and comparing actual values ​​is very straightforward. A disadvantage, however, is that where the shared control unit is not redundant, a single fault can lead to a complete communication failure.

[0026] In an alternative embodiment, the first and second transmitters are arranged in separate control units, which are interconnected via a third additional bus system or a common higher-level control unit. This further increases reliability.

[0027] In another embodiment, the first additional bus system and the second additional bus system are configured as a single, combined additional bus system. It is also possible for the first, second, and third additional bus systems to be configured as a single, combined additional bus system.

[0028] In another embodiment, the first electrical power supply is configured as the first battery and the second electrical power supply as the second battery, which are connected without feedback to a common generator or a common high-voltage battery. This ensures a sufficient electrical power supply. The lack of feedback is ensured, for example, by diodes.

[0029] In another embodiment, the first steering actuator is a first servomotor and the second steering actuator is a second servomotor of an electromechanical power steering system, preferably of the same size. Alternatively, the first steering actuator is a superimposed steering system and the second steering actuator is a servomotor of an electromechanical power steering system. In a further alternative embodiment, the first steering actuator is part of a first circuit and the second steering actuator is part of a second circuit of a steer-by-wire system.

[0030] In a further embodiment, the first brake actuator is a brake booster, preferably an electromechanical brake booster, and the second brake actuator is a slip control system. In an alternative embodiment, the first brake actuator is part of a first circuit and the second brake actuator is part of a second circuit of a brake-by-wire system.

[0031] The motor vehicle is preferably a land-based motor vehicle, although the invention can in principle also be applied to water- or air-guided motor vehicles.

[0032] The invention is explained in more detail below with reference to preferred embodiments. The figures show: Fig. 1 a schematic block diagram of a device for the semi-, highly or fully automatic operation of a motor vehicle with a common control unit and Fig. 2 a schematic block diagram of a device with separate control units for the semi-, highly or fully automatic operation of a motor vehicle.

[0033] The device 1 for the semi-, highly, or fully automatic operation of a motor vehicle comprises a control unit 32 for the semi-, highly, or fully automatic operation of the motor vehicle, a first circuit 10, and a second circuit 20. The first circuit 10 comprises a first transmitter 11 for transmitting information from the control unit 32 to the first bus system 17, a first electrical power supply 12, a first brake actuator 13 with an associated first brake control unit 14, a first steering actuator 15 with an associated first steering control unit 16, and a first bus system 17 through which the control units 14, 16, and 32 (with the transmitter 11) are interconnected. All electrical elements of the first circuit 10 are supplied with electrical energy via a first power supply line 18.Accordingly, the second circuit 20 comprises a second transmitter 21 for transmitting information from the control unit 32 to the second bus system 27, a second electrical power supply 22, a second brake actuator 23 with an associated second brake control unit 24, a second steering actuator 25 with an associated second steering control unit 26, and a second bus system 27 through which the control units 24, 26, and 32 (with the transmitter 21) are interconnected. All electrical elements of the second circuit 20 are supplied with electrical energy from the second electrical power supply 22 via a second power supply line 28. The first brake control unit 14 is connected to the second brake control unit 24 via a first additional bus system 30. Furthermore, the first steering control unit 16 is connected to the second steering control unit 26 via a second additional bus system 31.The first and second transformers 11, 21, are part of the common control unit 32, but the data transmission is non-interactive, for example, via separate transceivers. The first electrical power supply 12 is connected to a generator 35 or a high-voltage battery via a second diode 33, and the second electrical power supply 22 is connected to a generator 35 or a high-voltage battery via a second diode 34. The first and second electrical power supplies 12, 22 are decoupled from each other non-interactively by the diodes 33, 34. It should be noted that the first and second additional bus systems 30, 31 can also be configured as a common bus system 37, which is indicated by the dashed line in . Fig. 1 is shown.

[0034] The data transmission will now be explained in more detail, assuming that the common control unit 32 determines the target values ​​from sensors for environmental monitoring (not shown here) for all actuators and makes them available to the two transmitters 11, 12. 1. Time step a) The control unit 32 sends the target values ​​for the first brake actuator 13 and the first steering actuator 15 to the first brake control unit 14 and the first steering control unit 16 via the first transmitter 11 on the first bus system 17. b) The control unit 32 sends the target values ​​for the second brake actuator 23 and the second steering actuator 25 to the second brake control unit 24 and the second steering control unit 26 via the second transmitter 21 on the second bus system 27. 2nd time step a) The control unit 32 sends the target values ​​for the second brake actuator 23 and the second steering actuator 25 to the first brake control unit 14 and the first steering control unit 16 via the first transmitter 11 on the first bus system 17. b) The control unit 32 sends the target values ​​for the first brake actuator 13 and the first steering actuator 15 to the second brake control unit 24 and the second steering control unit 26 via the second transmitter 21 on the second bus system 27. 3. Time step a) The first brake control unit 14 sends the target values ​​from the 2nd time step for the second brake actuator 23 to the second brake control unit 24 on the first further bus system 30. b) The second brake control unit 24 sends the target values ​​from the second time step for the first brake actuator 13 to the first brake control unit 14 on the first further bus system 30. It is understood that steps a) and b) preferably take place sequentially. c) The first steering control unit 16 sends the target values ​​from the 2nd time step for the second steering actuator 25 to the second steering control unit 26 on the second further bus system 31. d) The second steering control unit 26 sends the target values ​​from the 2nd time step for the first steering actuator 15 to the first steering control unit 16 on the second further bus system 31. Here too, steps c) and d) preferably take place one after the other. 4th time step a) The first brake control unit 14 compares the target values ​​for the first brake actuator 13, which it received directly from control unit 32 via the first transmitter 11 and the first bus system 17, with the target values ​​it received indirectly via the second transmitter 21, the second bus system 27, the second brake control unit 24, and the first additional bus system 30. If both match, there is no error, and the target value is implemented. In case of discrepancies, the correct target value can be determined, for example, via plausibility checks, or no target value is implemented. This will be explained briefly later. b) The second brake control unit 24 compares the target values ​​for the second brake actuator 23, which it received directly from control unit 32 via the second transmitter 21 and the second bus system 27, with the target values ​​it received indirectly via the first transmitter 11, the first bus system 17, the first brake control unit 14, and the first additional bus system 30. If both match, there is no error, and the target value is implemented. In case of discrepancies, the previously stated procedure applies and will not be repeated here. c) The first steering control unit 16 compares the target values ​​for the first steering actuator 15, which it received directly from the control unit 32 via the first transmitter 11 and the first bus system 17, with the target values ​​it received indirectly via the second transmitter 21, the second bus system 27, the second steering control unit 26, and the second additional bus system 31. If both match, there is no error, and the target value is implemented. d) The second steering control unit 26 compares the target values ​​for the second steering actuator 25, which it received directly from the control unit 32 via the second transmitter 21 and the second bus system 27, with the target values ​​it received indirectly via the first transmitter 11, the first bus system 17, the first steering control unit 16, and the second bus system 31. If both match, there is no error, and the target value is implemented. 5th time step a) The first brake control unit 14 and the first steering control unit 16 send actual values ​​of the first brake actuator 13 and the first steering actuator 15 via the first bus system 17 directly to the control unit 32 via the transmitter 11. b) The second brake control unit 24 and the second steering control unit 26 send actual values ​​of the second brake actuator 23 and the second steering actuator 25 via the second bus system 27 directly to the control unit 32 via the transmitter 21. These transmission steps also occur sequentially.

[0035] The actual values ​​are recorded by sensors not shown and transmitted to control units 14, 16, 24, 26. 6th time step a) The first brake control unit 14 sends the actual values ​​of the first brake actuator 13 to the second brake control unit 24 via the first further bus system 30. b) The second brake control unit 24 sends the actual values ​​of the second brake actuator 23 to the first brake control unit 14 via the first further bus system 30. c) The first steering control unit 16 sends the actual values ​​of the first steering actuator 15 to the second steering control unit 26 via the second further bus system 31. d) The second steering control unit 26 sends the actual values ​​of the second steering actuator 25 to the first steering control unit 16 via the second further bus system 31. 7th time step a) The first brake control unit 14 sends the actual values ​​of the second brake actuator 23 to the control unit 32 via the first bus system 17 and the first transmitter 11. b) The second brake control unit 24 sends the actual values ​​of the first brake actuator 13 to the control unit 32 via the second bus system 27 and the second transmitter 21. c) The first steering control unit 16 sends the actual values ​​of the second steering actuator 25 to the control unit 32 via the first bus system 17 and the first transmitter 11. d) The second steering control unit 26 sends the actual values ​​of the first steering actuator 15 to the control unit 32 via the second bus system 27 and the second transmitter 21. 8th time step a) The control unit 32 compares the actual values ​​of the first brake actuator 13, which it received directly from the first brake control unit 14 via the first bus system 17 and the first transmitter 11, with the actual values ​​it received indirectly via the first further bus system 30, the second brake control unit 24, the second bus system 27 and the second transmitter 21. If both match, no fault is present. b) The control unit 32 compares the actual values ​​of the second brake actuator 23, which it received directly from the second brake control unit 24 via the second bus system 27 and the second transmitter 21, with the actual values ​​it received indirectly via the first further bus system 30, the first brake control unit 14, the first bus system 17 and the first transmitter 11. If both match, no fault is present. c) The control unit 32 compares the actual values ​​of the first steering actuator 15, which it received directly from the first steering control unit 16 via the first bus system 17 and the first transmitter 11, with the actual values ​​it received indirectly via the second bus system 31, the second steering control unit 26, the second bus system 27, and the second transmitter 21. If both match, there is no fault. d) The control unit 32 compares the actual values ​​of the second steering actuator 25, which it received directly from the second steering control unit 26 via the second bus system 27 and the second transmitter 21, with the actual values ​​that it received indirectly via the second additional bus system 31, the first steering control unit 16, the first bus system 17 and the first transmitter 11. If both match, no fault has occurred.

[0036] Using the hardware structure shown, in conjunction with the data communication, any simple error can be detected and compensated for.

[0037] For example, if the first bus system 17 has a short circuit, the first brake control unit 14 and the first steering control unit 16 will no longer receive target values ​​from control unit 32 via the first transmitter 11. Control units 14 and 16 detect this via a timeout detection. However, the first brake control unit 14 receives the target values ​​for the first brake actuator 13 from control unit 32 via the second transmitter 21, the second bus system 27, the second brake control unit 24, and the first additional bus system 30. Similarly, the first steering control unit 16 receives the target values ​​for the first steering actuator 16 from control unit 32 via the second transmitter 21, the second bus system 27, the second steering control unit 26, and the second additional bus system 31. Actual values ​​can be transmitted back via the same route.

[0038] In the event of a failure of the first and / or second further bus system 30, 31, the first control units 14, 16 receive their target values ​​from the control unit 32 via the first transmitter 11, the first bus system 17 and the second control units 24, 26 receive their target values ​​from the control unit 32 via the second transmitter 21 and via the second bus system 27.

[0039] In the event of a failure of the first electrical power supply 12, the electrical consumers in the first circuit 10 are supplied via the generator 35, whereas the electrical consumers of the second circuit 20 continue to be supplied from the second electrical power supply 22.

[0040] In the Fig. Figure 2 shows an alternative embodiment, in which identical elements are designated with the same reference numerals. The only difference is that the common control unit 32 for the semi-, highly, and fully automatic operation of the vehicle with the two transmitters 11, 12 is divided into two control units 32, one control unit 32 having the first transmitter 11 and the other control unit 32 having the second transmitter 21. The two control units 32 are connected to each other via a third additional bus system 38. The two control units 32 can exchange setpoint and actual values ​​via the third bus system 38. Otherwise, the descriptions in Figure 2 apply in full. Fig. 1 will be referred.

Claims

[1] Device (1) for the semi-, highly or fully automatic operation of a motor vehicle, comprising at least one control unit (32) for the semi-, highly or fully automatic operation of the motor vehicle, a first circuit (10) and a second circuit (20), wherein the first circuit (10) comprises a first transmitter (11), a first electrical power supply (12), a first steering actuator (15) with a first steering control unit (16), a first brake actuator (13) with a first brake control unit (14) and a first bus system (17), wherein the control units (14, 16) of the first circuit (10) and the first transmitter (11) are connected via the first bus system (17), and the second circuit (20) comprises at least one second transmitter (21), a second electrical power supply (22), a second steering actuator (25) with a second steering control unit (26), a second brake actuator (23) with a second brake control unit (24) and has a second bus system (27),wherein the control units (24, 26) of the second circuit (20) and the second transmitter (21) are connected via the second bus system (27), wherein the first brake control unit (14) and the second brake control unit (24) are connected to each other via at least one first further bus system (30) and the first steering control unit (16) and the second steering control unit (26) are connected to each other via a second further bus system (31), wherein the first transmitter (11) transmits setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle for the first brake actuator (13) and the first steering actuator (15) via the first bus system (17) to the first brake control unit (14) and the first steering control unit (16), and the second transmitter (21) transmits the setpoint values ​​for the semi-,The second bus system (27) transmits the target values ​​for the first brake actuator (13) and the first steering actuator (15) to the second brake control unit (24) and the second steering control unit (26) via the second bus system (27), wherein the second brake control unit (24) transmits the target values ​​for the first brake actuator (13) to the first brake control unit (14) via the first further bus system (30), and the second steering control unit (26) transmits the target values ​​for the first steering actuator (15) to the first steering control unit (16) via the second further bus system (31), wherein the second transmitter (21) transmits target values ​​for the semi-, highly, or fully automatic driving of the vehicle to the second brake actuator (23) and the second steering actuator (25) via the second bus system (27) to the second brake control unit (24) and the second steering control unit (26), and the first transmitter (11) the target values ​​for the partial,Highly or fully automatic driving of the motor vehicle for the second brake actuator (23) and the second steering actuator (25) is transmitted via the first bus system (17) to the first brake control unit (14) and the first steering control unit (16), wherein the first brake control unit (14) transmits the target values ​​for the second brake actuator (23) via the first further bus system (30) to the second brake control unit (24) and the first steering control unit (16) transmits the target values ​​for the second steering actuator (25) via the second further bus system (31) to the second steering control unit (26). [2] Device (1) according to claim 1, characterized by , that the first brake control unit (14) compares the setpoint values ​​transmitted by the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle via the first transmitter (11) and the first bus system (17) with the setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of a motor vehicle, which were transmitted via the second transmitter (21), the second bus system (27), the second brake control unit (24) and the first further bus system (30), and, if they match, uses them to control the first brake actuator (13), that the second brake control unit (24) compares the setpoint values ​​transmitted by the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle via the second transmitter (21) and the second bus system (27) with the setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of a motor vehicle, which were transmitted via the first transmitter (11), the first bus system (17), the first brake control unit (14) and the first further bus system (30), and, if there is a match, uses them to control the second brake actuator (23), that the first steering control unit (16) compares the setpoint values ​​transmitted by the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle via the first transmitter (11) and the first bus system (17) with the setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of a motor vehicle, which were transmitted via the second transmitter (21), the second bus system (27), the second steering control unit (26) and the second further bus system (31), and, if they match, uses them to control the first steering actuator (15), that the second steering control unit (26) compares the setpoint values ​​transmitted by the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle via the second transmitter (21) and the second bus system (27) with the setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of a motor vehicle, which were transmitted via the first transmitter (11), the first bus system (17), the first steering control unit (16) and the second further bus system (31), and, if there is a match, uses them to control the second steering actuator (25). [3] Device (1) according to claim 1 or 2, characterized by, that the first brake control unit (14) transmits actual values ​​of the first brake actuator (13) and the first steering control unit (16) transmit actual values ​​of the first steering actuator (15) via the first bus system (17) and the first transmitter (11) to the first control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle and via the first and second further bus systems (30, 31) to the second brake control unit (24) and second steering control unit (26), wherein the transmitted actual values ​​are transmitted by the second brake control unit (24) and the second steering control unit (26) via the second bus system (27) and the second transmitter (21) to the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle, wherein the second brake control unit (24) transmits actual values ​​of the second brake actuator (23) and the second steering control unit (26) Actual values ​​of the second steering actuator (25) via the second bus system (27) and the second transmitter (21) to the control unit (32) for the partial,highly or fully automatic driving of the motor vehicle and is transmitted via the first and second further bus systems (30, 31) to the first brake control unit (14) and the first steering control unit (16), wherein the transmitted actual values ​​are transmitted from the first brake control unit (14) and the first steering control unit (16) via the first bus system (17) and the first transmitter (11) to the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle. [4] Device (1) according to claim 1, 2 or 3, characterized by , that the first transmitter (11) and the second transmitter (21) are integrated in a common control unit (32) for the semi-, highly or fully automatic operation of the motor vehicle, wherein data transmission with the first bus system (17) and the second bus system (27) is separated without any effect on the other. [5] Device (1) according to claim 1, 2 or 3, characterized by, that at least two control units (32) for the semi-, highly or fully automatic driving of the motor vehicle are connected, which are connected to each other via a third further bus system (38) or a common higher-level control unit, wherein the first and second transmitters (11, 21) are arranged in different control units (32). [6] Device (1) according to any one of the preceding claims, characterized by , that the first additional bus system (30) and the second additional bus system (31) are configured as a common additional bus system (37). [7] Device (1) according to any one of the preceding claims, characterized by , that the first electrical power supply (12) is designed as the first battery and the second electrical power supply (22) as the second battery, which are connected without feedback to a common generator (35) or a common high-voltage battery. [8] Device (1) according to any one of the preceding claims, characterized by , that the first steering actuator (15) is a first servomotor and the second steering actuator (25) is a second servomotor of an electromechanical power steering system, or that the first steering actuator (15) is a superimposed steering system and the second steering actuator (25) is a servomotor of an electromechanical power steering system, or that the first steering actuator (15) is part of a first circuit (10) and the second steering actuator (25) is part of a second circuit (20) of a steer-by-wire system. [9] Device (1) according to any one of the preceding claims, characterized by , that the first brake actuator (13) is an active brake booster, preferably an electromechanical brake booster, and the second brake actuator (23) is a slip control system or the first brake actuator (13) is part of a first circuit (10) and the second brake actuator (23) is part of a second circuit (20) of a brake-by-wire system. [10] Method for the semi-, highly or fully automatic operation of a motor vehicle, comprising at least one control unit (32) for the semi-, highly or fully automatic operation of the motor vehicle, a first circuit (10) and a second circuit (20), wherein the first circuit (10) comprises a first transmitter (11), a first electrical power supply (12), a first steering actuator (15) with a first steering control unit (16), a first brake actuator (13) with a first brake control unit (14) and a first bus system (17), wherein the control units (14, 16) of the first circuit (10) and the first transmitter (11) are connected via the first bus system (17), and the second circuit (20) comprises at least a second transmitter (21), a second electrical power supply (22), a second steering actuator (25) with a second steering control unit (26), a second brake actuator (23) with a second brake control unit (24) and has a second bus system (27),wherein the control units (24, 26) of the second circuit (20) and the second transmitter (21) are connected via the second bus system (27), wherein the first brake control unit (14) and the second brake control unit (24) are connected to each other via at least one first further bus system (30) and the first steering control unit (16) and the second steering control unit (26) are connected to each other via a second further bus system (31), wherein the first transmitter (11) transmits the setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle for the first brake actuator (13) and the first steering actuator (15) via the first bus system (17) to the first brake control unit (14) and the first steering control unit (16) and the second transmitter (21) transmits setpoint values ​​for the semi-,The second transmitter (21) transmits the target values ​​for the first brake actuator (13) and the first steering actuator (15) via the second bus system (27) to the second brake control unit (24) and the second steering control unit (26), wherein the second brake control unit (24) transmits the target values ​​for the first brake actuator (13) via the first further bus system (30) to the first brake control unit (14) and the second steering control unit (26), and the target values ​​for the first steering actuator (15) via the second further bus system (31) to the first steering control unit (16), wherein the second transmitter (21) transmits the target values ​​for the semi-, highly, or fully automatic driving of the vehicle for the second brake actuator (23) and the second steering actuator (25) via the second bus system (27) to the second brake control unit (24) and the second steering control unit (26), and the first transmitter (11) Target values ​​for the partial,Highly or fully automatic driving of the motor vehicle for the second brake actuator (23) and the second steering actuator (25) is transmitted via the first bus system (17) to the first brake control unit (14) and the first steering control unit (16), wherein the first brake control unit (14) transmits the target values ​​for the second brake actuator (23) via the first further bus system (30) to the second brake control unit (24) and the first steering control unit (16) transmits the target values ​​for the second steering actuator (25) via the second further bus system (31) to the second steering control unit (26). [11] Method according to claim 10, characterized by , that the first brake control unit (14) compares the setpoint values ​​transmitted by the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle via the first transmitter (11) and the first bus system (17) with the setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of a motor vehicle, which were transmitted via the second transmitter (21), the second bus system (27), the second brake control unit (24) and the first further bus system (30), and, if they match, uses them to control the first brake actuator (13), that the second brake control unit (24) receives the information from the control unit (32) for the partial, high or The setpoint values ​​transmitted via the second transmitter (21) and the second bus system (27) for fully automatic driving of the motor vehicle are compared with the setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of a motor vehicle, which were transmitted via the first transmitter (11), the first bus system (17), the first brake control unit (14) and the first further bus system (30), and, if they match, are used to control the second brake actuator (23). that the first steering control unit (16) compares the setpoint values ​​transmitted by the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle via the first transmitter (11) and the first bus system (17) with the setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of a motor vehicle, which were transmitted via the second transmitter (21), the second bus system (27), the second steering control unit (26) and the second further bus system (31), and, if they match, uses them to control the first steering actuator (15), that the second steering control unit (26) compares the setpoint values ​​transmitted by the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle via the second transmitter (21) and the second bus system (27) with the setpoint values ​​of the control unit (32) for the semi-, highly or fully automatic driving of a motor vehicle, which were transmitted via the first transmitter (11), the first bus system (17), the first steering control unit (16) and the second further bus system (31), and, if there is a match, uses them to control the second steering actuator (25). [12] Method according to claim 10 or 11, characterized by, that the first brake control unit (14) transmits actual values ​​of the first brake actuator (13) and the first steering control unit (16) transmit actual values ​​of the first steering actuator (15) via the first bus system (17) and the first transmitter (11) to the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle and via the first and second further bus systems (30, 31) to the second brake control unit (24) and second steering control unit (26), wherein the transmitted actual values ​​are transmitted by the second brake control unit (24) and the second steering control unit (26) via the second bus system (27) and the second transmitter (21) to the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle, wherein the second brake control unit (24) transmits actual values ​​of the second brake actuator (23) and the second steering control unit (26) transmits actual values of the second steering actuator (25) via the second bus system (27) and the second transmitter (21) to the control unit (32) for the partial,highly or fully automatic driving of the motor vehicle and is transmitted via the first and second further bus systems (30, 31) to the first brake control unit (14) and the first steering control unit (16), wherein the transmitted actual values ​​are transmitted from the first brake control unit (14) and the first steering control unit (16) via the first bus system (17) and the first transmitter (11) to the control unit (32) for the semi-, highly or fully automatic driving of the motor vehicle.

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