Device for controlling the brakes of an autonomous vehicle

Abstract

Device for controlling a brake of an autonomous vehicle, comprising: a first brake control unit (10) configured to control a brake module (80) of an autonomous vehicle by receiving a braking command from an autonomous control unit (40) for controlling the autonomous driving of the autonomous vehicle, and a second brake control unit (20) configured to control the brake module (80) of the autonomous vehicle by receiving a braking command from the autonomous control unit (40), wherein the first and the second brake control units (10, 20) exchange monitoring information with each other in a predetermined communication manner in order to monitor an operating state, so that the control of the brake module (80) is transferred according to the monitoring result, furthermore with a sensor unit (30) configured to detect a driving state of the autonomous vehicle,to independently transmit the detected driving condition to both the first and the second brake control unit (10, 20), characterized in that the sensor unit (30) comprises: a first inertial measurement unit (33), IMU, for detecting inertia of acceleration and / or rotation and / or tilt of the autonomous vehicle, in order to transmit the detected inertia to the first and the second brake control unit (10, 20), and a second inertial measurement unit (34), IMU, for detecting inertia of acceleration and / or rotation and / or tilt of the autonomous vehicle, in order to transmit the detected inertia to the second brake control unit (20), or that the sensor unit (30) comprises: a first wheel speed sensor (31) for detecting a wheel speed of the autonomous vehicle, in order to transmit the detected wheel speed to the first brake control unit (10), and a second wheel speed sensor (32) for detecting a wheel speed of the autonomous vehicle vehicle,to send the detected wheel speed to the second brake control unit (20).

Description

Cross-reference to related registrations

[0001] The present application claims priority from Korean patent application No. 10-2019-0076791, filed on June 27, 2019, which is incorporated by reference into the subject matter of the present application. Background of the invention Area

[0002] Exemplary embodiments of the present disclosure relate to a device for controlling a Brake of an autonomous vehicle and in particular a device for controlling a brake of an autonomous vehicle. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. vehicle in which a first brake control device and a second brake control device are in an operating state between these via CAN communication in an autonomous vehicle, so that the control of a The brake module is transmitted according to the monitoring result. Discussion of the background of the invention

[0003] Autonomous driving is a key technology for the age of the future intelligent vehicle, and the The level of the same is subdivided according to the degree of the driver's intervention in the driving control.

[0004] The National Highway Traffic Safety Administration (NHTSA) divides autonomous driving into several levels of automation. according to the degree of driver intervention, and ultimately unmanned vehicles will operate without intervention. a driver is being sought.

[0005] In particular, among the automation levels, level 4 applies to autonomous driving only for a specific road. or zone, while level 5 represents fully autonomous driving without restrictions to specific roads or zones. regards.

[0006] Since a driver completely relinquishes the driving control of an autonomous vehicle to the autonomous vehicle, it At automation levels 4 or 5, it is difficult for the driver to react in the event of an emergency in a brake module. to intervene so that the autonomous vehicle system can handle this situation itself.

[0007] Accordingly, at automation levels 4 or 5, there is a need for redundancy for a To ensure the reliability of the braking system.

[0008] An autonomous braking system according to the state of the art is, for example, in the Korean Patent publication no. 10-2011-0059488 (June 2, 2011) entitled "Power Control System and Method for Vehicle" revealed.

[0009] The information disclosed above in the background of the invention serves only to provide a better understanding of the background of the invention, and therefore this may contain information that does not represent prior art. Overview of the invention

[0010] Exemplary embodiments of the present invention relate to a device for controlling a Brake of an autonomous vehicle, in which a first brake control device and a second The brake control unit communicates an operating state between these via CAN communication in an autonomous vehicle. monitor so that the control of a brake module is transferred according to the monitoring result.

[0011] Additional aspects are detailed in the following description and arise in part from the disclosure or can be learned through the practical implementation of the concepts according to the invention.

[0012] An exemplary embodiment of the present invention provides a device for controlling a Brake of an autonomous vehicle, which includes: a first brake control device designed to perform a Braking module of an autonomous vehicle by receiving a braking command from an autonomous control unit to control the autonomous driving of the autonomous vehicle, and a second brake control device that is trained to activate the autonomous vehicle's braking module by receiving a braking command from the to control the autonomous control unit. The first and second brake control units are swapped. Monitoring information is communicated to each other in a predetermined manner to determine the operational status. Monitor so that the control of the brake module is transferred according to the monitoring result. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality.

[0013] The first and second brake control devices can be jointly controlled by respective communication networks with be connected to the autonomous control unit in order to receive the respective braking commands from the autonomous control unit to receive.

[0014] The first and the second brake control unit can be connected to each other via a communication network be.

[0015] The first and second brake control devices can switch control depending on whether A communication error occurs between them.

[0016] If the communication error occurs between the first and the second brake control unit, the The second brake control unit takes over the control.

[0017] The device can further include a sensor unit designed to detect a driving condition of the to recognize autonomous vehicles in order to independently transmit the detected driving state to both the first and second Send brake control unit.

[0018] The sensor unit can include a first wheel speed sensor for detecting the wheel speed of the autonomous vehicle. to send the detected wheel speed to the first brake control unit, and a second wheel speed sensor to detect the wheel speed of the autonomous vehicle, in order to transmit the detected wheel speed to the second Send brake control unit.

[0019] The sensor unit can include a first inertial measurement unit (IMU) for detecting inertia the acceleration and / or rotation and / or tilt of the autonomous vehicle to detect to send inertial measurement to the first and second brake control units, and a second inertial measurement unit (IMU) to Detects inertial acceleration and / or rotation and / or tilt of the autonomous vehicle, to send the detected inertia to the second brake control unit.

[0020] When a predetermined first control transfer state is met, the first brake control device can Control is transferred to the second brake control unit.

[0021] When a predetermined second control transfer state is met, the second brake control device can Control is transferred to the first brake control unit.

[0022] If both the first and the second predetermined control transfer states are fulfilled, the first The brake control unit is operating in a reduced-function mode.

[0023] As can be seen from the preceding description, the device for controlling a brake monitors of an autonomous vehicle, the first and second brake control units establish an operating state between each other through CAN communication in the autonomous vehicle, so that the control of the brake module is adjusted accordingly. Monitoring results are transferred, therefore even in the event of an emergency situation in the brake module possible to ensure safe operation and the reliability of the braking system.

[0024] It should be noted that both the preceding general description and the following detailed description, exemplary and explanatory, and a further explanation of the claimed invention They should give. Figure listThis text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality.

[0025] The accompanying drawings, which are included for a further understanding of the invention and are incorporated into the present The description included and form part of it shows exemplary embodiments of the invention and serve together with the description and explanation of the principles of the invention. Fig. 1 is a block diagram illustrating a device for controlling a brake of an autonomous vehicle. Vehicle according to an embodiment of the present invention. Fig. 2 is a diagram illustrating an example of monitoring between the first and the second. Brake control unit using CAN communication according to the exemplary Exemplary embodiment of the present invention. Detailed description of the illustrated exemplary embodiments

[0026] The invention is described in more detail below with reference to the accompanying drawings, in which embodiments of the invention are illustrated. However, the present invention can be implemented in numerous other ways. They can be implemented in various forms and should not be considered limited to the examples of implementation listed here. do not apply. Rather, these exemplary embodiments are cited for a comprehensive disclosure and convey to the A person skilled in the art understands the framework of the invention in its entirety.

[0027] As is common in the relevant field, some embodiments can be seen in the drawings as Functional blocks, units and / or modules may be represented. It is apparent to a person skilled in the art that these blocks, Units and / or modules physically by electronic (or optical) circuits, such as logic circuits, discrete components Components, processors, wired circuits, Storage elements, wire connections, and the like may be implemented. If the blocks, units, and / or Modules implemented by processors or similar hardware can be accessed using software. (for example, codes) are programmed and controlled to perform various functions discussed here. Alternatively, each block, unit and / or module can be powered by dedicated hardware or as a combination of dedicated hardware to perform certain functions and a processor (for example, one or more) programmed processors and associated circuits) to perform other functions. Each Each block, unit and / or module of some exemplary embodiments can be physically divided into two or more Interacting and discrete blocks, units and / or modules may be subdivided without exceeding the framework of the to abandon the idea of ​​invention. Furthermore, blocks, units and / or modules of some exemplary Examples of implementation can be physically combined into more complex blocks, units and / or modules without the frame to abandon the idea of ​​invention.

[0028] In the following, a device and a method for preventing vehicle collisions are described based on the The accompanying drawings describe various exemplary embodiments. The thickness The lines or the size of elements depicted in the drawings may be altered for clarity. The description and simplification may be exaggerated. The following terms are described below. Consideration of their functions in the disclosure is defined and can be according to the intentions or practice. such terms should therefore be based on the overall content of the present description.This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality.

[0029] Fig. 1 is a block diagram illustrating a device for controlling a brake of an autonomous vehicle Vehicle according to an embodiment of the present invention. Fig. 2 is a diagram illustrating a Example of monitoring between the first and second brake control units using CAN- Communication according to the exemplary embodiment of the present invention.

[0030] Referring to Fig. 1, the device for controlling a brake of an autonomous vehicle is shown to in an exemplary embodiment of the present invention a first brake control device 10, a second Brake control unit 20, a sensor unit 30, an autonomous control unit and a vehicle driving control module 50 on.

[0031] A first battery 90 supplies electrical energy to the first brake control device 10 for the operation of a Brake module 80.

[0032] A second battery 70 supplies electrical energy to the second brake control unit 20 for the operation of the Brake module 80.

[0033] Although the first and second batteries 90 and 70 are shown by way of example to be independent of each other in the present The technical framework of the present invention is not described in the exemplary embodiment. limited thereto. The present invention can provide a single battery for supplying both the first and the second brake control device 10 and 20 with electrical energy from the battery.

[0034] The autonomous control unit 40 controls the autonomous driving of an autonomous vehicle. The autonomous Control unit 40 can control the autonomous vehicle to reach a destination using an accurate map. to arrive without a driver operating a steering wheel, accelerator pedal, brake pedal, and the like.

[0035] For this purpose, the autonomous control unit 40 controls the operation of the autonomous vehicle by the first brake control device 10, the second brake control device 20, a steering angle control device 60 and the Vehicle control module 50, for example an engine management system (EMS) 51 or a transmission control unit (TCU) 52, controls.

[0036] In this case, the autonomous control unit 40 works organically with a blind spot detection (BSD) system for Warning of the risk of accidents occurring in a blind spot and / or a forward collision warning system (FWC) to warn occupants, including the driver, of an impending collision with a vehicle ahead and / or an emergency braking assistant (AEBS) for automatic deceleration according to the possibility of a collision with a vehicle ahead and / or adaptive cruise control (SCC) for driving in automatic mode Acceleration and deceleration in response to a vehicle ahead and / or a lane keeping assist system (LDWS) to warn the occupants, including the driver, of leaving a lane and / or a Lane Keeping Assist Systems (LKAS) prevent a vehicle from leaving the lane it is currently driving in and / or a rear collision warning system (RCW) to warn the occupants, including the driver, of an impending collision with a vehicle driving behind. These vehicle control systems are not each designed for the aforementioned. This is an exemplary embodiment limited.

[0037] The autonomous control unit 40 is connected to the vehicle driving control module 50, the first brake control unit 10, the second brake control device 20 and steering angle control device 60 via a communication network. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. for example, a main controller area network (CAN) is connected to send various control commands for the autonomous system. Driving control to the vehicle driving control module 50 and / or the first brake control unit 10 and / or the second To send the brake control unit 20 and / or the steering angle control unit 60 through the main CAN.

[0038] In particular, when a vehicle is driving with an automation level of 4 or 5, the autonomous control unit 40 connected via the main CAN bus to the first and second brake control units 10 and 20 in order to To send a braking command (target deceleration) to the first and second brake control units 10 and 20.

[0039] In this case, either the first or the second brake control unit 10 or 20 controls the brake module 80, respectively. depending on whether it controls the brake module 80. A detailed description of this will follow later.

[0040] The vehicle driving control module 50 controls the driving of the autonomous vehicle in response to the control signal of the autonomous control unit 40. The vehicle driving control module 50 includes the EMS 51 and the TCU 52.

[0041] The EMS 51 controls an opening angle of a (not shown) throttle valve by controlling a (not (shown) electronic throttle actuator of the TCU 52 in response to the input from the autonomous control unit 40 received control signal, thereby generating a driving force required for the propulsion of the autonomous vehicle is generated and the speed of the autonomous vehicle is regulated.

[0042] The TCU 52 enables the gears to be shifted into a desired shift range in response to the input from the autonomous control unit 40 received control signal.

[0043] The sensor unit 30 detects a driving state of the autonomous vehicle in order to independently transmit this to the respective To send the first and second brake control units 10 and 20.

[0044] The sensor unit 30 comprises a first wheel speed sensor (WSS) 31, a second wheel speed sensor 32, a first inertial measurement unit (IMU) 33 and a second IMU 34.

[0045] The first wheel speed sensor 31 detects the wheel speed of the autonomous vehicle. The first wheel speed sensor 31 is directly connected to the first brake control unit 10 to transmit the wheel speed of the autonomous vehicle to the first brake control unit 10 to be sent.

[0046] The second wheel speed sensor 32 detects the wheel speed of the autonomous vehicle. The second wheel speed sensor 32 is directly connected to the second brake control unit 20 to control the wheel speed of the autonomous vehicle. to send the second brake control unit 20.

[0047] This means that the first and second wheel speed sensors 31 and 32 are provided independently in order to Wheel speed of the autonomous vehicle to both the first and second brake control units 10 and 20 send. If a fault occurs in the first or second brake control unit 10 and 20, accordingly the brake control unit (the first brake control unit 10 or the second brake control unit 20), which currently in control, the wheel speed of the autonomous vehicle directly from the immediately associated connected first or second wheel speed sensors 31 and 32 receive data. Therefore, the brake control unit, which The controller currently in charge controls the brake module 80 based on the corresponding wheel speed.

[0048] Although the first and second wheel speed sensors 31 and 32 are used in the present exemplary The embodiments are described as independent of each other, however, the invention concepts are not limited to this. The present invention can include a single wheel speed sensor to measure wheel speed. to be sent simultaneously and in parallel to the first and second brake control units 10 and 20. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality.

[0049] The first IMU 33 detects the inertia of the acceleration and / or rotation and / or tilt etc. of the autonomous vehicle. The first IMU 33 is connected to the first and second brake control units 10 and 20 by the Main CAN connected to transmit the autonomous vehicle's inertia via the main CAN to both the first and the to send second brake control unit 10 and 20.

[0050] The second IMU 34 detects the inertia of the acceleration and / or rotation and / or tilt etc. of the autonomous vehicle. The second IMU 34 is connected to the second brake control unit 20 by a A communication network, for example a local CAN, is connected to transmit the inertia of the autonomous vehicle via the to send local CAN to the second brake control unit 20.

[0051] This means that, since the second IMU 34 is separate from the first IMU 33, additionally in the first IMU 33 The second IMU 34 is intended to be inertia of the autonomous vehicle sends to the second brake control unit 20, even if there is a fault in the first Brake control unit 10 occurs, so that the second brake control unit 20 takes over control. Therefore, the second brake control unit 20 the brake module 80 based on the inertia sent by the second IMU 34 of the control autonomous vehicles.

[0052] The brake module 80 is designed to brake the autonomous vehicle and has a front wheel Brake caliper 81 and an electronic rear parking brake (EPB) 82. Both the front brake caliper 81, as The electronic rear parking brake (EPB) 82 also brakes the vehicle by operating in response to the Control signal of the first or second brake control unit 10 or 20.

[0053] The first brake control device 10 is a primary brake control device. When a braking command is sent to the first The brake control unit 10 is input from the autonomous control unit 40, which controls the first Brake control unit 10, the brake module 80, based on the input from the first wheel speed sensor 31 Wheel speed or the inertia of the autonomous vehicle input by the first IMU 33 to determine the speed of the to regulate autonomous vehicles. Preferably, the first brake control device 10 has the control of the brake module. inside.

[0054] The second brake control device 20 is a secondary brake control device. When a braking command is sent to the The second brake control unit 20 is controlled by the autonomous control unit 40. Brake control unit 20, the brake module 80, is based on the information from the second wheel speed sensor 32. entered wheel speed or the inertia of the autonomous vehicle entered by the second IMU 34, in order to to regulate the speed of the autonomous vehicle.

[0055] Referring to Fig. 2, the first and second brake control devices 10 and 20 together receive a Braking command from the automatic control unit 40 via the main CAN bus, and one of the same controls the Brake module 80 depending on whether it currently holds the control of brake module 80.

[0056] For example, if the first brake control device 10 has the control of the brake module 80, the first brake control device 10 the brake module 80 accelerating on the direction from the first wheel speed sensor 31 entered rotational speed or the inertia of the autonomous vehicle entered by the first IMU 33. If the second Brake control unit 20, which controls the brake module 80, controls the second brake control unit 20 the brake module 80 based on the wheel speed input from the second wheel speed sensor 32 or from The inertia of the autonomous vehicle was entered into the second IMU 34. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality.

[0057] The first and the second brake control devices 10 and 20 are connected to each other by a communication network, For example, a monitoring CAN bus is connected. If the first and second brake control units 10 and 20 are connected, the Brake module 80 can be controlled in response to the braking command; therefore, they can obtain monitoring information about the They exchange monitoring CAN data with each other.

[0058] For example, if the first brake control device 10 has the control of the brake module 80 and the The brake module 80 controls the second brake control unit 20, which receives the monitoring information from the first. Brake control unit 10 via the monitoring CAN to determine the operating status of the first brake control unit 10. monitor. If, on the other hand, the second brake control device 20 controls the brake module 80 and the Brake module 80 controls the first brake control unit 10, which receives the monitoring information from the second. Brake control unit 20 via the monitoring CAN to determine the operating status of the second brake control unit 20 to monitor.

[0059] In this case, the first brake control device 10 can send a status signal and / or EPB control signals and / or a Redundancy request signal and / or a warning signal and / or a sensor signal to the second brake control unit 20 send. This means that if the first brake control unit 10 has control of the brake module 80 and the Brake module 80 controls the first brake control unit 10, which sends its status signal, EPB control signals, a redundancy signal. A request signal, a warning signal, and a sensor signal are sent to the second brake control unit 20. When the second The brake control unit 20 is in a fault condition while it is controlling the brake module 80, The first brake control unit 10 sends the redundancy request signal to the second brake control unit 20 to initiate a To request and accept the transfer of control of brake module 80. The request from the The signals sent from the first brake control unit 10 to the second brake control unit 20 are not on the The preceding exemplary embodiment is limited.

[0060] First control transfer conditions for the transfer of control of the brake module 80 from the first Brake control unit 10 to the second brake control unit 20 can detect a fault in a control unit or one Actuator in the first brake control unit 10 include. For example, the first exhibit control transfer conditions: a fault in one or more wheel speed sensors (WSS), a fault a valve relay in an electronic control unit (ECU), an opening or short-circuit-related fault of a Electronic Stability Control (ESC) valve, a fault caused by an open engine relay fuse, a fault a motor power FET driver, a timeout error of essential CAN messages (one yaw rate sensor (YRS), a central gateway (CGW), a speed sensor (PLC), etc.), a significant signal errors of an adaptive cruise control (SCC), a hydraulic control unit (HCU) or a YRS, a fault if the supply voltage falls below or exceeds a reference voltage, a fault of a microcontroller unit (MCU) or a watchdog, a variant encoding error, a abnormal operation of an anti-lock braking system (ABS) or vehicle dynamics control (VDC) and an open or Short-circuit-related fault of a brake light signal relay (BLS). If at least one of the first If the control transfer conditions are met, the first brake control unit 10 transfers control to the the second brake control device 20. The first control transfer conditions are not based on the aforementioned. This is an exemplary embodiment limited.

[0061] On the other hand, the second brake control device 20 can receive a status signal and / or an EPB state & Dynamic- Request signal and / or an error signal (ABS and SCC function) and / or an ABS act signal and / or a sensor signal to the First brake control unit 10 sends a signal. That is, when the second brake control unit 20 controls the When the brake module 80 is in use and controls the brake module 80, the second brake control unit 20 sends its status signal. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. Fault signal (ABS or SCC function), ABS act signal and sensor signal to the first brake control unit 10. If the The first brake control unit is in a fault condition while controlling the brake module 80 Once in possession, the second brake control unit 20 sends the EPB status and Dynamic-Req. signal to the first Brake control unit 10, to request and take over control of the brake module 80 from it. The one from The signals sent from the second brake control unit 20 to the first brake control unit 10 are not on the The aforementioned exemplary embodiment is limited.

[0062] Second control transfer conditions for the second brake control device 20 for the transfer of control of the brake module 80 to the first brake control unit 10, a fault in a control unit or a The actuator in the second brake control unit 20 may exhibit the following: The second control transfer conditions can for example, a fault in one or more wheel speed sensors (WSS) and / or a fault in a main pressure sensor. and / or a time-out error of an Ax pressure signal and / or an SCC time-out or signal error, and / or a Errors occur when the supply voltage falls below or exceeds a reference voltage and / or there is a fault in a microcontroller unit (MCU) or a monitoring device (watchdog) and / or an opening / short-circuit-related A fault in a valve or motor and / or a fault in the EPB hardware. If at least one of the second If the control transfer conditions are met, the second brake control unit 20 transfers control to the the first brake control device 10. The second control transfer conditions are not based on the preceding one This is an exemplary embodiment limited.

[0063] In the event that the first brake control device 10 is in a fault condition, such that the first Brake control unit 10 transfers control to the second brake control unit 20, and the second If brake control unit 20 is also in a fault condition, the first brake control unit 10 executes a reduced-function mode, in which the brake module 80 is mechanically actuated to the extent that the The driver presses down the brake pedal.

[0064] The first and second brake control units 10 and 20 are connected via the monitoring CAN as before described as interconnected. If a CAN communication error occurs, for example an ECAN (DCAN) timeout of 70 ms or more, between the first and second brake control units 10 and 20, the first Brake control unit 10 transmits the control of the brake module 80 to the second brake control unit 20.

[0065] The steering angle control device 60 controls the angle of the steering wheel of the autonomous vehicle in response to the Control signal of the autonomous control unit 40.

[0066] As previously described, the device for controlling a brake of an autonomous vehicle monitors according to the exemplary embodiment of the present invention, the first and the second Brake control unit 10 and 20 communicate the operating status between them via CAN communication in the autonomous vehicle, so that the control of the brake module 80 is transferred according to the monitoring result Therefore, even in the event of an emergency in brake module 80, it is possible to maintain safe operation. to guarantee and ensure the reliability of the braking system.

[0067] Although various embodiments have been described above, it is understandable to the person skilled in the art that The described embodiments serve only as examples. It is evident to a person skilled in the art that numerous Various modifications and other equivalent embodiments are possible without deviating from the spirit and the to deviate from the framework of revelation. The true technical framework of revelation should therefore be determined by the The following requirements are defined. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was generated automatically and is solely for the purpose of Included for the better information of the reader. The list is not part of the German patent or... Utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] KR 1020190076791

[0001] KR 1020110059488

[0008]

Claims

1. Device for controlling a brake of an autonomous vehicle, comprising: a first brake control device designed to control a brake module of an autonomous vehicle by receiving a braking command from an autonomous control unit for controlling the autonomous driving of the autonomous to control the vehicle, and a second brake control device designed to control the brake module of the autonomous vehicle by receiving to control a braking command from the autonomous control unit, wherein the first and second brake control units transmit monitoring information to each other on a predetermined basis Exchange communication methods to monitor an operating state, so that the control of the brake module is handed over according to the monitoring result.

2. Device according to claim 1, wherein the first and second brake control devices are each controlled by a respective Communication networks are jointly connected with the autonomous control unit to determine the respective To receive braking commands from the autonomous control unit.

3. Device according to claim 1, wherein the first and the second brake control device are connected via a They are interconnected in the communication network.

4. Device according to claim 1, wherein the first and second brake control devices switch control, in Dependence on whether a communication error occurs between them.

5. Device according to claim 4, wherein, if the communication error between the first and the second When the brake control unit activates, the second brake control unit takes over.

6. Device according to claim 1, further comprising a sensor unit configured to detect a driving state of the autonomous To recognize the vehicle in order to independently transmit the detected driving condition to both the first and second Send brake control unit.

7. Device according to claim 6, wherein the sensor unit comprises: A first wheel speed sensor for detecting the wheel speed of the autonomous vehicle, in order to measure the detected wheel speed. This text has been copied by the DPMA from the original sources. It does not contain any drawings. The tables and formulas may be of unsatisfactory quality. to send to the first brake control unit, and a second wheel speed sensor to detect the wheel speed of the autonomous vehicle, in order to measure the detected wheel speed to send to the second brake control unit.

8. Device according to claim 6, wherein the sensor unit comprises: a first inertial measurement unit (IMU) for detecting inertia of acceleration and / or rotation and / or the Tilt of the autonomous vehicle to transmit the detected inertia to the first and second brake control units send, and a second inertial measurement unit (IMU) for detecting inertia of acceleration and / or rotation and / or the Tilt of the autonomous vehicle to send the detected inertia to the second brake control unit.

9. Device according to claim 1, wherein, when a predetermined first control transfer state is fulfilled, the The first brake control unit hands over control to the second brake control unit.

10. Device according to claim 1, wherein, when a predetermined second control transfer state is fulfilled, the The second brake control unit hands over control to the first brake control unit.

11. Device according to claim 1, wherein, if both, the first and the second predetermined Once the control handover state is fulfilled, the first brake control unit operates in a reduced-function mode.

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