Method for operating an actuator arrangement, actuator arrangement, motor vehicle

Abstract

The invention relates to a method for operating an actuator arrangement (2), in particular for a motor vehicle (1), wherein the actuator arrangement (2) has at least two controllable actuators (3-1 - 3-8) and a control system (7) with at least two control units (8-1 - 8-8) each assigned to one of the actuators (3-1 - 3-8) and a central control unit (9-1, 9-2) each connected to the control units (8-1 - 8-8) by means of communication links, and wherein the control units (8-1 - 8-8) are controlled by the central control unit (9-1, 9-2) to control the respective actuators (3-1 - 3-8) in a fault-free normal operating mode of the actuator arrangement (2).It is provided that the control system (7) is monitored for the occurrence of a malfunction, that the operating state of the respective actuator (3-1 - 3-8) is monitored, and that when a malfunction of the control system (7) affecting one of the actuators (3-1 - 3-8) is detected, the affected actuator (3-1 - 3-8) is directly controlled by the control unit (8-1 - 8-8) assigned to it, depending on the operating state of the other actuator (3-1 - 3-8) detected by the monitoring.

Description

[0001] The invention relates to a method for operating an actuator arrangement, in particular for a motor vehicle, wherein the actuator arrangement has at least two controllable actuators and a control system with at least two control units, each assigned to one of the actuators, and a central control unit, each connected to the control units by means of communication links, and wherein the control units are controlled by the central control unit to control the respective actuators in a fault-free normal operating mode of the actuator arrangement.

[0002] Furthermore, the invention relates to an actuator arrangement and a motor vehicle with such an actuator arrangement. State of the art

[0003] Methods of the type mentioned above are known from the prior art.

[0004] For example, actuator arrangements for braking systems of motor vehicles are known, wherein at least one actuator, designed as a wheel brake actuator (in particular an electromechanical one), is assigned to each of the four wheels of the motor vehicle. Each actuator has its own control unit, which is usually controlled by at least one central control unit located remotely from the actuators. In particular, each pair of wheels of the motor vehicle, for example axle by axle or crosswise, is assigned a separate central control unit, which is responsible for two wheel brake actuators. The central control units typically distribute the braking force for the entire vehicle by sending corresponding commands to the control units assigned to the actuators.To increase the reliability of the actuator arrangement, it is known to implement components redundantly in order to compensate for failures of individual components and / or subsystems. Disclosure of the invention

[0005] The method according to the invention, with the features of claim 1, is characterized in that the control system is monitored for the occurrence of a malfunction, that the operating state of the respective actuator is monitored, and that when a malfunction of the control system affecting one of the actuators is detected, the affected actuator is directly controlled by its associated control unit depending on the operating state of the other actuator as detected by the monitoring system. This advantageously improves the reliability, even in the event of malfunctions of the control system, without complex redundancies, compared to the actuator arrangements mentioned above.The underlying principle of this method is that, in the event of a malfunction, the control unit assigned to the affected actuator, particularly by means of appropriate sensors, detects the activity of another actuator and automatically activates the actuator, without requiring, for example, data exchange with the central control unit. Specifically, the operating state is monitored and / or detected by sensor signals from at least one of the actuator arrangement, particularly a sensor assigned to the affected actuator. Preferably, the central control unit and / or communication links between the central control unit and the control units are monitored for the occurrence of a malfunction.The central control unit is particularly preferably configured to receive signals from at least one further control unit, in particular another central control unit, associated with a vehicle assistance system, especially for automated and / or autonomous driving operation, at least one actuating device, and / or signals from at least one sensor detecting actuation of the actuating device, and to control at least one of the control units depending on the signals. Preferably, at least one corresponding communication link between the central control unit and the further control unit, in particular the further central control unit, the actuating device, and / or the sensor is monitored for the occurrence of a malfunction. Such malfunctions also affect the corresponding actuator, at least indirectly.For example, the actuating device is designed as a brake pedal, accelerator pedal and / or steering handle, in particular a steering wheel, wherein its actuation specifies a braking request, an acceleration request and / or a steering request and transmits it to the central control unit. In particular, a braking request, an acceleration request and / or a steering request can be specified by the central and / or the further, in particular the further central, control unit and / or such a request is specified and transmitted to the central control unit.Alternatively or additionally, the central control unit itself is part of a vehicle assistance system, in particular for automated and / or autonomous driving operation, wherein signals, in particular in the form of a braking request, acceleration request and / or steering request, can be specified and / or are specified by the central control unit, and depending on the signals at least one of the control units can be controlled and / or is controlled.

[0006] According to a preferred embodiment of the invention, the actuators are assigned to one or more actuating devices, in particular wheel brake devices, drive devices, and / or steering devices for at least one wheel or axle of the motor vehicle, and the respective device is actuated by the control unit when the actuator is activated. With such an assignment of the actuators, the advantages of the method according to the invention are particularly pronounced. For example, a corresponding actuator with such a device is provided for each of the, in particular four, wheels of the motor vehicle. The application range of the device extends in particular to applications in the automotive sector, in aerospace engineering, in railway vehicle engineering, and / or in medical technology.

[0007] It is particularly preferred that the actuators are designed as electromechanical actuators and each incorporates an electric motor, and that the operating state of the actuators is monitored by means of a current sensor and / or rotor position sensor assigned to the respective motor. Monitoring by means of such sensors offers the advantage that the operating state is detected particularly easily and reliably. For example, sensors assigned to the affected actuator are used to indirectly monitor the operating state of the other, unaffected actuator. In particular, sensor signals from the sensor(s) are evaluated. For example, sensor signals from such sensors are also evaluated in normal operating mode for the correct control of the actuators by the control unit assigned to the actuator.

[0008] According to a preferred embodiment of the invention, the operating state of the actuators is monitored by means of an acceleration sensor and / or acoustic sensor assigned to the respective actuator. Monitoring with such sensors offers the advantage that the operating state is detected particularly easily and reliably. For example, sensors assigned to the affected actuator are used to indirectly monitor the operating state of the other, unaffected actuator. In particular, sensor signals from the sensor(s) are evaluated. Preferably, a combination of different sensors is used; for example, one of the aforementioned current sensors and / or rotor position sensors is additionally used to further increase the accuracy in detecting the operating state.

[0009] It is particularly preferred that the operating state of the actuators is monitored by means of a wheel speed sensor, steering angle sensor, position sensor of a steering gear rack, and / or ground force sensor assigned to the respective wheel of the motor vehicle, and / or that the operating state is monitored as a function of a drive force, drive torque, braking force, and / or braking torque acting on the wheel. Monitoring by means of such sensors offers the advantage that quantities directly associated with the wheel are recorded, which further increases the accuracy of the operating state measurement for each individual actuator. For example, corresponding sensors of the wheel assigned to the affected actuator are used to indirectly monitor the operating state of the other, unaffected actuator.In particular, if the actuators are assigned to one or more wheel brake devices or drive devices, as described above, the wheel rotation speed of the wheel assigned to the affected actuator is detected in order to recognize the activation of the unaffected actuator. Preferably, a combination of different sensors is used; for example, one of the aforementioned current sensors, rotor position sensors, acceleration sensors, and / or acoustic sensors is additionally used to further increase the accuracy in detecting the operating state.

[0010] According to a preferred embodiment of the invention, when a malfunction is detected, the respective control unit is switched from normal operating mode to a fault operating mode. In this fault operating mode, sensor signals from the sensors assigned to the actuators are monitored to determine, based on the sensor signals, whether at least one other actuator of the actuator arrangement is being controlled. The fault operating mode advantageously ensures that the monitoring of the sensor signals is only performed as needed and is therefore resource-efficient, particularly energy-efficient. Monitoring the sensor signals provides a particularly advantageous, simple, and robust way to indirectly detect corresponding control activity without requiring a communication link with the corresponding control unit of the controlled actuator.

[0011] It is particularly preferred that, if the activation of at least one other actuator is detected, the actuator affected by the malfunction of the control system is activated by its assigned control unit to assist the other actuator. This offers the advantage that the actuator reliably fulfills its intended task, in particular the actuation of a corresponding device (e.g., jointly with the other actuator), without requiring communication-based coordination between the control units involved.

[0012] According to a preferred embodiment of the invention, the actuator control is interrupted after a predetermined period, and a decision is made, based on sensor signals determined after the interruption, as to whether and how the control is continued, in particular by comparing sensor signals before and after the interruption of the control. This advantageously ensures that the actuator control is performed on an as-needed basis and, in particular, in an energy-efficient manner, whereby it is specifically recognized whether the previous actuator control was sufficient or whether the control strategy needs to be adjusted.

[0013] It is particularly preferred that the actuator is controlled continuously, and that, depending on continuously acquired sensor signals, a decision is made as to whether and how the control is continued, in particular by comparing sensor signals before and during the control process. This advantageously ensures that the actuator is controlled continuously, and in particular, it is recognized whether the previous control of the actuator was sufficient or whether the control strategy needs to be adjusted.

[0014] According to a preferred embodiment of the invention, if a malfunction and the activation of at least one other actuator are detected, the other actuator is activated more strongly, at least for a predetermined period. The actuator is thus excessively actuated, at least temporarily, for example, to advantageously compensate for the malfunction temporarily, until the actuator affected by the malfunction is activated by the amplified impulse triggered by its associated control unit to assist the other actuator, as described above. In particular, the actuator affected by the malfunction is monitored for the corresponding activation to assist the other actuator, and as soon as this is detected, the stronger activation is withdrawn.In this respect, the reaction time is advantageously shortened, and it is also advantageously ensured that the actuator arrangement continues to operate without loss until the actuator is activated. For example, if the actuators are each assigned to wheel brake devices, the other actuator is activated to generate increased vehicle deceleration by means of the wheel brake device until the affected actuator activates its wheel brake device to provide support.

[0015] It is particularly preferred that an error message be displayed in the fault operating mode, especially on a display device. Displaying the error message has the advantage that the fault operating mode is reliably communicated externally, so that it can be perceived, for example, by a user of the actuator arrangement.

[0016] The actuator arrangement, particularly for a motor vehicle, with the features of claim 12, comprises at least two controllable actuators and a control system with at least two control units, each assigned to one of the actuators, and a central control unit, each of which is connected to the control units by means of communication links. It is characterized in that at least one of the control units is specifically configured to carry out the method according to the invention. This results in the advantages already mentioned.

[0017] The motor vehicle with the features of claim 13 is characterized by the actuator arrangement according to the invention. The advantages already mentioned also result from this.

[0018] Further preferred features and combinations of features will become apparent from the foregoing and from the claims. The invention will now be explained in more detail with reference to the drawings. These drawings show... Fig. 1 an advantageous actuator arrangement, and Fig. 2 a method for operating the actuator arrangement.

[0019] Fig. Figure 1 shows a motor vehicle 1 with an advantageous actuator arrangement 2. In order to demonstrate different possibilities, the actuator arrangement 2 in this case has a large number of components, all of which can be operated with the method to be described below, but are not mandatory in this specific combination.

[0020] In the present case, the actuator arrangement 2 has a plurality of controllable actuators 3-1 to 3-8, each of which is assigned to a front axle 4 or a rear axle 5 of the motor vehicle and, at least indirectly, to at least one wheel 6-1 to 6-4 of the motor vehicle 1.

[0021] Furthermore, the actuator arrangement 2 has a control system 7 with a plurality of control units 8-1 to 8-8, each assigned to one of the actuators, and two central control units 9-1 and 9-2, each connected by communication technology to several of the control units 8-1 to 8-8, as indicated by corresponding connecting lines.

[0022] The actuator arrangement 2, as a minimum requirement for the procedure, includes two of the controllable actuators 3-1 to 3-8 and the control system 7 with two of the control units 8-1 to 8-8, each assigned to a different actuator 3-1 to 3-8, and one of the central control units 9-1 and 9-2, whereby the present arrangement is not mandatory in the training for the motor vehicle 1.

[0023] Each of the actuators 3-1 to 3-8 is assigned one or each actuable device 10-1 to 10-7, wherein the devices 10-1 to 10-7 are each designed to be actuated by the respective control unit 8-1 to 8-8 when the respective actuator 3-1 to 3-8 is actuated.

[0024] Finally, each actuator 3-1 to 3-8, device 10-1 to 10-7, and / or wheel 6-1 to 6-4 is assigned at least one sensor, sensor arrangements 11-1 to 11-7, which are designed to detect corresponding sensor quantities, in particular representing a respective operating state of the actuators 3-1 to 3-8.

[0025] In the specific embodiment, the actuators 3-1 to 3-4 are each assigned to exactly one of the wheels 6-1 to 6-4 and to one of the devices 10-1 to 10-4, wherein the devices 10-1 to 10-4 are each configured in particular as a wheel brake device for one of the wheels 6-1 to 6-4. Alternatively or additionally, they are configured as a drive device and / or steering device.

[0026] The actuators 3-5 and 3-6 are correspondingly assigned to the devices 10-5 and 10-6, which are designed in particular as wheel brake devices for providing a parking brake function and are arranged with one of the devices 10-3 and 10-4, which are also designed as wheel brake devices for providing a service brake function, on the same wheel 6-3 or 6-4.

[0027] The actuators 3-7 and 3-8 are jointly assigned the device 10-7, which is configured in particular as a steering device for the two wheels 6-1 and 6-2, which are designed as front wheels. Each of the pairs thus formed, consisting of actuators 3-1 to 3-8 and devices 10-1 to 10-7, is assigned exactly one of the sensor arrangements 11-1 to 11-7 and at least, in particular exactly, one of the control devices 8-1 to 8-8.

[0028] The central control units 9-1 and 9-2 are in this case evenly distributed among the control units 8-1 to 8-8, wherein the central control unit 9-1 is connected by communication technology at least with the control units 8-1, 8-2, 8-7 and 8-8 and the central control unit 9-2 is connected at least with the control units 8-3, 8-4, 8-5 and 8-6.

[0029] In particular, there are further communication links between individual control units 8-1 to 8-8, the sensor arrangements 11-1 to 11-7 and / or the central control units 9-1 and 9-2, which are not shown for the sake of clarity.

[0030] The following refers to Fig. 2 describes an advantageous method for operating the actuator arrangement 2. For this purpose, the Fig. 2. The procedure is described using a flowchart. In particular, the procedure ensures that the actuator arrangement 2 has a high level of reliability.

[0031] In step S1, the procedure begins in a fault-free normal operating mode of the actuator arrangement 2 by controlling the control units 8-1 to 8-8, in particular depending on braking specifications, acceleration specifications and / or steering specifications for the motor vehicle 1, by the central control unit 9-1 or 9-2 assigned to them, to control their respective actuators 3-1 to 3-8.

[0032] Furthermore, the control system 7 is monitored for the occurrence of a malfunction, in particular for a failure of one of the central control units 9-1 and 9-2, for example due to a failure of a corresponding power supply, and / or one of the communication links between one of the central control units 9-1 and 9-2 and one of the control units 8-1 to 8-8.

[0033] If a malfunction of the control system 2 occurs that affects one of the actuators 3-1 to 3-8, for example, if the control unit 8-1 to 8-8 assigned to it no longer receives or can no longer receive control signals from the corresponding central control unit 9-1 or 9-2, the procedure continues in step S2. Preferably, an error message is now displayed, in particular on a display device assigned to a driver of the motor vehicle 1.

[0034] In step S2, the respective operating state of the actuators 3-1 to 3-8 is monitored, in this case by means of the corresponding sensor arrangements 11-1 to 11-7, preferably by at least one, in particular all of the control devices 8-1 to 8-8 assigned to the same type of devices 10-1 to 10-7 and / or actuators 3-1 to 3-8.

[0035] Preferably, at least one of the control devices 8-1 to 8-8 is switched from normal operating mode to fault operating mode, in which sensor signals from sensors of the corresponding sensor arrangements 11-1 to 11-7 are monitored in order to recognize, depending on the sensor signals, whether at least one other of the actuators 3-1 to 3-8 is being controlled.

[0036] Preferably, at least one of the actuators 3-1 to 3-8 is designed as an electromechanical actuator and has an electric machine, wherein the operating state and the detection of the control of the corresponding actuator 3-1 to 3-8 are monitored in particular by means of a current sensor and / or rotor position sensor assigned to the machine as part of the respective sensor arrangement 11-1 to 11-7.

[0037] Alternatively or additionally, the operating status and the detection of the control are monitored, in particular by means of an acceleration sensor and / or acoustic sensor assigned to the respective actuator 3-1 to 3-8.

[0038] Alternatively or additionally, the operating state and the detection of the control are preferably monitored by means of a wheel speed sensor, steering angle sensor, position sensor of a rack of a steering gear, and / or ground force sensor assigned to the respective actuator 3-1 to 3-8, and / or the operating state and the detection of the control are monitored depending on a drive force, drive torque, braking force and / or braking torque acting on the wheel 6-1 to 6-4.

[0039] If the control of at least one other actuator 3-1 to 3-8, which is of the same type as a device 10-1 to 10-7, in the present case in particular wheel brake device, steering device and / or drive device, as the actuator 3-1 to 3-8 in question is assigned, is detected, the procedure is continued with a step S3.

[0040] In step S3, the actuator 3-1 to 3-8 affected by the malfunction of the control system 7 is directly controlled by its assigned control unit 8-1 to 8-8, depending on the operating state of the other actuator 3-1 to 3-8 detected by the monitoring system, to support the other actuator 3-1 to 3-8.

[0041] With regard to the one in the Fig. In the embodiment shown in Figure 1, for example, if the actuators 3-1 to 3-4 are each assigned to devices 10-1 to 10-4 designed as wheel brake devices, the sensor arrangement 11-2 assigned to the actuator 3-2 or the device 10-2 could be monitored by the control unit 8-1 in the event of a failure of the communication link between the control unit 8-1 and the central control unit 9-1, in order to directly detect the operating state of the actuator 3-2 and thus a braking instruction, for example a sudden drop in wheel speed, and / or a pitching movement or deceleration of the motor vehicle 1 by means of sensor signals from an acceleration sensor.Alternatively or additionally, the sensor arrangement 11-1 assigned to the actuator 3-1 or the device 10-1 is monitored accordingly by the control unit 8-1 in order to indirectly detect the operating state of the actuator 3-2 and thus a braking instruction, because, for example, a sudden drop in wheel speed via the wheels 6-1 to 6-4 would be noticeable at all actuators 3-1 to 3-4.

[0042] Similarly, this would also work if the devices 10-1 and 10-2 are designed as steering devices (individual wheel actuators, detection of the operating state, for example, by lateral acceleration values ​​or steering angle) or drive devices (detection, for example, by sensor signals from an acceleration sensor).

[0043] Another application arises for actuators 3-7 and 3-8, which are assigned to the steering device 10-7, in order to actuate it jointly. If, for example, the communication link between the control unit 8-7 of actuator 3-7 and the central control unit 9-1 fails, the control unit 8-7 could alternatively monitor the operating state of actuator 3-8 by evaluating sensor signals from the sensor arrangement 11-7, for example, by lateral acceleration values, steering angle, displacement of a rack / steering rod of the steering device, and / or rotation angle of a shaft of the actuator, and the actuator 3-7 could be controlled accordingly if a corresponding steering command is detected by the operating state in order to support actuator 3-8.

[0044] Even a complete failure of one of the central control units 9-1 or 9-2 can be compensated for, for example, if the actuators 3-1 to 3-4 are each assigned to devices 10-1 to 10-4 designed as wheel brake devices. If, for example, the central control unit 9-1 fails completely, then a braking command can no longer be transmitted by the central control unit 9-1 to control units 8-1 and 8-2 and thus to the actuators 3-1 and 3-2 of the front axle 4.

[0045] According to the invention, the control units 8-1 and 8-2 then evaluate sensor signals from the sensor arrangements 11-3 and / or 11-4 assigned to the rear axle 5 and / or the sensor arrangements 11-1 and / or 11-2 assigned to the front axle 4 in order to directly and / or indirectly detect the operating state of the actuators 3-3 and 3-4 arranged on the rear axle 5 and then assist them in fulfilling a braking requirement, for example with a constant or deceleration-dependent braking force. Degradation of the braking system (in particular reduced braking effect) would then be completely prevented. For example, as described above, a wheel speed at at least one of the wheels 6-1 to 6-4 is detected by means of the corresponding sensor arrangement 11-1 to 11-4. An actuation of at least one of the actuators 3-3 and 3-4 is detected in particular when the wheel speed at any of the wheels 6-1 to 6-4 decreases.

[0046] Alternatively, the braking force is reduced to a predetermined value, whereby the overall possible braking effect is still greater than in the event of a complete failure of the corresponding actuators. The same procedure would be possible if the vehicle 1 has all-wheel drive and the corresponding actuators 3-1 to 3-4 are each assigned to drive devices, so that acceleration specifications could still be reliably met.

[0047] These applications are intended merely as examples to demonstrate the advantages of the method according to the invention. Given the complexity of the process described in the Fig. In the exemplary embodiment shown in 1, it is self-evident that any other control and monitoring systems are possible or have been implemented.

[0048] After a predetermined period, the control of the corresponding actuator 3-1 to 3-8 is at least partially withdrawn, in particular interrupted, and the procedure is continued with step S4. In step S4, depending on sensor signals determined after the withdrawal or interruption, a decision is made as to whether and how the control is continued, in particular by comparing sensor signals before and after the withdrawal or interruption of the control.

[0049] As an alternative to withdrawing or interrupting the control, the sensor signals are continuously recorded and, in step S4, initially compared with sensor signals present before the start of the control without changing the control.

[0050] If it is decided that the control is maintained or continued, the procedure jumps back to step S3, whereby the control strategy is adjusted, in particular depending on the sensor signals, for example to actuate the corresponding device more or less strongly in order to meet a previously mentioned requirement regarding braking, drive and / or steering.

[0051] If it is decided that the control is terminated or not resumed, for example because, depending on the sensor signals, it is recognized that the aforementioned requirement regarding braking, drive and / or steering has been reached, the procedure is terminated with a step S5.

Claims

[1] Method for operating an actuator arrangement (2), in particular for a motor vehicle (1), wherein the actuator arrangement (2) has at least two controllable actuators (3-1 - 3-8) and a control system (7) with at least two control devices (8-1 - 8-8) each assigned to one of the actuators (3-1 - 3-8) and a central control device (9-1, 9-2) which is each communicatively connected to the control devices (8-1 - 8-8) by communication links, and wherein the control devices (8-1 - 8-8) are controlled by the central control device (9-1, 9-2) in a fault-free normal operating mode of the actuator arrangement (2) to control the respective actuators (3-1 - 3-8), characterized by , - that the control system (7) is monitored for the occurrence of a malfunction, - that an operating state of the respective actuator (3-1 - 3-8) is monitored, and - that when a malfunction of the control system (7) affecting one of the actuators (3-1 - 3-8) is detected, the affected actuator (3-1 - 3-8) is directly controlled by the control device (8-1 - 8-8) assigned to it as a function of the operating state of the other actuator (3-1 - 3-8) detected by the monitoring. [2] Method according to claim 1, characterized by that the actuators (3-1 - 3-8) are assigned to one or each of an actuatable device (10-1 - 10-7), in particular a wheel brake device, drive device and / or steering device for at least one wheel or axle of the motor vehicle (1), and that the respective device (10-1 - 10-7) is actuated when the actuator (3-1 - 3-8) is actuated by the control device (8-1 - 8-8). [3] Method according to one of the preceding claims, characterized bythat the actuators (3-1 - 3-8) are designed as electromechanical actuators and each have an electrical machine, and that the operating state of the actuators (3-1 - 3-8) is monitored by means of a current sensor and / or rotor position sensor assigned to the respective machine. [4] Method according to one of the preceding claims, characterized by that the operating state of the actuators (3-1 - 3-8) is monitored by means of an acceleration sensor and / or acoustic sensor assigned to the respective actuator (3-1 - 3-8). [5] Method according to one of the preceding claims, characterized bythat the operating state of the actuators (3-1 - 3-8) is monitored by means of a wheel speed sensor, steering angle sensor, position sensor of a rack of a steering gear, and / or contact force sensor assigned to a wheel (6-1 - 6-4) of the motor vehicle (1) assigned to the respective actuator (3-1 - 3-8), and / or that the operating state is monitored as a function of a drive force, drive torque, braking force and / or braking torque acting on the wheel (6-1 - 6-4). [6] Method according to one of the preceding claims, characterized bythat, when a malfunction is detected, the respective control device (8-1 - 8-8) is switched from the normal operating mode to an error operating mode, and that sensor signals from sensors assigned to the actuators (3-1 - 3-8) are monitored in the error operating mode in order to detect, depending on the sensor signals, whether at least one other of the actuators (3-1 - 3-8) of the actuator arrangement (2) is controlled. [7] Method according to claim 6, characterized by that, when a control of at least one other actuator (3-1 - 3-8) is detected, the actuator (3-1 - 3-8) affected by the malfunction of the control system (7) is controlled by the control device (8-1 - 8-8) assigned to it to support the other actuator (3-1 - 3-8). [8] Method according to claim 7, characterized bythat the control of the actuator (3-1 - 3-8) is interrupted after a predetermined period of time, and a decision is made as to whether and how the control is continued depending on sensor signals determined after the interruption, in particular by comparing sensor signals before the start and after the interruption of the control. [9] Method according to claim 7, characterized by that the control of the actuator (3-1 - 3-8) is carried out without interruption, and a decision is made as to whether and how the control is continued depending on continuously determined sensor signals, in particular by comparing sensor signals before the start and during the control. [10] Method according to one of claims 6 to 9, characterized by that, if a malfunction and a control of at least one other actuator (3-1 - 3-8) are detected, the other actuator (3-1 - 3-8) is controlled more strongly, at least for a predetermined period of time. [11] Method according to one of claims 6 to 10, characterized by that in the error operating mode an error message is output, in particular on a display device. [12] Actuator arrangement (2), in particular for a motor vehicle (1), wherein the actuator arrangement (2) has at least two controllable actuators (3-1 - 3-8) and a control system (7) with at least two control devices (8-1 - 8-8) each assigned to one of the actuators (3-1 - 3-8) and a central control device (9-1, 9-2) which is connected in terms of communication technology to the control devices (8-1 - 8-8) by communication links, characterized by that at least one of the control devices (8-1 - 8-8) is specially designed to carry out the method according to one of the preceding claims. [13] Motor vehicle (1), characterized by at least one actuator arrangement (2) according to claim 12.

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