Decoupled power-assisted braking system and electronic stability control system in one vehicle

Abstract

Examples provide systems and methods for performing hydraulic braking in a vehicle. A system comprises a set of hydraulically controlled brakes, a set of valves coupled to the set of brakes and designed to modulate the hydraulic pressure applied to the brakes, a first hydraulic system comprising a primary hydraulic pressure generator and a first control device, and a second hydraulic system comprising a backup hydraulic pressure generator and a second control device. The first control device is designed to receive sensor data.Based on the sensor data, the first control device determines a hydraulic pressure value to be applied to each of the hydraulically controlled brakes, transmits a pressure command to the primary hydraulic pressure generator to generate hydraulic pressure, and transmits a valve control command to the second control device using a high-speed communication link.

Description

Related registrations

[0001] This application claims priority over the preliminary US patent application No. 63 / 582,750 filed on September 14, 2023, the entire contents of which are incorporated herein by reference. Area

[0002] The embodiments, examples and aspects described herein relate, among other things, to systems and methods for performing hydraulic braking in a vehicle. Brief description

[0003] Conventional vehicle braking systems comprise both a decoupled power brake (DPB) and an electronic stability control (ESC) system to implement hydraulic braking within the vehicle. Both the DPB and ESC systems include a hydraulic pump and a large control unit to implement their respective functionalities. Consequently, both the DPB and ESC systems are expensive to implement and require significant installation space within the vehicle.

[0004] Thus, the examples described herein provide a system for a vehicle. The system comprises a set of hydraulically controlled brakes, a set of valves coupled to the set of hydraulically controlled brakes and designed to modulate a hydraulic pressure applied to each of the hydraulically controlled brakes, a first hydraulic system comprising a primary hydraulic pressure generator and a first control device, and a second hydraulic system comprising a backup hydraulic pressure generator and a second control device.The first control device is designed to receive sensor data, determine a hydraulic pressure value based on this data to be applied to each of the hydraulically controlled brakes, transmit a pressure command to the primary hydraulic pressure generator to generate hydraulic pressure, and transmit a valve control command to the second control device using a high-speed communication link. The second control device is designed to receive the valve control command and, based on this command, transmit a control signal to the set of valves to modulate their operation.

[0005] In some aspects, the primary hydraulic pressure generator is larger than the backup hydraulic pressure generator.

[0006] In some aspects, the second control device is designed to transmit the sensor data to the first control device using the high-speed communication link.

[0007] In some aspects, the high-speed communication connection is an Ethernet connection.

[0008] In some aspects, the primary hydraulic pressure generator includes a plurality of damping elements.

[0009] In some aspects, the first hydraulic system is a decoupled power-assisted braking system, and the first control device is a control device of a decoupled power-assisted braking system.

[0010] In some aspects, the second hydraulic system is an electronic stability control system, and the second control device is an electronic stability control device.

[0011] In some aspects, the first control device is designed to calculate a hydraulic pressure requirement for at least one selected from the group consisting of anti-lock brakes, vehicle dynamic stabilization, traction control, fading support, highly automated driving (HAD) backup, regenerative brake mixture, driver comfort-oriented braking, autonomous braking and brake assist.

[0012] Another example is a method implemented in a vehicle braking system. This method involves a first control device, contained in a first hydraulic system with a primary hydraulic pressure generator, receiving sensor data, determining a hydraulic pressure value to be applied to each brake of a set of hydraulically controlled brakes based on the sensor data, transmitting a pressure command to the primary hydraulic pressure generator to generate hydraulic pressure, and transmitting a valve control command, using a high-speed communication link, to a second control device contained in a second hydraulic system with a backup hydraulic pressure generator.The method further comprises receiving the valve control command with the second control device and, based on the valve control command, transmitting a control signal to a set of valves coupled to the set of hydraulically controlled brakes, wherein the control signal is used to modulate the set of valves.

[0013] In some aspects, the primary hydraulic pressure generator is larger than the backup hydraulic pressure generator.

[0014] In some aspects, the procedure also includes transmitting the sensor data from the second control device to the first control device using the high-speed communication link.

[0015] In some aspects, the high-speed communication connection is an Ethernet connection.

[0016] In some aspects, the primary hydraulic pressure generator includes a plurality of damping elements.

[0017] In some aspects, the first hydraulic system is a decoupled power-assisted braking system, and the first control device is a control device of a decoupled power-assisted braking system.

[0018] In some aspects, the second hydraulic system is an electronic stability control system, and the second control device is an electronic stability control device.

[0019] In some aspects, the procedure further includes, with the first control device, the calculation of a hydraulic pressure requirement for at least one selected from the group consisting of anti-lock brakes, vehicle dynamic stabilization, traction control, fading support, highly automated driving (HAD) backup, regenerative brake mixture, driver comfort-oriented braking, autonomous braking and brake assist. Brief description of the drawings Fig. Figure 1 is a schematic representation of a vehicle according to some aspects. Fig. Figure 2 shows a decoupled power-assisted braking system, which is integrated into the vehicle from Fig. 1 is included, according to some aspects. Fig. Figure 3 shows a control device of a decoupled power-assisted braking system, which is located in the decoupled power-assisted braking system consisting of Fig. 2 is included, according to some aspects. Fig. Figure 4 shows an electronic stability control system according to some aspects. Fig. Figure 5 shows a modified electronic stability control system that is installed in the vehicle. Fig. 1 is included, according to some aspects. Fig. Figure 6 shows an electronic stability control device, which is part of the modified electronic stability control system. Fig. 5 is included, according to some aspects. Fig. Figure 7 shows a decoupled power-assisted braking system from the control device Fig. 2. Executed procedure for performing hydraulic braking according to some aspects. Fig. Figure 8 shows a modified electronic stability control device. Fig. 5. Procedure for performing hydraulic braking according to certain aspects. Detailed description

[0020] Before any aspects, features, or embodiments are explained in detail, it should be understood that their application is not limited to the details of the design and the arrangement of the components described in the following text or illustrated in the following drawings. Further embodiments are possible and can be implemented or realized in various ways.

[0021] Furthermore, it should be understood that the language and terminology used herein serve the purpose of description and are not to be considered restrictive. The terms "mounted," "connected," and "coupled" are used in a broad sense and include both direct and indirect mounting, connecting, and coupling. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings and may also include electrical connections or couplings, whether direct or indirect. Electronic communication and notification may also be carried out by known means, including wired connections, wireless connections, etc.

[0022] Furthermore, it should be noted that a plurality of hardware- and software-based devices, as well as a plurality of different structural components, can be used in various implementations. Aspects, features, and embodiments may include hardware, software, and electronic components or modules, which, for discussion purposes, may be presented and described as if the majority of the components were implemented exclusively in hardware. However, a person skilled in the art, based on a reading of this detailed description, would recognize that in at least one embodiment, the electronic aspects of the invention may be implemented in software (for example, stored on a non-volatile, computer-readable medium) that is executable by one or more processors.Consequently, it should be noted that a plurality of hardware- and software-based devices, as well as a plurality of different structural components, can be used to implement the invention. For example, the "control units" and "control devices" described in the description may include one or more electronic processors, one or more memory modules including a non-volatile, computer-readable medium, one or more input / output interfaces, and various connections (for example, a system bus) that connect the components. Although certain drawings depict hardware and software located within specific devices, it is understood that these illustrations are for illustrative purposes only. In some embodiments, the components shown may be combined or separated into software, firmware, and / or hardware.For example, instead of being located within and executed by a single electronic processor, logic and processing can be distributed across multiple electronic processors. Regardless of how they are combined or separated, hardware and software components can be located on the same data processing unit or distributed across different data processing units connected by one or more networks or other suitable communication links.

[0023] To facilitate description, some or all of the example systems presented herein are illustrated with a single exemplary instance of each of their components. Some examples may not describe or illustrate all components of the systems. Other embodiments may include more or less of each of the components shown, may combine some components, or may include additional or alternative components.

[0024] Fig. Figure 1 schematically depicts a vehicle 10 according to several aspects. In some cases, the vehicle 10 is an autonomous vehicle. The term "autonomous vehicle" is used broadly to refer to any autonomous or semi-autonomous vehicle exhibiting varying degrees of automation (that is, the vehicle is designed to control itself with limited or, in some cases, no input from a driver). The term "driver," as used herein, generally refers to an occupant of a vehicle who operates the vehicle's controls or provides control inputs to the vehicle to influence its operation. However, in some cases, the vehicle 10 is not an autonomous vehicle.

[0025] In the example shown, the vehicle 10 includes a decoupled power brake (DPB) 14, an electronic stability control (ESC) 16 (hereinafter referred to as Fig. (described in more detail in Sections 2-5), a user interface 18, a plurality of sensors 22, a set of wheels 24, and a set of brakes 26 coupled to the wheels 24. The components of the vehicle 10, together with other various modules and components, are electrically and communicatively coupled to one another via direct connections or via one or more control or data buses (for example, bus 30) that enable communication between them. In some embodiments, bus 30 is a Controller Area Network (CAN) bus. In other embodiments, bus 30 is Automotive Ethernet, a FlexRay™ communication bus, or another suitable bus.

[0026] In some embodiments, the DPB system 14 and the ESC system 16 are communicatively coupled via a high-speed communication link 28. The high-speed communication link 28 enables components of the DPB system 14 and the ESC system 16 to communicate with each other at a higher rate than via a conventional automotive communication bus (e.g., a CAN bus). The high-speed communication link 28 can enable communication between the DPB system 14 and the ESC system 16 in a cycle of approximately 1 millisecond (ms) or faster. The high-speed communication link 28 can be implemented as a wired or wireless connection. For example, the high-speed communication link 28 can be an Ethernet connection, a Bluetooth connection, or another suitable high-speed communication link 28.

[0027] The user interface 18 comprises one or more input components of the vehicle 10, one or more output components of the vehicle 10, or a combination thereof. For example, the user interface 18 comprises one or more user-operable components for controlling the vehicle 10 (e.g., a steering wheel, a brake pedal, an accelerator pedal, a parking brake actuator, etc.).

[0028] The sensors 22 measure one or more properties of the vehicle 10 and the environment surrounding the vehicle 10 and transmit information about these properties to the other components of the vehicle 10, for example, by means of messages transmitted via the bus 30. The sensors 22 can include, for example, sensors for detecting the position of the accelerator pedal and / or the brake pedal, wheel speed sensors, steering angle sensors, vehicle speed sensors, yaw, pitch, and roll sensors, Hall effect sensors, force sensors, torque sensors, rotor position sensors, and vehicle proximity sensors (e.g., ultrasonic). In some cases, the sensors 22 are similar to sensor sets used in an electronic stability control (ESC) system and similar vehicle control systems.

[0029] The set of wheels 24 comprises at least two wheels (e.g., at least one front wheel and at least one rear wheel). However, the wheels 24 may comprise more than two wheels. For example, the wheels 24 may comprise two front wheels and two rear wheels. The set of brakes 26 is coupled to at least a subset of the set of wheels 24 and is controlled by a supply of hydraulic fluid to decelerate the wheels 24. In some embodiments, there may be fewer brakes 26 than wheels 24, with only some of the vehicle's wheels being connected to brakes.

[0030] Fig. Figure 2 shows the DPB system 14 according to some examples. In one example, the DPB system 14 comprises a DPB control device 34 and a DPB pressure generation unit 36. The DPB control device 34 receives sensor data from the plurality of sensors 22 and determines control commands for the DPB system 14, the ESC system 16, and / or other vehicle control systems included in the vehicle 10. In some embodiments, the DPB control device 34 is part of one or more electronic processors that implement the control of the vehicle 10. The DPB pressure generation unit 36 ​​generates hydraulic pressure according to commands received from the DPB control device 34. It is understood that the DPB system 14 includes additional components than those shown in Figure 2. Fig. The DPB system 14 can comprise the components shown in Figure 3 and can exist in various configurations. Furthermore, the DPB system 14 can include a set of DPB valves for supplying pressure to the set of brakes 26 (e.g., via a valve control system).

[0031] With reference to Fig. The DPB control device 34 comprises a DPB electronic processor 40 (for example, a microprocessor, an application-specific integrated circuit, etc.), a DPB memory 44, a DPB input / output interface 46, and a high-speed communication interface 48. The DPB memory 44 can consist of one or more non-volatile, computer-readable media and can include a program memory area and a data memory area. The program memory area and the data memory area can include combinations of different memory types, such as read-only memory (“ROM”), random-access memory (“RAM”), electrically erasable programmable read-only memory (“EEPROM”), flash memory, or other suitable storage devices. The DPB electronic processor 40 is coupled to the DPB memory 44, the DPB input / output interface 46, and the high-speed communication interface 48.The DPB electronic processor 40 sends and receives information (for example, from the DPB memory 44, the DPB input / output interface 46, and / or the high-speed communication interface 48) and processes the information by executing one or more software instructions or modules stored in the DPB memory 44 or on another non-volatile, computer-readable medium. The software may include firmware, one or more applications, program data, filters, rules, one or more program modules, and other executable instructions.

[0032] The DPB electronic processor 40 receives sensor data from the sensors 22 as well as vehicle control commands (e.g., from the user interface 18) via the input / output interface 46. The DPB electronic processor 40 also transmits information via the input / output interface 46 to other components of the vehicle 10. The input / output interface 46 is communicatively coupled to the components of the vehicle 10 via the bus 30. The DPB electronic processor 40 exchanges information with components of the ESC system 16 via the high-speed communication interface 48 (e.g., using the high-speed communication link 28). As shown, the DPB system 14, for example, is directly communicatively connected to the ESC system 16 via the high-speed communication link 28.

[0033] The DPB electronic processor 40 is designed, among other things, to retrieve and execute software (instructions) from the DPB memory 44 in order to perform the procedures described herein. The DPB input / output interface 46 transmits and receives information from devices outside the DPB control device 34 (for example, components of the vehicle 10 via the bus 30). It is understood that the DPB control device 34 may have additional components beyond those described herein. Fig. 3 shown and can include various configurations. In some examples, the DPB control device 34 includes, for instance, multiple DPB electronic processors 40, multiple DPB memory modules 44, multiple DPB input / output interfaces 46, multiple high-speed communication interfaces 48, or a combination thereof.

[0034] The DPB electronic processor 40 calculates or determines hydraulic pressure requirements based on sensor data received from the majority of sensors 22 and on user input from the driver of the vehicle 10 (e.g., via one or more components of the user interface 18). Functions of the DPB control device 34 are described in more detail below.

[0035] With reference to Fig. Figure 4 shows an ESC system 16a. In some vehicle braking systems, the ESC system 16 is... Fig. 1 using the ESC system 16a from Fig. 4. The ESC system 16a comprises an ESC control device 50a, pressure control valves 54a, and an ESC pressure generating unit 58a. In some cases, the ESC pressure generating unit 58a may include similar components to the DPB pressure generating unit 36 ​​contained in the DPB system 14. For example, both the DPB pressure generating unit 36 ​​of the DPB system 14 and the ESC pressure generating unit 58a may include a hydraulic pump for providing brake pressure to the brakes 26 of the vehicle 10. However, in some cases, the ESC pressure generating unit 58a includes different components than the DPB pressure generating unit 36 ​​contained in the DPB system 14. For example, the ESC pressure generating unit 58a may be a pump-based system, and the DPB pressure generating unit 36 ​​may be a piston-based system.

[0036] The ESC system 16a is responsible for providing wheel-specific hydraulic pressure for the anti-lock braking system (ABS) in the vehicle 10, for vehicle dynamics stabilization, traction control, fade support, highly automated driving (HAD) backup systems, or a combination thereof. For example, the ESC control unit 50a can perform pressure control calculations for such systems and transmit control signals to the ESC pressure generation unit 58a to generate the requested hydraulic pressure. The ESC system 16a can provide wheel-specific pressure support and modulation. Therefore, the ESC control unit 50a also transmits control signals to control the wheel-specific valves 54a to provide wheel-specific pressure to the brakes 26.

[0037] The DPB system 14 is responsible for providing hydraulic pressure to supply system-wide pressure (e.g., pressure to all four wheels 24 of the vehicle 10) for driver comfort-oriented braking, brake assist, autonomous braking, regenerative braking, or a combination thereof. Unlike the ESC system 16a, the DPB system 14 does not provide wheel-specific pressure. The DPB control unit 34 performs pressure control calculations for such systems and transmits control signals to the DPB pressure generation unit 36 ​​to generate the requested hydraulic pressure. The DPB control unit 34 can perform such calculations without knowledge of the pressure requirements of the conventional ESC system 16a. For example, when performing calculations, the DPB control unit 34 may or may not consider pressure requirements for ABS, as such requirements are handled by the ESC control unit 50a.

[0038] Both the DPB system 14 and the ESC system 16a therefore each require a large, often costly control device for performing extensive pressure calculations, as well as respective pressure generation units to provide the required hydraulic pressure. In addition, components of these pressure generation units (e.g., the DPB pressure generation unit 36 ​​and the ESC pressure generation unit 58a) can cause undesirable noise, heat, and vibration in the vehicle 10. Therefore, it shows Fig. 4 a modified ESC system 16b, which is known as the ESC system 16 from Fig. 1 can be implemented instead of the ESC system 16a.

[0039] The modified ESC system 16b comprises a modified ESC control device 50b, pressure control valves 54a, and a backup pressure generation unit 60. Unlike the ESC system 16a, the modified ESC system 16b is solely responsible for providing backup hydraulic pressure (e.g., using the backup pressure generation unit 60) in the event of a failure of the DPB system 14. The pressure generation functions typically performed by the ESC system 16a are instead performed by the DPB system 14. For example, when using the modified ESC system 16b, the DPB system 14, and more precisely the DPB pressure generation unit 36, is responsible for generating hydraulic pressure for the anti-lock braking system (ABS) in the vehicle 10, vehicle dynamic stabilization, traction control, fading support, highly automated driving (HAD) backup systems, or a combination thereof.The DPB system 14 also remains responsible for generating hydraulic pressure for driver comfort-oriented braking, brake assist, autonomous braking, regenerative brake mixture, or a combination thereof. Accordingly, the DPB system 14 operates as the primary or master hydraulic pressure system for the vehicle 10.

[0040] Based on sensor data received from the sensors 22 and user input from the user interface 18 (e.g., steering wheel movement, brake pedal actuation, etc.), the DPB control device 34 performs hydraulic pressure calculations and controls the DPB pressure generation unit 36 ​​to generate hydraulic pressure for the brakes 26. To deliver the appropriate amount of brake pressure to each wheel, the DPB control device 34 generates and transmits valve control commands to the modified ESC control device 50b using the high-speed communication link 28.

[0041] Since the modified ESC system 16b is solely responsible for providing backup hydraulic pressure, the backup hydraulic pressure generation unit includes smaller components (e.g., a smaller pump) than those required by the DPB system 14 and the ESC system 16a. Damping elements included in the ESC system 16a and the DPB system 14 to dampen hydraulic pressure fluctuations may also be reduced or completely removed in the modified ESC system 16b. Other noise, vibration, and harshness (NVH) elements may also be reduced or removed in the modified ESC system 16b, as the system 16b is used only for backup pressure generation.

[0042] Additionally, the modified ESC control device 50b is smaller compared to the ESC control device 50a and the DPB control device 34 due to the smaller number of hydraulic brake functions for which the modified ESC system 16b is responsible.

[0043] Fig. Figure 6 shows the modified ESC control device 50b according to some examples. The modified ESC control device 50b comprises an ESC electronic processor 64 (for example, a microprocessor, an application-specific integrated circuit, etc.), an ESC memory 68, an ESC input / output interface 72, and a high-speed communication interface 76. The ESC memory 68 can consist of one or more non-volatile, computer-readable media and can include at least one program memory area and one data memory area. The program memory area and the data memory area can include combinations of different memory types, such as read-only memory (“ROM”), random-access memory (“RAM”), electrically erasable programmable read-only memory (“EEPROM”), flash memory, or other suitable storage devices.The ESC electronic processor 64 is coupled to the ESC memory 68, the ESC input / output interface 72, and the high-speed communication interface 76. The ESC electronic processor 64 sends and receives information (for example, from the ESC memory 68, the ESC input / output interface 72, and / or the high-speed communication interface 76) and processes the information by executing one or more software instructions or modules stored in the ESC memory 68 or on another non-volatile, computer-readable medium. The software may include firmware, one or more applications, program data, filters, rules, one or more program modules, and other executable instructions.

[0044] The ESC electronic processor 64 is designed, among other things, to retrieve and execute software (instructions) from the ESC memory 68 in order to perform the procedures described herein. The ESC input / output interface 72 transmits and receives information from devices outside the modified ESC control device 50b (for example, components of the vehicle 10 via the bus 30). It is understood that the modified ESC control device 50b has additional components beyond those described in Fig. 6 shown and can include various configurations. In some examples, the modified ESC control device 50b includes, for instance, multiple ESC electronic processors 64, multiple ESC memory modules 68, multiple ESC input / output interfaces 72, multiple high-speed communication interfaces 76, or a combination thereof.

[0045] The ESC electronic processor 64 exchanges information with components of the DPB system 14 via the high-speed communication interface 76 (e.g., using the high-speed communication link 28). For example, the ESC electronic processor 64 receives sensor data from the sensors 22 (e.g., vehicle speed data, wheel angle data, internal pressure data, etc.) via the ESC input / output interface 72 and transmits some or all of the sensor data to the DPB control device 34 via the high-speed communication interface 76, so that the DPB control device 34 can calculate hydraulic pressure requirements based on the sensor data.

[0046] For example, the ESC electronic processor 64 receives valve control commands from the DPB control device 34 via the high-speed communication interface 76. Based on the valve control commands, the ESC electronic processor 64 transmits control signals to the pressure control valves 54b to open, close, or otherwise modulate the valves 54b so that wheel-specific hydraulic pressure generated by the DPB system 14 is supplied to the brakes 26.

[0047] Fig. Figure 7 shows a method 100, which is executed by the DPB system 14 to perform hydraulic braking in the vehicle 10. An initial braking request (i.e., a request for hydraulic brake pressure) can be generated by driver input (e.g., pressure exerted by the driver on a brake pedal of the vehicle 10), an autonomous vehicle control system, the DPB system 14, and / or the ESC system 16. The method 100 is described with respect to the DPB control device 34 (e.g., using the DPB electronic processor 40, the DPB memory 44, the DPB input / output interface 46, and / or the high-speed communication interface 48).

[0048] Method 100 comprises receiving sensor data from the modified ESC control device 50b via the high-speed communication link 28 (in block 104). The DPB control device 34 can further receive additional sensor data from the sensors 22 via the bus 30. Method 100 comprises determining, based on the sensor data, a hydraulic pressure request for each of the brakes 26 in the vehicle 10 (in block 108).

[0049] Method 100 further comprises transmitting a command to the DPB pressure generation unit 36 ​​to generate hydraulic pressure (in block 112). Method 100 further comprises transmitting a valve control command via the high-speed communication link 28 to the modified ESC control device 50b to modulate the valves 54a to receive the hydraulic fluid (in block 116).

[0050] It is understood that blocks of procedure 100 are in a different order than in Fig. 7 can be executed as shown. Additionally, blocks of procedure 100 can be executed in parallel.

[0051] Fig. Figure 8 shows a method 200, which is executed by the modified ESC control device 50b to perform hydraulic braking in the vehicle 10. Method 200 can be used together with method 100, described above and executed by the DPB system 14. Method 200 includes receiving sensor data from the sensors 22 via bus 30 (in block 204). Method 100 includes transmitting some or all of the sensor data to the DPB control device 34 via the high-speed communication link 28. In some cases, the modified ESC control device 50b processes the sensor data before transmitting it to the DPB control device 34.

[0052] Method 200 comprises receiving a valve control command from the DPB control device 34 via the high-speed communication link 28 (in block 212). The valve control command is a control command for modulating specific valves 54b based on hydraulic pressure requirements calculated by the DPB control device 34. Method 200 further comprises transmitting a control signal to the valves 54b based on the valve control command (in block 216).

[0053] It is understood that blocks of procedure 200 are in a different order than in Fig. The processes shown in section 8 can be carried out. Additionally, blocks of process 200 can be executed in parallel. Thus, the aspects described herein provide, among other things, systems and procedures for hydraulic braking in a vehicle. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. 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] US 63 / 582,750

[0001]

Claims

[1] System for a vehicle, wherein the system comprises: a set of hydraulically controlled brakes; a set of valves coupled to the set of hydraulically controlled brakes and designed to modulate the hydraulic pressure applied to each of the hydraulically controlled brakes; a first hydraulic system comprising a primary hydraulic pressure generator and a first control device; and a second hydraulic system comprising a backup hydraulic pressure generator and a second control device; the first control device is designed to To receive sensor data to determine a hydraulic pressure value based on the sensor data, which is to be applied to each of the hydraulically controlled brakes, to transmit a pressure command to the primary hydraulic pressure generator to generate hydraulic pressure and to transmit a valve control command to the second control device using a high-speed communication link; the second control device is designed to to receive the valve control command and based on the valve control command, a control signal is transmitted to the set of valves to modulate the set of valves. [2] System according to claim 1, wherein the primary hydraulic pressure generator is larger than the backup hydraulic pressure generator. [3] System according to claim 1, wherein the second control device is designed to transmit the sensor data to the first control device using the high-speed communication link. [4] System according to claim 3, wherein the high-speed communication link is an Ethernet link. [5] System according to claim 1, wherein the primary hydraulic pressure generator comprises a plurality of damping elements. [6] System according to claim 1, wherein the first hydraulic system is a decoupled power-assisted braking system and the first control device is a control device of a decoupled power-assisted braking system. [7] System according to claim 1, wherein the second hydraulic system is an electronic stability control system and the second control device is an electronic stability control device. [8] System according to claim 1, wherein the first control device is designed to calculate a hydraulic pressure requirement for at least one selected from the group consisting of anti-lock braking systems, vehicle dynamic stabilization, traction control, fading support, highly automated driving (HAD) backup, regenerative brake mixture, driver comfort-oriented braking, autonomous braking and brake assist. [9] Method implemented in a vehicle braking system, the method comprising: with a first control device included in a first hydraulic system with a primary hydraulic pressure generator: Receiving sensor data, Based on the sensor data, determine a hydraulic pressure value to be applied to each brake of a set of hydraulically controlled brakes. Transmitting a pressure command to the primary hydraulic pressure generator to generate hydraulic pressure as well as Transmitting a valve control command using a high-speed communication link to a second control device contained in a second hydraulic system with a backup hydraulic pressure generator; and with the second control device: Receiving the valve control command and based on the valve control command, a control signal is transmitted to a set of valves coupled to the set of hydraulically controlled brakes, with the control signal being used to modulate the set of valves. [10] Method according to claim 9, wherein the primary hydraulic pressure generator is larger than the backup hydraulic pressure generator. [11] The method of claim 9, further comprising: The sensor data is transmitted from the second control device to the first control device using the high-speed communication link. [12] Method according to claim 11, wherein the high-speed communication link is an Ethernet link. [13] Method according to claim 9, wherein the primary hydraulic pressure generator comprises a plurality of damping elements. [14] Method according to claim 9, wherein the first hydraulic system is a decoupled power-assisted braking system and the first control device is a control device of a decoupled power-assisted braking system. [15] Method according to claim 9, wherein the second hydraulic system is an electronic stability control system and the second control device is an electronic stability control device. [16] The method of claim 9, further comprising: with the first control device calculating a hydraulic pressure requirement for at least one selected from the group consisting of anti-lock brakes, vehicle dynamic stabilization, traction control, fading support, highly automated driving (HAD) backup, regenerative brake mixture, driver comfort-oriented braking, autonomous braking and brake assist.

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