SENSOR ARRANGEMENT FOR A VEHICLE AND MULTI-CIRCUIT BRAKE SYSTEM

Description

[0001] The invention relates to a sensor arrangement for a vehicle, comprising at least two control units, each including at least one evaluation and control unit, and several sensor elements, each assigned to a brakeable vehicle wheel and configured to detect at least one physical parameter of the assigned vehicle wheel and output it as a signal. The control units are each configured to execute at least one braking function of the vehicle based on the detected physical parameters of the vehicle wheels. The invention also relates to a corresponding multi-circuit braking system with such a sensor arrangement.

[0002] For highly automated or autonomous driving and for partially automated or semi-autonomous driving functions, redundancies are typically required to ensure the availability of sensors and functions even in the event of numerous failures. Therefore, a braking system with primary and secondary vehicle stabilization is typically used. Specifically, two independent braking units or brake control systems are typically employed for braking. Ideally, both should receive highly available speed information from wheel speed sensors, each assigned to a specific wheel. In current solutions, the wheel speed sensors are directly connected point-to-point to a primary control unit. With a two-box system approach, such as an ESP system as the primary system and an electromechanical or other electric brake booster as the secondary system, the system is more complex.With an integrated braking system (IPB) as the primary system and a redundant brake unit (RBU) as the secondary system, the sensor signals from the wheel speed sensors are either routed through the primary control unit to the secondary control unit, which requires additional effort and costs and does not cover all fault scenarios, or the wheel speed sensors are switched between the primary and secondary control units via a switching device in case of a fault. Another known solution uses eight wheel speed sensors, four of which are directly connected to the primary control unit and four to the secondary control unit. This configuration results in two wheel speed sensors being installed at each wheel, enabling the systems to stabilize the vehicle redundantly. This means that a total of eight wheel speed sensors per vehicle are required, resulting in double the costs for sensors and wiring.

[0003] From DE 10 2015 209 565 A1, a method and a device for operating a motor vehicle are known. The device comprises an input for each external speed sensor, a first control unit, a second control unit with a speed detection device for each speed sensor, and a computer unit by means of which wheel speeds can be determined. Speed ​​signals from the speed detection devices can be supplied to the first control unit and to outputs of the device, wherein the speed detection directions are functionally decoupled from each other, and wherein the second control unit is functionally decoupled from the first control unit and from the computer unit. This ensures that each individual channel of a speed detection system is redundant and capable of being woken up.In the event of a device malfunction, wheel speeds can still be made available to other control units connected to the device's outputs, for example, to control a secondary braking system. This is achieved by the wheel speed sensing directions acting as a kind of splitter, distributing the speed signals to multiple users.

[0004] From DE 10 2015 110 965 A1, an autonomous vehicle control subsystem is known, comprising a first and a second brake control module, which are communicatively and electrically connected to each other, and a plurality of wheel speed sensors. A first subset of the wheel speed sensors, including at least one of the first wheel speed sensors, is communicatively connected to the first brake control module and not to the second brake control module, and a second subset of the wheel speed sensors, including at least one of the second wheel speed sensors, is communicatively connected to the second brake control module and not to the first brake control module. During typical operation of the vehicle and the autonomous vehicle control subsystem, the brake control modules communicate with each other to provide wheel speed data from various sensors, enabling each brake control module to perform operations to control the vehicle's brakes.However, if one of the brake control modules experiences a fault, e.g. an energy loss, the other vehicle control subsystem has at least some wheel speed data, i.e. wheel speed data from at least one wheel speed sensor.

[0005] From DE 100 28 094 A1 a braking system for a vehicle, with two control units and two respective power supplies, is known.

[0006] From EP 2 340 975 A1 and EP 1 227 007 A2, a brake system for a vehicle, with two control units and a data bus, is known.

[0007] From DE 10 2018 204 615 A1, a sensor arrangement is known comprising a sensor element and at least two control units, each of which has an evaluation and control unit and a power source. In a first control unit, a first evaluation and control unit is connected to a first power source, and in a second control unit, a second evaluation and control unit is connected to a second power source. The at least two control units and the sensor element are interconnected via at least one separate interconnection module. The respective interconnection module connects a first terminal of the associated sensor element to the first power source and / or to the second power source. A second terminal of the sensor element is connected to ground, and a sensor current flowing through the sensor element is modulated with at least one piece of information about a measured quantity.Here, the first evaluation and control unit and / or the second evaluation and control unit analyze the detected sensor current. If the connected power source fails, the switching module connects the first terminal of the sensor element to the other power source. Disclosure of the invention

[0008] The sensor arrangement for a vehicle with the features of independent claim 1 and the corresponding multi-circuit braking system each offer the advantage that a redundant sensor element concept can be implemented using standard sensor elements, preferably designed as speed sensors, and without a switching device, thus saving costs for duplicate speed sensors and wiring. Furthermore, circuit components can be eliminated in the two control units. In a preferred embodiment of the sensor arrangement with four speed sensors and four evaluation and control units distributed across two control units, a transfer or takeover of the sensor elements between the two control units is advantageously possible in the event of a fault without an additional switching device and without latency, since both control units can simultaneously receive and evaluate the output signals of the four speed sensors.

[0009] Embodiments of the present invention provide a sensor unit for a vehicle, comprising at least two control units, each of which includes at least one evaluation and control unit, and several sensor elements, each assigned to a brakeable vehicle wheel and configured to detect at least one physical parameter of the assigned vehicle wheel and output it as a signal directly to the assigned evaluation and control unit. The control units are each configured to execute at least one braking function of the vehicle based on the detected motion-dependent physical parameters of the vehicle wheels.The individual evaluation and control units are designed to output the received output signal to at least one evaluation and control unit of another control unit, so that the individual evaluation and control units each receive the output signals from at least two sensor elements, which are assigned to evaluation and control units of different control units, and process them for evaluation.

[0010] Furthermore, a multi-circuit braking system, particularly for a highly automated or autonomous vehicle, is proposed, comprising multiple wheel brakes, each arranged on a vehicle wheel, a sensor arrangement that detects at least one physical parameter of the vehicle wheels, a primary control unit that performs at least one braking function of the vehicle based on the detected at least one physical parameter of the vehicle wheels, and a secondary control unit that performs at least one braking function of the vehicle based on the detected at least one physical parameter of the vehicle wheels.

[0011] In this context, the term control unit, primary control unit, or secondary control unit can be understood as an electrical device that processes or evaluates acquired sensor signals. For this purpose, the control unit may have at least one evaluation and control unit for receiving and conditioning or processing electrical output signals, at least one processing unit for evaluating the processed output signals, at least one storage unit for storing signals or data, at least one interface to a sensor element for reading output signals or to an actuator for outputting control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. In this case, the actuators are implemented, for example, as solenoid valves or pressure generators, which can be controlled accordingly by the control unit.The at least one interface can be implemented in hardware and / or software. In a hardware-based implementation, the interfaces can, for example, be part of a so-called system circuit that incorporates various functions of the control unit. Such a system circuit is preferably implemented as an application-specific integrated circuit (ASIC). For instance, the at least one evaluation and control unit can be implemented as an ASIC. However, it is also possible for the interfaces to be separate integrated circuits or to consist at least partially of discrete components. In a software-based implementation, the interfaces can be software modules that are, for example, located on a microcontroller alongside other software modules.The processing unit can be, for example, a signal processor, a microcontroller, or similar device, while the storage unit can be flash memory, EEPROM, or a magnetic storage device. A computer program product with program code stored on a machine-readable medium such as semiconductor memory, hard disk storage, or optical storage is also advantageous. This code is used for evaluation when the program is executed by the processing unit. The two control units, in conjunction with a primary or secondary actuator, can execute various braking functions, such as ABS, ESP, ASR, and / or Hill Hold functions (ABS: Anti-lock Braking System, ESP: Electronic Stability Program, ASR: Traction Control). During normal operation, the two control units can perform different braking functions simultaneously.In the event of a failure of one of the two control units, it can be provided that the other control unit takes over at least part of the braking functions of the failed control unit in order to form a corresponding fallback level.

[0012] The primary and secondary actuators, in this context, can be understood as hydraulic and / or electromechanical assemblies that, within the braking system, control and / or regulate pressure build-up and pressure release in the wheel brakes. This control is essential for an ABS (Anti-lock Braking System), an ASR (Anti-Slip Regulation), an Electronic Stability Program (ESP), or an automatic parking brake function. To execute these control and / or regulation processes, the primary and secondary actuators comprise at least one brake pressure generator and a hydraulic valve unit with solenoid valves. These solenoid valves are typically held in specific positions by the opposing forces of magnetic force, spring force, and hydraulic force. Accordingly, solenoid valves are classified as either normally open (NC) or normally closed (NC).Furthermore, bistable solenoid valves are also used, which can switch between a "normally open" and a "normally closed" state. Such a bistable solenoid valve remains permanently in its respective operating state until the next switching signal. The brake pressure generator can be actuated by muscle power, auxiliary power, and / or external power. "Auxiliary power" means actuation with muscle power supported by a brake booster. To implement the parking brake function, an electromechanical actuator can be arranged on each of the vehicle wheels of at least one axle, preferably the rear axle. This actuator can be activated or deactivated via corresponding control signals.

[0013] In this context, a sensor element can be understood as an electrical component that directly or indirectly detects a physical quantity or a change in a physical quantity in the area of ​​an associated vehicle wheel and preferably converts it into an electrical output signal. Preferably, such a sensor element can be designed as a speed sensor, wherein corresponding speed information can preferably be determined by scanning a magnetic encoder or a ferromagnetic gear. The magnetic encoder is, for example, designed as a sensor ring with several magnetic elements, in particular permanent magnets, arranged evenly around its circumference, which have alternating magnetic orientations and form a magnetic pole pair.The speed sensor detects the magnetic fields of the magnetic elements as the encoder ring rotates. Depending on the magnetic flux of the detected magnetic field, an output current is provided to an evaluation and control unit via a current interface for further use as speed information. The speed sensors can, for example, include a Hall effect, GMR, AMR, or TMR sensor element (GMR: Giant Magnetoresistance, AMR: Anisotropic Magnetoresistance, TMR: Tunnel Magnetoresistance). The respective speed sensor can transmit its output signal as a data protocol, such as an AK protocol or I protocol, to the corresponding evaluation and control unit via the current interface.To determine the rotational speed, the speed sensors detect, for example, zero crossings of the magnetic pole pair. At each zero crossing, i.e., a change in the sign of the detected magnetic field strength, a so-called "speed pulse" is generated, which represents the actual rotational speed information. The AK protocol includes the "speed pulse" as the rotational speed information and at least one additional rotational speed information as a data word with several protocol bits. The protocol bits define the data content of the at least one additional rotational speed information. This at least one additional rotational speed information could include, for example, rotation direction information, air gap information, temperature information, pressure information, etc.

[0014] The evaluation and control unit can be understood as an electrical circuit, preferably an application-specific integrated circuit (ASIC), which receives and outputs, or processes, output signals from sensor elements and outputs them as processed signals. For example, a sensor current flowing through the respective sensor element can be modulated with information about a measured quantity and transmitted to the associated evaluation and control unit, where it is converted into a voltage signal representing the corresponding measurement information. Furthermore, the individual evaluation and control units can, for example, provide the "speed pulse" representing the actual measurement information as a voltage signal via a point-to-point connection to at least one evaluation and control unit in another control unit in real time.The evaluation and control unit can have multiple interfaces, which are implemented as part of the evaluation and control unit itself. However, it is also possible that the interfaces are separate integrated circuits or at least partially consist of discrete components.

[0015] The measures and further developments listed in the dependent claims enable advantageous improvements to the sensor arrangement for a vehicle specified in independent claim 1.

[0016] A particular advantage is that each control unit can comprise at least one processing unit. The individual evaluation and control units can transmit processed output signals to the corresponding control unit's processing unit. Furthermore, the processed output signals can include additional measurement information, such as direction of rotation, air gap, temperature, pressure, etc., and be transmitted from the individual evaluation and control units to the corresponding processing unit. The individual processing units can then evaluate the processed output signals to execute the corresponding braking function of the vehicle.

[0017] In an advantageous embodiment of the sensor arrangement, the at least one physical quantity can represent a motion-dependent measurement and / or another measurement of the corresponding vehicle wheel. The motion-dependent measurement can, for example, represent rotational speed and / or angular velocity and / or direction of rotation. The at least one other measurement of the corresponding vehicle wheel can, for example, represent temperature and / or tire pressure.

[0018] In a further advantageous embodiment of the sensor arrangement, the processing units can generate measurement data for each individual vehicle wheel based on the processed output signals and make it available to a data bus for distribution within the vehicle. This data bus could be, for example, a CAN bus system, Ethernet, or FlexRay. Of course, other suitable networks or a combination of these networks can also be used within the vehicle to distribute the measurement data.

[0019] In a further advantageous embodiment of the sensor arrangement, the individual sensor elements can each be designed as standard speed sensors. This enables a particularly cost-effective implementation of the sensor arrangement according to the invention.

[0020] In a further advantageous embodiment of the sensor arrangement, a first control unit (of at least two) and a second control unit (of at least two) can each comprise two evaluation and control units. In this configuration, a first evaluation and control unit of each of the two control units can be assigned to the wheels of a first vehicle axle. Furthermore, a second evaluation and control unit of each of the two control units can be assigned to the wheels of a second vehicle axle. Additionally, the first evaluation and control units of the two control units assigned to the wheels of the first vehicle axle and the second evaluation and control units of the two control units assigned to the wheels of the second vehicle axle can each exchange the received output signals of the assigned sensor elements.

[0021] In a further advantageous embodiment of the sensor arrangement, the evaluation and control units of the two control units can each transmit the received output signals of the associated sensor elements to at least one further control unit.

[0022] In a further advantageous embodiment of the sensor arrangement, the control units can each have a redundant power supply. This allows the evaluation and transmission of the output signals and the associated vehicle functions to continue even if one of the power supplies fails.

[0023] In a further advantageous embodiment of the sensor arrangement, the first control unit can be configured as a primary control unit and control an ESP system or an ESP system with vacuum-independent electro-hydraulic brake force boosting. The second control unit can be configured as a secondary control unit and control a vacuum-independent electro-hydraulic brake booster or a redundant brake unit. The at least one further control unit can be a drive control unit configured to control an inverter of an electric drive of the vehicle, or a central control unit configured to calculate motion trajectories.

[0024] In embodiments of the sensor arrangement and the multi-circuit braking system with such a sensor arrangement, in the event of a failure of one of the evaluation and control units, the output signals and the processed output signals of three sensor elements are still available for evaluation in both control units. If one of the processing units in one of the control units fails, the output signals and the processed output signals of the four sensor elements are still available for evaluation in the other of the two control units. If one of the four sensor elements fails, the output signals and the processed output signals of the three remaining sensor elements remain available for evaluation in both control units.

[0025] An embodiment of the invention is shown in the drawing and is explained in more detail in the following description. In the drawing, identical reference numerals denote components or elements that perform the same or analogous functions. Brief description of the drawings

[0026] Fig. 1 shows a schematic block diagram of an embodiment of a sensor arrangement according to the invention for a vehicle. Embodiments of the invention

[0027] As from Fig. 1 As can be seen, the illustrated embodiment of a sensor arrangement 1 according to the invention for a vehicle comprises at least two control units ECU1, ECU2, each of which includes at least one evaluation and control unit 10, 10A, 10B, 10C, 10D, and several sensor elements DF1, DF2, DF3, DF4, each of which is assigned to a brakeable vehicle wheel R1, R2, R3, R4 and is designed to detect at least one physical quantity of the assigned vehicle wheel R1, R2, R3, R4 and to output it as an output signal AS1, AS2, AS3, AS4 directly to the assigned evaluation and control unit 10A, 10B, 10C, 10D. The control units ECU1, ECU2 execute at least one braking function of the vehicle 1 based on the detected motion-dependent physical quantities of the vehicle wheels R1, R2, R3, R4.The individual evaluation and control units 10A, 10B, 10C, 10D each output the received output signal AS1, AS2, AS3, AS4 to at least one evaluation and control unit 10A, 10B, 10C, 10D of another control unit ECU1, ECU2, so that the individual evaluation and control units 10A, 10B, 10C, 10D each receive the output signals AS1, AS2, AS3, AS4 from at least two sensor elements DF1, DF2, DF3, DF4, which are assigned to evaluation and control units 10A, 10B, 10C, 10D of different control units ECU1, ECU2, and process them for evaluation.

[0028] As from Fig. 1 As can be further seen, the sensor arrangement 1 in the illustrated embodiment comprises two control units ECU1 and ECU2 and four sensor elements DF1, DF2, DF3, and DF4, which are designed as standard speed sensors. A first sensor element DF1 is assigned to a first vehicle wheel R1 of a first vehicle axle VA (here, the front axle) and to a first evaluation and control unit 10A of a first control unit ECU1. A second sensor element DF2 is assigned to a first vehicle wheel R2 of a second vehicle axle HA (here, the rear axle) and to a second evaluation and control unit 10B of the first control unit ECU1. A third sensor element DF3 is assigned to a second vehicle wheel R3 of the second vehicle axle HA and to a second evaluation and control unit 10C of a second control unit ECU2. A fourth sensor element DF4 is assigned to a second vehicle wheel R4 of the first vehicle axle VA and to a first evaluation and control unit 10D of the second control unit ECU2.Thus, in the illustrated embodiment, the first evaluation and control units 10A, 10D of the two control units ECU1, ECU2 are assigned to the vehicle wheels R1, R4 of the first vehicle axle VA and the second evaluation and control units 10B, 10C of the two control units ECU1, ECU2 are assigned to the vehicle wheels R2, R3 of the second vehicle axle HA.

[0029] As from Fig. 1 As can be further seen, in the illustrated embodiment, the two control units ECU1 and ECU2 each comprise a processing unit 3, 3A, 3B, wherein the first control unit ECU1 comprises a first processing unit 3A and the second control unit ECU2 comprises a second processing unit 3B. Furthermore, both control units ECU1 and ECU2 each have a redundant power supply (not shown).

[0030] As from Fig. 1 As can be further seen, the first evaluation and control unit 10A of the first control unit ECU1 transmits the received output signal AS1 of the first sensor element DF1 to the first evaluation and control unit 10D of the second control unit ECU2, and the first evaluation and control unit 10D of the second control unit ECU2 transmits the received output signal AS4 of the fourth sensor element DF4 to the first evaluation and control unit 10A of the first control unit ECU1. Thus, the first evaluation and control units 10A and 10D of the two control units ECU1 and ECU2 each receive the output signals AS1 and AS4 of the first sensor element DF1 and the fourth sensor element DF4, which are assigned to the vehicle wheels R1 and R4 of the first vehicle axle VA.Furthermore, both evaluation and control units 10A and 10D process the output signals AS1 and AS4 of the first sensor element DF1 and the fourth sensor element DF4, respectively. The first evaluation and control unit 10A of the first control unit ECU1 transmits the processed output signals AS1 and AS4 to the first processing unit 3A of the first control unit ECU1 for evaluation. The first evaluation and control unit 10D of the second control unit ECU2 transmits the processed output signals AS1 and AS4 to the second processing unit 3B of the second control unit ECU2 for evaluation.

[0031] As from Fig. 1As can be further seen, the second evaluation and control unit 10B of the first control unit ECU1 transmits the received output signal AS2 of the second sensor element DF2 to the second evaluation and control unit 10C of the second control unit ECU2, and the second evaluation and control unit 10C of the second control unit ECU2 transmits the received output signal AS3 of the third sensor element DF3 to the second evaluation and control unit 10B of the first control unit ECU1. Thus, the second evaluation and control units 10B and 10C of the two control units ECU1 and ECU2 each receive the output signals AS2 and AS3 of the second sensor element DF2 and the third sensor element DF3, which are assigned to the vehicle wheels R2 and R3 of the second rear axle (HA).Furthermore, both evaluation and control units 10B and 10C process the output signals AS2 and AS3 of the second sensor element DF2 and the third sensor element DF3, respectively. The second evaluation and control unit 10B of the first control unit ECU1 transmits the processed output signals AAS2 and AAS3 to the first processing unit 3A of the first control unit ECU1 for evaluation. The second evaluation and control unit 10C of the second control unit ECU2 transmits the processed output signals AAS2 and AAS3 to the second processing unit 3B of the second control unit ECU2 for evaluation. The two processing units 3A and 3B evaluate the processed output signals AAS1, AAS2, AAS3, and AAS4 to execute the corresponding braking function of the vehicle.

[0032] Of course, an exchange of the received output signals AS1, AS3; AS2, AS4 of the associated sensor elements DF1, DF2, DF3, DF4 other than the one shown is also possible. Furthermore, in an alternative embodiment of the sensor arrangement 1 not shown, the received output signals AS1, AS3; AS2, AS4 of the associated sensor elements DF1, DF2, DF3, DF4 can also be transmitted to at least one additional control unit not shown. This additional control unit could, for example, be a drive control unit configured to control an inverter of an electric drive of the vehicle 1, or a central control unit configured to calculate motion trajectories.

[0033] The sensor elements DF1, DF2, DF3, and DF4 each detect at least one physical quantity, which represents a motion-dependent measurement and / or another measurement of the corresponding vehicle wheel R1, R2, R3, and R4. In the illustrated embodiment, the at least one motion-dependent measurement represents rotational speed and direction. Of course, the detected physical quantity can also represent another motion-dependent measurement, such as rotational velocity. The at least one other measurement of the corresponding vehicle wheel R1, R2, R3, and R4, in the illustrated embodiment, represents a temperature in the vicinity of the sensor element DF1, DF2, DF3, and DF4. Of course, the detected physical quantity can also represent another measurement, such as tire pressure or air gap information.

[0034] In the illustrated embodiment of the sensor arrangement 1, the computing units 3A, 3B generated measurement data of the individual vehicle wheels R1, R2, R3, R4 based on the processed output signals AAS1, AAS2, AAS3, AAS4 and made this data available to a data bus 5 for distribution in the vehicle.

[0035] The described embodiment of the sensor arrangement 1 according to the invention for a vehicle, which detects at least one physical parameter of the vehicle wheels R1, R2, R3, R4, is preferably used in a multi-circuit braking system, particularly for a highly automated or autonomous vehicle. Such a multi-circuit braking system comprises several wheel brakes (not shown), each arranged on a vehicle wheel R1, R2, R3, R4, a primary control unit (PSG) which executes at least one braking function of the vehicle based on the detected at least one physical parameter of the vehicle wheels R1, R2, R3, R4, and a secondary control unit (SSG) which executes at least one braking function of the vehicle based on the detected at least one physical parameter of the vehicle wheels R1, R2, R3, R4. Here, the first control unit (ECU1) is configured as the primary control unit (PSG) and the second control unit (ECU2) is configured as the secondary control unit (SSG).

[0036] The primary control unit (PSG) can control an ESP system, an ESP system with vacuum-independent electro-hydraulic brake booster, or an integrated braking system (IPB). The secondary control unit (SSG) can control a vacuum-independent electro-hydraulic brake booster or a redundant brake unit.

[0037] The primary control unit (PSG) and the secondary control unit (SSG) receive the output signals AS1, AS3, AS2, and AS4 from the associated sensor elements DF1, DF2, DF3, and DF4 in real time for further evaluation and execution of the corresponding braking functions, or for primary vehicle stabilization or secondary vehicle stabilization in an emergency if primary stabilization has failed. To execute the corresponding braking functions and primary vehicle stabilization, the primary control unit (PSG) controls a corresponding primary actuator (not shown in detail), which is known per se. This actuator allows pressure build-up and pressure reduction in the wheel brakes and enables the execution of corresponding control and / or regulation processes within the braking system.To execute the corresponding braking functions and the secondary stabilization of the vehicle, the secondary control unit (SCU) controls a corresponding secondary actuator (not shown in detail), which is known per se. This actuator allows pressure build-up and pressure reduction in the wheel brakes within the braking system and enables corresponding control and / or regulation processes. To execute a parking brake function, at least one of the two control units, ECU1 and ECU2, is electrically connected to a corresponding actuator (not shown in detail) of an electric parking brake. Preferably, the parking brake actuators are arranged on the vehicle wheels R2 and R3 of the second axle (HA) or the rear axle. In an alternative embodiment of the sensor arrangement 1 (not shown), the electric parking brake actuators are additionally or alternatively located on the vehicle wheels R1 and R4 of the first axle (VA).located on the front axle.

Claims

1. Sensor arrangement (1) for a vehicle, having at least two control units (ECU1, ECU2), each of which comprises at least one evaluation and control unit (10, 10A, 10B, 10C, 10D), and multiple sensor elements (DF1, DF2, DF3, DF4), each of which is assigned to a brakeable vehicle wheel (R1, R2, R3, R4) and designed to measure at least one physical quantity of the associated vehicle wheel (R1, R2, R3, R4) and to output said physical quantity as an output signal (AS1, AS2, AS3, AS4), each of the control units (ECU1, ECU2) being designed to take the measured physical quantities of the vehicle wheels (R1, R2, R3, R4) as a basis for performing at least one braking function of the vehicle (1), characterized in that each of the multiple sensor elements (DF1, DF2, DF3, DF4) is assigned to only one of the evaluation and control units (10A, 10B, 10C, 10D) of the at least two control units (ECU1, ECU2) and designed to output the output signals (AS1, AS2, AS3, AS4) only directly to the associated evaluation and control unit (10A, 10B, 10C, 10D), each of the individual evaluation and control units (10A, 10B, 10C, 10D) being designed to output the received output signal (AS1, AS2, AS3, AS4) to at least one evaluation and control unit (10A, 10B, 10C, 10D) of another control unit (ECU1, ECU2) so that each of the individual evaluation and control units (10A, 10B, 10C, 10D) receives the output signals (AS1, AS2, AS3, AS4) from at least two sensor elements (DF1, DF2, DF3, DF4) associated with evaluation and control units (10A, 10B, 10C, 10D) of different control units (ECU1, ECU2) and prepares said output signals for evaluation.

2. Sensor arrangement (1) according to Claim 1, characterized in that each of the control units (ECU1, ECU2) comprises at least one computing unit (3, 3A, 3B), the individual evaluation and control units (10A, 10B, 10C, 10D) also being designed to transmit processed output signals (AAS1, AAS2, AAS3, AAS4) to the at least one computing unit (3, 3A, 3B) of the corresponding control unit (ECU1, ECU2), and the individual computing units (3A, 3B) being designed to evaluate the processed output signals (AAS1, AAS2, AAS3, AAS4) for performing the corresponding at least one braking function of the vehicle.

3. Sensor arrangement (1) according to Claim 1 or 2, characterized in that the at least one physical quantity represents a motion-dependent measured quantity and / or another measured quantity of the corresponding vehicle wheel (R1, R2, R3, R4).

4. Sensor arrangement (1) according to Claim 3, characterized in that the at least one motion-dependent measured quantity represents a speed and / or rotational speed and / or a direction of rotation.

5. Sensor arrangement (1) according to one of Claims 2 to 4, characterized in that each of the computing units (3, 3A, 3B) takes the processed output signals (AAS1, AAS2, AAS3, AAS4) as a basis for producing measurement data of the individual vehicle wheels (R1, R2, R3, R4) and makes said measurement data available to a data bus (5) for distribution in the vehicle.

6. Sensor arrangement (1) according to one of Claims 1 to 5, characterized in that each of the individual sensor elements (DF1, DF2, DF3, DF4) is a standard speed sensor.

7. Sensor arrangement (1) according to one of Claims 1 to 6, characterized in that each of a first control unit (ECU1) of the at least two control units (ECU1, ECU2) and a second control unit (ECU2) of the at least two control units (ECU1, ECU2) comprises two evaluation and control units (10A, 10B, 10C, 10D).

8. Sensor arrangement (1) according to Claim 7, characterized in that a first evaluation and control unit (10A, 10D) of each of the two control units (ECU1, ECU2) is assigned to the vehicle wheels (R1, R4) of a first vehicle axle (VA), and a second evaluation and control unit (10B, 10C) of each of the two control units (ECU1, ECU2) is assigned to the vehicle wheels (R2, R3) of a second vehicle axle (HA).

9. Sensor arrangement (10) according to Claim 8, characterized in that each of the first evaluation and control units (10A, 10D) of the two control units (ECU1, ECU2), which are assigned to the vehicle wheels (R1, R4) of the first vehicle axle (VA), and the second evaluation and control units (10B, 10C) of the two control units (ECU1, ECU2), which are assigned to the vehicle wheels (R2, R4) of the second vehicle axle (HA), exchanges the received output signals (AS1, AS3; AS2, AS4) of the associated sensor elements (DF1, DF2, DF3, DF4) with the other.

10. Sensor arrangement (1) according to one of Claims 7 to 9, characterized in that each of the evaluation and control units (10A, 10B, 10C, 10D) of the two control units (ECU1, ECU2) transmits the received output signals (AS1, AS3; AS2, AS4) of the associated sensor elements (DF1, DF2, DF3, DF4) to at least one other control unit.

11. Sensor arrangement (1) according to one of Claims 1 to 10, characterized in that each of the control units (ECU1, ECU2) has a redundant power supply.

12. Sensor arrangement (1) according to one of Claims 1 to 11, characterized in that the first control unit (ECU1) is a primary control unit (PSG) and controls an ESP system or an ESP system with a vacuum-independent electro-hydraulic brake booster.

13. Sensor arrangement (1) according to one of Claims 1 to 12, characterized in that the second control unit (ECU2) is a secondary control unit (SSG) and controls a vacuum-independent electro-hydraulic brake booster or a redundant braking unit.

14. Sensor arrangement (1) according to one of Claims 10 to 13, characterized in that the at least one other control unit is a drive control unit designed to control an inverter of an electric drive of the vehicle (1), or a central control unit designed to calculate motion trajectories.

15. Multi-circuit braking system, in particular for a highly automated or autonomous vehicle, having multiple wheel brakes, each of which is arranged on a vehicle wheel (R1, R2, R3, R4), a sensor arrangement (1), which measures at least one physical quantity of the vehicle wheels (R1, R2, R3, R4), a primary control unit (PSG), which takes the measured at least one physical quantity of the vehicle wheels (R1, R2, R3, R4) as a basis for performing at least one braking function of the vehicle, and a secondary control unit (SSG), which takes the measured at least one physical quantity of the vehicle wheels (R1, R2, R3, R4) as a basis for performing at least one braking function of the vehicle, characterized in that the sensor arrangement (1) is designed according to one of Claims 1 to 14.