VEHICLE SYSTEM FOR CARRYING OUT BRAKING

Description

[0001] The invention relates to a vehicle system for carrying out braking, the vehicle system comprising a first sensor system for detecting a first image of the surroundings of a vehicle and a first evaluation unit for evaluating the first image of the surroundings with regard to a critical braking situation and further comprising a second sensor system for detecting a second image of the surroundings of the vehicle and a second evaluation unit, wherein the first image of the surroundings and the second image of the surroundings have at least a large overlap area, and wherein the first evaluation unit is designed to detect a critical braking situation from the first image of the surroundings and the second evaluation unit is designed to detect the critical braking situation from the second image of the surroundings.

[0002] Furthermore, the invention relates to a vehicle and a train.

[0003] Especially in highly automated vehicles, it's a problem whether and to what extent a given situation or aspect of that situation has been correctly recognized. One problem is that the evaluation of the environmental sensors often varies, or not all available information can be correctly interpreted.

[0004] For example, objects that aren't actually there may be detected. However, such false detection can lead to critical braking, which could cause serious injury to passengers or following vehicles.

[0005] In the state of the art, for example, evaluated camera images are subsequently checked by other evaluations before braking of the autonomously driving vehicle, for example, is initiated.

[0006] DE 10 2016 012 345 A1 discloses a method for detecting objects in the environment of a vehicle, which uses an object detection system comprising at least one camera, an image processing module, and a lidar sensor; wherein in a first step, the data from the camera are captured via the optical detection system and evaluated in the image processing module to obtain object hypotheses, after which, in a second step, the object hypotheses are checked using the lidar sensor, and after which, in a third step, the object hypotheses are verified as actual objects or rejected as false object hypotheses.

[0007] DE 10 2014 201 158A1 discloses a method for checking a relevant object detected by an object detection system for a driver assistance system, the method comprising the following steps: reading in information about the relevant object, the information representing information provided by the object detection system; reading in an occlusion signal indicating the presence of occlusion of another relevant object related to the relevant object within a field of view of the object detection system; and checking the plausibility of the information about the relevant object using the occlusion signal.

[0008] EP 2948349 B1 discloses a method for determining a trigger criterion for outputting brake signals in a vehicle, comprising at least the following steps: detecting at least one object in the vicinity of the vehicle, determining whether the vehicle is on a collision course with the object, upon determination of a collision course with the detected object, checking an evasive action criterion which is met if no evasive action can be determined or is possible for the vehicle, at least upon fulfillment of the evasive action criterion, checking a braking criterion, wherein the trigger criterion for outputting brake signals is met if the evasive action criterion and the braking criterion are met.

[0009] US 2018 / 001890 A1 discloses a method for implementing a vehicle decision system on a computer-readable medium configured to execute machine-readable instructions on a processor, the instructions comprising: collecting data from a plurality of sensors; analyzing the data by a plurality of analysis components; transforming the analyzed data from the plurality of analysis components to generate corresponding standardized metrics in an expert evaluation system; assigning weights to each standardized metric at the expert evaluation system; comparing a sum of the weighted metrics to a threshold to estimate a probability of occurrence of a traffic feature; and generating a response at a vehicle associated with the vehicle decision system based on the estimated probability of occurrence of the traffic feature.

[0010] It is therefore an object of the invention to provide a vehicle system with which unnecessary braking, especially critical unnecessary braking, is avoided. Furthermore, it is an object to provide a vehicle and a train.

[0011] The object is achieved by a vehicle system having the features of claim 1. Furthermore, the object is achieved by a vehicle having the features of claim 13 and a train having the features of claim 14.

[0012] Advantageous further developments, which can be used individually or in combination with one another, are specified in the dependent claims and in the description.

[0013] The object is achieved by a vehicle system for carrying out braking of a vehicle, the vehicle system comprising a first sensor system for detecting a first surroundings image of the vehicle and a first evaluation unit for evaluating the first surroundings image with regard to a critical braking situation and further comprising a second sensor system, independent of the first sensor system, for detecting a second surroundings image of the vehicle and a second evaluation unit, wherein the first surroundings image and the second surroundings image have at least a large overlap area, wherein the first evaluation unit is designed to detect a critical braking situation from the first surroundings image and the second evaluation unit is designed to detect the critical braking situation from the second surroundings image, and wherein the vehicle system is designed to carry out braking with a first braking force upon detection of a critical braking situation from the first surroundings image and to carry out braking with a second braking force upon detection of the critical braking situation from the second surroundings image and to carry out braking with a third braking force upon detection of the critical braking situation from the first surroundings image and simultaneously from the second surroundings image, wherein the third braking force is higher than the second braking force and the first braking force.

[0014] In this case, the first and the second surroundings image preferably show an identical section of the surroundings, ie the first sensor system and the second sensor system record the same or essentially the same surroundings of the vehicle.

[0015] A sensor system can be a single sensor or a sensor array.

[0016] A critical braking situation occurs, for example, when the distance to an object ahead falls below a predetermined distance. It can also be a situation in which a vehicle ahead brakes quickly and sharply, or a situation in which a suddenly appearing object (e.g., a pedestrian) crosses the path. Furthermore, critical braking situations can involve non-self-inflicted errors (e.g., failure by others to yield right of way).

[0017] It was recognized that the current state of the art merely checks whether and to what extent objects, i.e., a braking situation, have been reliably detected. Braking only occurs when the object or a braking situation has been reliably detected based on the check.

[0018] According to the invention, the vehicle system performs staged braking. The invention achieves a resolution of the conflicting safety objectives through a staged reaction: each detection leads to a reaction; however, the reaction, i.e., the braking, is different. Braking with a first or second braking force leads to reduced braking. However, this is preferably harmless for the occupants and following traffic. However, detection of a critical braking situation in both environmental images by the independent sensor systems leads to an intensified, preferably maximum system reaction, i.e., braking with a high braking force.

[0019] The vehicle system according to the invention avoids excessive deceleration, which is dangerous for passengers and following traffic, but at the same time avoids a collision due to non-braking and, for example, driving into objects / vehicles / pedestrians ahead, since every detection of a critical braking situation leads to a reaction in at least one sensor system.

[0020] The vehicle system according to the invention can ensure safe braking in a critical braking situation, even if only two sensor systems are available.

[0021] The vehicle system according to the invention can fulfill functional safety according to SOTIF (Safety of the Intended Functionality). The vehicle system according to the invention can provide protection against malfunctions.

[0022] In a further embodiment, the first evaluation unit and the second evaluation unit are designed for parallel processing, so that the first evaluation unit recognizes an existing braking situation from the first surroundings image and the second evaluation unit recognizes the existing braking situation from the second surroundings image in parallel.

[0023] This significantly shortens the statistical validation time, as it is possible to divide the targets to be verified. Parallel processing also enables a very rapid response when a critical braking situation is detected. Even if one of the sensor systems does not yet detect a critical braking situation, the vehicle system can initiate braking as soon as the other sensor system detects a critical braking situation. If, for example, the other sensor system also detects a critical braking situation, braking can then be initiated with maximum braking force.

[0024] Parallel processing also allows for real-time response and real-time processing.

[0025] Furthermore, in a further refinement, the first braking force is equal to the second braking force. This allows both sensor systems to be treated equally.

[0026] In a further refinement, the first sensor system and the second sensor system are based on different measuring principles. This can further increase the reliability of detecting a critical braking situation through the different measuring principles. For example, some measuring principles can very reliably detect an object and thus a critical braking situation at closer distances, while others offer advantages, for example, at night or during rain / snowfall.

[0027] In a further refinement, the vehicle system is configured to perform emergency braking when the third braking force is applied. Emergency braking is also referred to as full braking / emergency braking. The goal of such emergency braking is for all four wheels to achieve the best and fastest possible deceleration, thus bringing the vehicle to a stop in the shortest possible time. This can reduce the likelihood of the vehicle colliding with an object or other vehicles as quickly as possible.

[0028] In a further embodiment, the vehicle system can be configured to issue a hazard warning in the event of emergency braking. This can, for example, be an acoustic and / or visual warning to the vehicle occupants or a visual and acoustic warning that the vehicle issues to its surroundings.

[0029] This means that, for example, passengers on a bus or train can be warned, or passengers on a vehicle can be warned so that they can prepare for heavy braking.

[0030] Emergency braking can be controlled automatically by a brake assistance system to brake the vehicle with maximum braking force.

[0031] In a further embodiment, the vehicle system is configured to perform an emergency braking action when a second braking force or a first braking force is present. This triggered emergency braking action results in rapid and strong braking, but without causing any vehicle occupants to be injured. This means that it results in a weaker braking action and does not cause the vehicle to come to a standstill within a very short time, as is the case with emergency braking.

[0032] In a further embodiment, the first sensor system can be configured as a radar sensor system and the second sensor system as a lidar sensor system. These sensor systems can provide reliable detection, even under adverse conditions. Furthermore, objects can be quickly detected in radar and lidar data.

[0033] In further embodiments, other sensor technologies can also be used, e.g., camera sensors, ultrasonic sensors, or other sound-based technologies such as echolocation. Any combination of sensor technologies is possible.

[0034] In a further embodiment, a diagnostic system is provided for checking the correct functioning of the first and second sensor systems and creating a diagnosis based on the check, wherein the vehicle system is designed to take the diagnosis into account when carrying out a braking operation based on the detection of a braking situation by the two sensor systems.

[0035] The sensor systems can detect the braking situation in stages. For example, in the first stage, no braking is applied if no collision or danger is detected. In the second stage, if a collision that can just be avoided is detected, braking is applied with a second braking force. In the third stage, if an unavoidable collision is detected, braking is applied with a third braking force.

[0036] Such a diagnostic system can be used to take into account a malfunction and / or error and / or failure of one or both of the sensor systems.

[0037] This allows errors in evaluation or incorrect detection / non-detection to be taken into account. This increases safe operation, especially of an autonomous vehicle.

[0038] In a further development, if the diagnostic system detects a malfunction and / or failure of both sensor systems and if at least one of the two sensor systems determines a critical braking situation, the vehicle system is configured to perform braking using the third braking force. This takes into account the fact that the faulty sensor system, which had not detected a braking situation, was no longer able to detect it. This increases safety for vehicle occupants, but also, in particular, for other road users.

[0039] In a further embodiment, if a fault and / or failure of one of the two sensor systems is detected and if a critical braking situation is determined by both sensor systems, the vehicle system is designed to carry out braking with the third braking force.

[0040] Furthermore, if a malfunction and / or failure of one of the two sensor systems is detected, and both sensor systems determine that a critical braking situation is not present, the vehicle system can be configured to initiate braking using the first or second braking force. This takes into account the fact that the faulty sensor system could have detected a critical braking situation if functioning correctly. This increases safety for vehicle occupants, but also, in particular, for other road users.

[0041] Furthermore, if a malfunction and / or failure of one of the two sensor systems is detected and a critical braking situation is determined by at least the non-failing sensor system, the vehicle system is preferably configured to initiate braking with the third braking force. This takes into account that the faulty sensor system could also have detected the critical braking situation if functioning correctly. This increases safety for vehicle occupants, but also, in particular, for other road users.

[0042] Furthermore, the problem is solved by a vehicle with a vehicle system as described above. The vehicle can, in particular, be an autonomously operated vehicle, for example, a bus with multiple occupants. This can, for example, prevent unnecessary emergency braking while maintaining maximum safety criteria for other road users.

[0043] Furthermore, the task is solved by a train with a vehicle system as described above. This vehicle system is particularly suitable for trains or rail-operated vehicles, which also transport multiple passengers.

[0044] Further features and advantages of the present invention will become apparent from the following description with reference to the accompanying figures, which schematically show: FIG 1 : a vehicle system according to the state of the art, and FIG 2: a vehicle system according to the invention schematically in a first embodiment, and FIG 3 : the vehicle system according to the invention schematically in a second embodiment, and FIG 4 : a table with possible diagnoses.

[0045] FIG 1 shows a vehicle system 100 in a vehicle according to the prior art. This system has a first sensor 101 and a second sensor 102. The first sensor 101 records an image of the surroundings. The second sensor 102 also records an image of the surroundings. Subsequently, for example, a critical braking situation is detected by the first sensor 101. This is checked by the second sensor 102. If the check is positive, hazard braking or emergency braking 103 is initiated and carried out 105, which overrides the normal, for example, autonomous operating mode 104.

[0046] A critical braking situation occurs, for example, when the distance to an object ahead falls below a predetermined distance. Furthermore, the braking situation can be a situation in which a vehicle ahead performs a rapid and heavy braking maneuver or a situation in which a suddenly appearing object (pedestrian) crosses the path. Furthermore, critical braking situations can involve non-self-inflicted errors (e.g., failure by others to yield right of way).

[0047] FIG 2 shows a first embodiment of a vehicle system 1 according to the invention. This system has a first sensor system 2, which here consists of one or more lidar sensors. Furthermore, the vehicle system 1 has a second sensor system 3 that is independent of the first sensor system 2.

[0048] The second sensor system 3 consists of one or more radar sensors. It is advantageous if the first sensor system 2 and the second sensor system 3 consist of sensors with different measuring principles, as this enables more reliable detection of, for example, an object ahead. However, they can also be based on the same measuring principle. It is particularly advantageous if the measuring principles are based on lidar technology and radar technology, as these allow objects and thus a braking situation to be detected reliably and quickly.

[0049] The first sensor system 2 records the vehicle surroundings as a first environment image, and the second sensor system 3 records the vehicle surroundings as a second environment image. The first environment image and the second environment image preferably show identical vehicle surroundings or have a large overlap. Furthermore, a first evaluation unit is provided for detecting a critical braking situation in the first environment image. The first evaluation unit can be arranged in the first sensor system itself and implemented as software.

[0050] Furthermore, a second evaluation unit is provided for detecting the critical braking situation in the second surrounding image. The second evaluation unit can be located in the second sensor system itself and implemented as software.

[0051] Furthermore, the vehicle system 1 is designed to carry out braking with a first braking force 6 upon detection of a critical braking situation from the first surroundings image and to carry out braking with a second braking force 6 upon detection of the critical braking situation from the second surroundings image.

[0052] The first braking force 6 and the second braking force 6 are preferably identical.

[0053] By means of the first braking force 6 and the second braking force 6, an emergency braking action 4 is triggered, which results in rapid and strong braking. This type of braking action results in rapid braking without causing any harm to the vehicle occupants. This means that it results in a weaker braking action that does not bring the vehicle to a standstill within a very short time, as is the case with emergency braking 5.

[0054] Furthermore, the vehicle system 1 is designed to carry out braking with a third braking force 7 upon detection of the critical braking situation from the first surroundings image and simultaneously from the second surroundings image, wherein the third braking force 7 is higher than the second braking force 6 and the first braking force 6.

[0055] The evaluation of both the first surroundings image and the second surroundings image takes place in parallel. This allows at least one braking action with a first or second braking force 6 to be initiated separately upon detection.

[0056] This enables real-time response. Furthermore, parallel analysis enables faster response.

[0057] The third braking force 7 is preferably configured as emergency braking 5 (full braking). This brings the vehicle to a standstill within the shortest possible time (maximum braking reaction). This allows the probability of the vehicle colliding with an object or other vehicles to be reduced as quickly as possible. However, such emergency braking 5 is also stressful for the vehicle occupants.

[0058] Furthermore, the vehicle system 1 can be configured to issue an acoustic and visual warning to both the vehicle occupants and the following vehicles when performing such an emergency braking 5. This allows the vehicle occupants to prepare for, for example, a strong jolt, and the following vehicles can initiate a strong braking maneuver themselves to prevent a rear-end collision.

[0059] The vehicle system 1 according to the invention resolves a conflict between safety objectives, namely emergency braking 5 and no braking at all, through a stepped response. This avoids excessive deceleration during braking, which is dangerous for passengers and following traffic. At the same time, non-braking, which could lead to a collision with existing objects, is avoided.

[0060] The vehicle system 1 according to the invention resolves the conflict between the safety objectives through a stepped braking response. Each detection leads to a (different) braking response.

[0061] Even a first stage, namely the detection of a critical braking situation in only a single image of the surroundings, leads to a system reaction, namely reduced, rapid braking, which is harmless for occupants and following traffic, but can prevent or reduce a collision.

[0062] The quasi second stage, namely the detection of a critical braking situation in both surrounding images by both sensor systems 2, 3 or their evaluation units, leads to a maximum system reaction, namely an emergency braking 5 or a very high braking.

[0063] The parallel processing of the two environmental images significantly shortens the statistical validation time, as it is possible to divide the targets to be detected.

[0064] The presence of emergency braking 5 or emergency braking 4 overrides the normal, for example autonomous, operating mode 8 of the vehicle. FIG 3 shows a further embodiment of a vehicle system 1a according to the invention. Like the first vehicle system 1, this system has the first sensor system 2 and the independent second sensor system 3.

[0065] The first sensor system 2 records the vehicle surroundings as a first environment image and the second sensor system 3 records the vehicle surroundings as a second environment image.

[0066] Furthermore, the vehicle system 1a is also designed to perform braking with a first braking force 6 upon detection of a critical braking situation from the first surrounding image, and to perform braking with a second braking force 6 upon detection of the critical braking situation from the second surrounding image. Emergency braking 4 is triggered by means of the first braking force 6 and the second braking force 6.

[0067] Furthermore, the vehicle system 1a is designed to carry out braking with a third braking force 7 upon detection of the critical braking situation from the first surroundings image and simultaneously from the second surroundings image, wherein the third braking force 7 is higher than the second braking force 6 and the first braking force 6.

[0068] The third braking force 7 is preferably configured as emergency braking 5 (full braking). This brings the vehicle to a standstill (maximum braking reaction) within the shortest possible time.

[0069] Furthermore, the vehicle system 1a also has a diagnostic system 9.

[0070] In FIG 4 A table with possible diagnoses 9a,9b is described.

[0071] The diagnostic system 9 is intended to check the correct functioning of the first sensor system 2 and the second sensor system 3.

[0072] The diagnostic system 9 can create a diagnosis 9a for the first sensor system 2 and a diagnosis 9b for the second sensor system 3.

[0073] Such a diagnosis may, for example, be a malfunction and / or an error and / or a failure of one of the sensor systems 2,3 or both sensor systems 2,3.

[0074] Furthermore, the vehicle system is designed to take into account a diagnosis 9a, 9b when carrying out a braking operation based on the detection of a braking situation by the two sensor systems 2, 3.

[0075] This allows errors in evaluation or incorrect detections / non-detections to be taken into account. This increases safe operation, especially of an autonomous vehicle.

[0076] The table below shows various diagnoses 9a, 9b and their effects.

[0077] The two sensor systems 2,3 are indicated in the first two columns.

[0078] A "0" in the columns of sensor systems 2,3 means that no braking situation has been detected, a "1" that a braking situation has been detected.

[0079] If column 9a contains a "1," this means that a fault / failure, etc., has been detected in sensor system 2. If column 9b contains a "1," this means that a fault / failure, etc., has been detected in sensor system 3.

[0080] If there is a "0" in column 9a / 9b, this means that no fault / failure etc. has been detected in sensor system 2 / 3.

[0081] If no braking situation is detected in either sensor system 2,3 (0,0) and no fault is detected in diagnosis 9a,9b (0,0), braking is carried out with a braking force of 0, i.e. the vehicle continues its autonomous operation normally.

[0082] If no braking situation is detected in either sensor system 2,3 (0,0) but one of the two diagnoses 9a,9b has been detected as a fault (9a=0, 9b=1) or (9a=1, 9b=0) or if both diagnoses 9a,9b have been detected as a fault (9a=1, 9b=1), then braking is carried out with an emergency brake 4, ie with a first or second braking force 6.

[0083] This takes into account the fact that the faulty sensor system, which had failed to detect a braking situation, was no longer able to detect it. This increases safety for vehicle occupants, but especially for other road users.

[0084] If a braking situation has only been detected in the second sensor system 3 (0,1), but a fault has been detected as the second diagnosis 9b (9a=0, 9b=1) or if no fault has been detected as the first diagnosis 9a and the second diagnosis 9b (9a=0, 9b=0), then braking is carried out with an emergency braking 4, ie with a first or second braking force 6.

[0085] If a braking situation has only been detected in the second sensor system 3 (0,1), but a fault has been detected as the first diagnosis 9a (9a=1, 9b=0) or both diagnoses 9a, 9b have been detected as a fault (9a=1, 9b=1), then an emergency braking 5, ie with a third braking force 7, is used for braking.

[0086] If a braking situation has been detected only in the first sensor system 2 (1,0) but no fault has been detected in both diagnoses 9a, 9b (9a=0, 9b=0), then braking is carried out with an emergency braking 4, ie with a first or second braking force 6.

[0087] If a braking situation has only been detected in the first sensor system 2 (1,0) but a fault has been detected as a second diagnosis 9b (9a=0, 9b=1), then an emergency braking 5, ie a third braking force 7, is used for braking.

[0088] If a braking situation has only been detected in the first sensor system 2 (1,0), but a fault has been detected as the first diagnosis 9a (9a=1, 9b=0), then braking is carried out with an emergency braking 4, ie with a first or second braking force 6.

[0089] If a braking situation has been detected only in the first sensor system 2 (1,0), but a fault has been detected in both diagnoses 9a, 9b (9a=1, 9b=1), then an emergency braking action 5, ie a third braking force 7, is used.

[0090] If a braking situation has been detected in both sensor systems 2, 3 (1, 1), but a fault has been detected as both diagnoses 9a, 9b (9a=1, 9b=1), or only as the first diagnosis 9a a fault has been detected (9a=1, 9b=0), or only as the second diagnosis 9b a fault has been detected (9a=0, 9b=1), or no fault has been detected as both diagnoses 9a, 9b (9a=0, 9b=0), then emergency braking 5, ie with a third braking force 7, is used to brake.

[0091] This takes into account the fact that the faulty sensor system could also have detected the critical braking situation if it had functioned correctly. This increases safety for vehicle occupants, but especially for other road users. Reference symbol

[0092] 1, 1a Vehicle system 2 First sensor system 3 Second sensor system 4 Emergency braking 5 Emergency braking 6 First / second braking force 7 Third braking force 8 Autonomous operation 9 Diagnostic system 9a Diagnostics of the first sensor system 9b Diagnostics of the second sensor system

Claims

1. Vehicle system (1, 1a) for carrying out braking of a vehicle, the vehicle system (1, 1a) having a first sensor system (2) for detecting a first image of the surroundings of a vehicle and a first evaluation unit for evaluating the first image of the surroundings with regard to a critical braking situation and further having a second sensor system (3), independent of the first sensor system (2), for detecting a second image of the surroundings of the vehicle and a second evaluation unit, wherein the first image of the surroundings and the second image of the surroundings have at least a large overlapping area, and wherein the first evaluation unit is designed to identify a critical braking situation on the basis of the first image of the surroundings and the second evaluation unit is designed to identify the critical braking situation on the basis of the second image of the surroundings, characterized in that the vehicle system (1, 1a) is designed to perform braking with a first braking force (6) when a critical braking situation is identified on the basis of the first image of the surroundings and to perform braking with a second braking force (6) when the critical braking situation is identified on the basis of the second image of the surroundings and to perform braking with a third braking force (7) when the critical braking situation is identified on the basis of the first image of the surroundings and simultaneously on the basis of the second image of the surroundings, wherein the third braking force (7) is greater than the second braking force (6) and the first braking force (6).

2. Vehicle system (1, 1a) according to Claim 1, characterized in that the first evaluation unit and the second evaluation unit are designed for parallel processing such that the first evaluation unit identifies an existing braking situation on the basis of the first image of the surroundings and the second evaluation unit identifies the existing braking situation on the basis of the second image of the surroundings in parallel.

3. Vehicle system (1, 1a) according to Claim 1 or 2, characterized in that the first braking force (6) is equal to the second braking force (6).

4. Vehicle system (1, 1a) according to one of the preceding claims, characterized in that the first sensor system (2) and the second sensor system (3) are based on different measuring principles.

5. Vehicle system (1, 1a) according to one of the preceding claims, characterized in that the vehicle system (1, 1a) is designed to carry out hazard braking (5) in the event of the third braking force (7).

6. Vehicle system (1, 1a) according to Claim 5, characterized in that the vehicle system (1, 1a) is designed to output a hazard warning in the event of hazard braking (5).

7. Vehicle system (1, 1a) according to one of the preceding claims, characterized in that the vehicle system (1, 1a) is designed to carry out emergency braking (4) in the event a second braking force (6) or a first braking force (6) is present.

8. Vehicle system (1, 1a) according to one of the preceding claims, characterized in that the first sensor system (2) is designed as a radar sensor system and the second sensor system (3) is designed as a lidar sensor system.

9. Vehicle system (1, 1a) according to one of the preceding claims, characterized in that a diagnostic system (9) is provided to check that the first sensor system (2) and the second sensor system (3) are functioning correctly and to produce a diagnosis based on the check and wherein the vehicle system (1, 1a) is designed to take the diagnosis into consideration when carrying out braking based on the identification of a braking situation by the two sensor systems.

10. Vehicle system (1, 1a) according to Claim 9, characterized in that when a fault and / or a failure of both sensor systems is detected and a critical braking situation is ascertained by at least one of the two sensor systems (2, 3), the vehicle system (1, 1a) is designed to perform braking with the third braking force (7).

11. Vehicle system (1, 1a) according to Claim 9 or 10, characterized in that when a fault and / or a failure of one of the two sensor systems (2, 3) is detected and an absent critical braking situation is ascertained by both sensor systems (2, 3), the vehicle system (1, 1a) is designed to perform braking with the first braking force (6) or second braking force (6).

12. Vehicle system (1, 1a) according to Claim 9, 10 or 11, characterized in that when a fault and / or a failure of one of the two sensor systems (2, 3) is detected and a critical braking situation is ascertained by at least the sensor system which has not failed, the vehicle system (1, 1a) is designed to perform braking with the third braking force (7) .

13. Vehicle having a vehicle system (1, 1a) according to one of the preceding claims.

14. Train having a vehicle system (1, 1a) according to one of preceding Claims 1 to 12.