Control system for a braking device with at least two motors, and autonomous braking method for a vehicle equipped with a braking device with at least two motors

Abstract

To provide an autonomous braking method for a vehicle equipped with two brake devices with a motor.SOLUTION: When there is self determined or provided information (24) concerning presence of at least one function impairment on a first brake device (12) with a motor, a control system (10) controls the first brake device (12) with the motor to implement a given test function. As long as at least one sensor value (28) concerning an actual function implemented by the controlled first brake device (12) with the motor is within at least a given normal value range, the control system is designed so that a second brake device (14) with a motor can be controlled after considering at least one target amount (16), to continue an autonomous mode in which the vehicle can be braked by the second brake device (14) with the motor controlled with the at least one sensor value.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a control system for a braking device with at least two motors and a braking system for a vehicle. Similarly, the present invention relates to an autonomous braking method for a vehicle equipped with a braking device with two motors.

Background Art

[0002] From the prior art, a braking system for a vehicle equipped with two braking devices with motors is known. For example, the braking system of Patent Document 1 has an electromechanical braking booster placed in front of its master brake cylinder as its first braking device with a motor, and a hydraulic unit having at least one pump operable by a pump motor as its second braking device with a motor.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] The present invention provides a control system for a braking device with at least two motors having the constituent elements of claim 1, a braking system for a vehicle having the constituent elements of claim 3, and an autonomous braking method for a vehicle equipped with a braking device with two motors having the constituent elements of claim 8.

[0005] The present invention provides a means for extending the feasibility of an autonomous mode in which a vehicle equipped with a braking device with two motors can be autonomously braked, which is such that, even when at least one malfunction occurs in the first braking device among the braking devices with two motors, the autonomous mode can still be continued while ensuring good driving comfort and a high level of safety, provided that the first braking device with a motor can still be used as a "reserve brake" ("backup brake"). The autonomous mode can be understood, in particular, as an autonomous speed control mode or an autonomous driving mode. Thus, the present invention also contributes to the improvement of the autonomous driving mode / feasibility of autonomous driving of the vehicle. Along with this, the present invention also enhances the availability for autonomously driving the vehicle to which the present invention is applied.

[0006] It should be noted that the application of the present invention in a vehicle equipped with a braking device with two motors usually does not require hardware expansion or expansion of the sensor mechanism of each vehicle. Instead, the present invention can be implemented by the hardware and sensor mechanism of a vehicle equipped with a braking device with two motors, which are already known from the prior art and have already been incorporated into vehicles conventionally in many cases. Therefore, the present invention is low-cost and can be implemented without increasing the total weight of the vehicle equipped with a braking device with two motors. For example, the present invention can be embodied by an appropriate configuration / programming of the control system according to the present invention.

[0007] In a preferred embodiment of the control system, as long as at least one sensor value is outside at least one standard value range, the control system controls the braking device with the second motor without delay, so that the vehicle can be shifted to a stop by the braking device with the second motor to be controlled. It is designed to be possible. In this way, in the event of a failure of the braking device with the second motor, a vehicle that can no longer use the braking device with the first motor as a "reserve brake" ("backup brake") can be quickly shifted to a stop. This can be guaranteed. This ensures a high level of safety for the passengers and other traffic participants who may be in the vehicle in some cases.

[0008] A braking system for a vehicle having such a type of control system, a cooperating braking device with a first motor, and a cooperating braking device with a second motor also provides the advantages described above.

[0009] For example, the braking device with the second motor can include a hydraulic unit having at least one pump operable by a pump motor. Since this type of hydraulic unit is frequently used in braking systems, in this way, for the application of the present invention, a number of standard braking system types can be utilized.

[0010] The braking device with the first motor can particularly include an electromechanical brake booster placed in front of the master brake cylinder of the hydraulic unit. This type of electromechanical brake booster can preferably cooperate with the hydraulic unit.

[0011] The brake device with the second motor preferably has at least one sensor device, whereby at least sensor values can be measured and provided to the control system. Thus, since the brake device with the second motor is usually not / almost not related to the presence of at least one malfunction in the brake device with the first motor, at least one sensor device of the brake device with the second motor can be used with high reliability to check whether the brake device with the first motor can still be used as at least a "reserve brake" ("backup brake") when the brake device with the second motor fails. The at least one sensor device can be, for example, at least one deceleration sensor, in particular at least one wheel speed sensor and / or at least one wheel sensor such as at least one wheel speed detector, at least one hydraulic pressure sensor, and / or a camera system designed for ambient monitoring.

[0012] Preferably, at least one hydraulic pressure sensor is arranged as at least one sensor device on the surface and / or inside of the hydraulic unit, whereby at least one sensor value can be measured and provided to the control system. By means of the at least one hydraulic pressure sensor, it can be checked with high reliability whether an electromechanical brake booster, which is controlled to slightly increase the pressure in at least one partial volume of the hydraulic unit as a test function, still has a certain minimum functionality so as to still be suitable as a "reserve brake" ("backup brake"). Thus, the sensor type that is usually already assembled on the surface / inside of the hydraulic unit can be used for the implementation of the present invention.

[0013] Furthermore, the implementation of an autonomous braking method for a vehicle equipped with a braking device with two motors also brings the advantages described above. Specifically stated, this autonomous braking method can be developed into a further form according to each of the control system and braking system embodiments described above.

[0014] Other components and advantages of the present invention will be described below with reference to the drawings. The drawings show the following:

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Embodiments for Carrying Out the Invention

[0016] FIG. 1 shows a flowchart for explaining an embodiment of an autonomous braking method for a vehicle equipped with a braking device with two motors.

[0017] By the autonomous braking method described below, the braking device with two motors of the vehicle operates in an autonomous mode during the vehicle's travel. The autonomous mode means that the vehicle can be braked / is braked in an autonomous / automated mode without the driver's brake desire setting, that is, without the driver's operation of a vehicle braking operation member such as a brake pedal. The autonomous mode can be understood as an autonomous / automated speed control mode such as a distance control cruise control mode, or an autonomous / automated driving mode. The autonomous / automated driving mode can be particularly understood as a driverless driving mode.

[0018] It should be noted that the feasibility of the autonomous braking method described below is not limited to specific vehicle types / automobile types of each vehicle. The feasibility of the autonomous braking method usually only requires each vehicle to be equipped with a braking device with two motors. For example, a hydraulic unit having at least one pump operable by a pump motor and an electromechanical brake booster preposed to the master brake cylinder of the hydraulic unit can be operated by an autonomous braking method as a braking device with a motor.

[0019] During the running of the vehicle executed in the autonomous mode, first, method step S1 is executed and may be repeated multiple times as the case may be. In sub-step S1a of method step S1, at least one target quantity related to the target deceleration of the vehicle to be executed autonomously is autonomously defined. For this purpose, for example, at least one partial periphery of the vehicle is inspected with respect to the possible target deceleration to be executed by the vehicle by the vehicle's sensor system and / or evaluation system and / or by a sensor system and / or evaluation system outside the vehicle. The at least one target quantity is preferably autonomously defined by the vehicle's sensor system and / or evaluation system and / or by a sensor system and / or evaluation system outside the vehicle such that the correspondingly decelerated vehicle complies with a predetermined target driving pattern or executes a preferred driving pattern. If it is preferable to maintain a certain speed or accelerate the vehicle from the perspective of the situation occurring in at least the partial periphery of the vehicle, in sub-step S1a, the at least one target quantity can also be autonomously defined according to a target deceleration equal to zero.

[0020] In another sub-step S1b of method step S1, at least one of the two motorized brake devices is controlled such that the vehicle is braked by at least one motorized brake device taking into account at least one target quantity. The control of at least one of the two motorized brake devices is preferably effected such that the vehicle is braked with an actual deceleration corresponding to at least one target quantity by at least one motorized brake device being controlled.

[0021] As long as it is desired, the vehicle can be braked by the first motorized brake device being controlled alone while the first brake device of the two motorized brake devices of the vehicle can effect the specified target deceleration of the vehicle alone. In this case, the first motorized brake device is utilized for braking the vehicle as an "active brake" or "master brake" during method step S1, whereas the second motorized brake device of the two motorized brake devices of the vehicle is present only as a "reserve brake", "emergency brake" ("backup brake"), or "auxiliary brake" during the execution of method step S1. However, alternatively, the first motorized brake device and the second motorized brake device can also be utilized together for braking the vehicle during the execution of method step S1.

[0022] During method step S1, it is also possible to execute at least once an optional sub-step S1c in which it is determined whether there is at least one malfunction in the first motor-equipped braking device. The presence of at least one malfunction in the first motor-equipped braking device can also be understood as a failure of the first motor-equipped braking device. To execute sub-step S1c, the sensor mechanism of the first motor-equipped braking device can be utilized. For example, in the case of a first motor-equipped braking device configured as an electromechanical brake booster, the voltage applied to the winding of the motor of the electromechanical brake booster can be measured by the sensor mechanism and compared with a predetermined voltage threshold. In this case, the voltage threshold can be set such that an undervoltage that at least suggests a malfunction of the electromechanical brake booster is likely to be present in the motor of the electromechanical brake booster when the voltage applied to the winding is below the predetermined voltage threshold.

[0023] When the presence of at least one malfunction in the first braking device is confirmed, the method jumps from method step S1 to method step S2. Method step S2 is executed / repeated over a predetermined or awaited transition time interval. When method step S2 is executed, each time sub-step S1a of method step S2, which has already been described above, is executed, sub-step S2a of method step S2 is executed, where only the second motor-equipped braking device is controlled taking into account at least one target value, so that the vehicle is braked only by the controlled second braking device. Thus, during method step S2, the second motor-equipped braking device is utilized as an "active brake" or "master brake" for braking the vehicle. This can also be referred to as a downgrading of the first motor-equipped braking device.

[0024] Furthermore, when the presence of at least one malfunction is recognized in the braking device with the first motor, method step S3 is executed. For example, method step S3 can start immediately after the recognition of at least one malfunction in the braking device with the first motor. However, alternatively, after the recognition of the presence of at least one malfunction in the braking device with the first motor, it is also possible to wait for a further predetermined waiting time and then start the execution of method step S3.

[0025] In sub-step S3a of method step S3, the braking device with the first motor is controlled to execute a predetermined test function. For the purpose of its execution, the test function by which the braking device with the first motor is controlled can be understood as an action of the braking device with the first motor that brings about at least a slight reduction in the speed of the vehicle as long as the test function can actually be executed by the braking device with the first motor. In this way, the test function can bring about "test braking" of the vehicle. The vehicle is preferably decelerated slightly only to such an extent that neither the vehicle occupants nor other traffic participants are irritated based on the reduction in the speed of the vehicle by the braking device with the first motor that (actually) executes the test function. For example, in a braking device with the first motor configured as an electromechanical brake booster, the motor of the electromechanical brake booster is controlled as a test function, and at least one position-adjustable piston of the master brake cylinder (which is rear-mounted) is position-adjusted by the motor operation, so that the master brake cylinder pressure / feed pressure generated in the master brake cylinder and also at least one brake pressure in at least one wheel brake cylinder that is normally connected to the master brake cylinder are (slightly) increased.

[0026] Furthermore, in another sub-step S3b of method step S3, at least one sensor value related to the actual function executed by the braking device with the first motor, which is controlled for the execution of the test function, is determined / measured. The at least one sensor value to be determined / measured is understood to be the sensor quantity increased or decreased by the braking device with the first motor that (actually) executes the test function. Preferably, at least one sensor device of the braking device with the second motor and / or a sensor external to at least one braking system of the vehicle is used to measure the at least one sensor value. In measuring the at least one sensor value in this way, it is possible to omit without problem the reuse of the sensor mechanism that has already been used to determine the existence of at least one malfunction of the braking device with the first motor. In this way, it is possible to prevent the malfunction that may occur in the sensor mechanism of the braking device with the first motor, which leads to an improper assumption of the existence of at least one malfunction in the braking device with the first motor, from also having an adverse effect on the check of the braking device with the first motor executed by method step S3. In this way, method step S3 passes the "good check", whereby not only the functionality / reliability of the braking device with the first motor but also the functionality / reliability of its sensor mechanism can be (indirectly) checked.

[0027] The at least one sensor device may be, for example, at least one deceleration sensor, in particular at least one wheel sensor such as at least one wheel rotation speed sensor and / or at least one wheel rotation speed detector, at least one hydraulic pressure sensor, and / or a camera system designed for ambient monitoring. However, the examples of the at least one sensor device listed here should not be construed as exhaustive.

[0028] At least one sensor value is preferably measured by at least one hydraulic pressure sensor, by at least one deceleration / acceleration sensor, and / or by at least one wheel sensor. In a first motorized brake device configured as an electromechanical brake booster, for example, not only the detected increase in master brake cylinder pressure / feed pressure and / or at least one brake pressure, but also the detected deceleration of the vehicle can be used to verify the test function described above. In this way, in order to verify the test function, it is usually possible to utilize the sensor types that are already assembled in the vehicle.

[0029] Method step S3 is preferably executed during method step S2 / during the transition time interval. The transition time interval of method step S2 may be appropriately adapted such that method step S3 is still performed during the execution of method step S2, even after waiting for a predetermined waiting time before the start of method step S3. In this case, the transition time interval can be waited until the completion of method step S3.

[0030] As long as at least one sensor value is within at least one predetermined standard value range, a jump is made from method step S3 to (optional) method step S4, where it is established that at least one partial functionality of the first motorized brake device is still valid, which is still sufficient to cause the vehicle to stop by the first motorized brake device (without the co-utilization of the second motorized brake device), even when the second motorized brake device has completely failed. Therefore, the first motorized brake device is still suitable as at least a "reserve brake", "emergency brake" ("backup brake"), or "supplementary brake".

[0031] Therefore, as long as at least one sensor value is within at least one predetermined standard value range, the autonomous mode is continued by method step S5, where the braking device with the second motor is controlled taking into account at least one target amount, and the vehicle is braked by the controlled braking device with the second motor. Optionally, the autonomous mode can be continued in method step S5 as a "limited autonomous driving mode", for example, to end the already started autonomous driving of the vehicle at a target destination set by the driver and / or to continue the autonomous driving of the vehicle to the factory.

[0032] As long as at least one sensor value is outside at least one standard value range, it jumps from method step S3 to (optional) method step S6, where it is confirmed that the partial functionality of the braking device with the first motor is still not guaranteed, which is still sufficient to cause the vehicle to stop by the braking device with the first motor (without joint use of the braking device with the second motor) in the case of a complete failure of the braking device with the second motor. Therefore, the braking device with the first motor is never available as a "reserve brake", "emergency brake" ("backup brake"), or "supplementary brake".

[0033] Therefore, as long as at least one sensor value is outside at least one standard value range, as method step S7, the braking device with the second motor is controlled without delay, and the vehicle is shifted to a stop by the controlled braking device with the second motor.

[0034] Thus, as long as the braking device with the first motor described herein is still available at least as a "reserve brake", "emergency brake" ("backup brake"), or "supplementary brake", the continuation of driving in an autonomous mode is made possible while ensuring good driving comfort and a high level of safety. However, in addition to this, when the autonomous braking method is executed, it is possible to recognize when the braking device with the first motor becomes unavailable as a "reserve brake", "emergency brake" ("backup brake"), or "supplementary brake", and to take appropriate action as the case may be.

[0035] Figure 2 shows a schematic diagram of an embodiment of a control system or a braking system that cooperates therewith.

[0036] The control system 10 schematically shown in Figure 2 is designed to operate at least two braking devices 12 and 14 with motors of a vehicle in an autonomous mode. Again, the autonomous mode can be understood as an autonomous / automated speed control mode, such as a distance control cruise control mode, or an autonomous / automated driving mode (driverless driving mode). For this purpose, the control system 10 is designed such that during the autonomous mode, at least one of the two braking devices 12 and 14 with motors can be controlled by at least one control signal 12a and / or 14a of the control system 10, taking into account at least one target quantity 16 related to the target deceleration of the vehicle to be executed autonomously. In this way, the vehicle can be braked by at least one controlled braking device 12 and / or 14 with a motor.

[0037] The control system 10 may refer to control electronics, in particular an (integrated) control unit, which is designed solely for controlling the two motor-equipped brake devices 12 and 14. Similarly, the control system 10 may be configured to further control at least one other vehicle component of the vehicle in addition to the two motor-equipped brake devices 12 and 14. The control system 10 may in particular be a central vehicle control system of the vehicle.

[0038] The first motor-equipped brake device 12 can include, for example, an electromechanical brake booster. As an alternative or supplement thereto, the second motor-equipped brake device 14 can include a hydraulic unit having at least one pump operable by a pump motor. The electromechanical brake booster used as the first motor-equipped brake device 12 is preferably pre-positioned in this case in front of the master brake cylinder of the hydraulic unit.

[0039] At least one target quantity 16 may be provided to the control system 10, for example, from a sensor system and / or evaluation system 18 of the vehicle. Similarly, at least one target quantity 16 may be provided to the control system 10 from a sensor system and / or evaluation system 20 external to the vehicle. Alternatively, the sensor system and / or evaluation system 18 of the vehicle, and / or the sensor system and / or evaluation system 20 external to the vehicle, can also provide data 22 suitable for defining a preferred target deceleration of the vehicle to the control system 10. Taking this into account, the control system 10 self-determines at least one target quantity 16. The sensor system and / or evaluation system 18 of the vehicle can provide at least one target quantity 16 and / or data 22 to the control system 10 via a bus connection of the vehicle without problems. The sensor system and / or evaluation system 20 external to the vehicle can also reliably provide at least one target quantity 16 and / or data 22 to the control system 10 by cableless data transmission.

[0040] In addition to this, when information 24 regarding the existence of at least one malfunction in the first motor-equipped brake device 12 among the two motor-equipped brake devices exists during the autonomous mode, the control system 10 is designed to control the first motor-equipped brake device 12 to execute a predetermined test function. The information 24 may be provided to the control system 10 from a sensor mechanism 26, particularly the sensor mechanism 26 such as the sensor mechanism of the first motor-equipped brake device 12. However, as an alternative, the sensor mechanism 26 may only output at least one sensor signal to the control system 10, and the control system 10 may self-determine the information by referring to the at least one sensor signal.

[0041] For its execution, the test function that the first motor-equipped brake device 12 can be controlled / is controlled by the control system 10 can be understood as an action of the first motor-equipped brake device 12 that brings about at least a very low vehicle speed as long as the test function can actually be executed by the first motor-equipped brake device 12. As already explained above, for example, in the first motor-equipped brake device 12 configured as an electromechanical brake booster, the motor of the electromechanical brake booster is controlled as a test function, and at least one position-adjustable piston of the (rear-mounted) master brake cylinder is position-adjusted by the generated motor operation, so that the master brake cylinder pressure / feed pressure generated in the master brake cylinder increases, and usually, at least one brake pressure in at least one wheel brake cylinder connected to the master brake cylinder also (slightly) increases.

[0042] Furthermore, the control system 10 is designed to verify the test function required for the brake device 12 with the first motor by referring to at least one sensor value 28 that is self-determined by the control system 10 or provided to the control system 10. The brake device 14 with the second motor preferably has at least one sensor device 30, whereby at least one sensor value 28 can be measured and provided to the control system 10. In particular, in this way, it is possible to prevent a malfunction / failure of the sensor mechanism 26 of the brake device 12 with the first motor from adversely affecting the verification of the test function. As the at least one sensor device 30, for example, at least one deceleration sensor, in particular at least one wheel speed sensor and / or at least one wheel sensor such as at least one wheel speed detector, at least one hydraulic pressure sensor, and / or a camera system designed for ambient monitoring may be used. In the brake device 12 with the first motor configured as an electromechanical brake booster, the at least one sensor value 28 can be reliably measured, for example, by at least one hydraulic pressure sensor, a vehicle deceleration sensor / acceleration sensor, and / or a wheel sensor.

[0043] Regarding the actual function executed by the braking device 12 with the first motor, which is controlled to execute the test function, or as long as at least one sensor value 28 provided to the control system 10 is within at least one predetermined standard value range, the control system 10 is designed to continue an autonomous mode in which the second braking device 14 among the two braking devices with motors can be controlled / is controlled considering at least one target amount 16, and thereby the vehicle can be braked / is braked by the second braking device 14 with a motor. Otherwise, that is, when at least one sensor value 28 is outside at least one standard value range, the control system 10 preferably controls the second braking device 14 with a motor without delay so that the vehicle can be shifted to a stop by the second braking device 14 with a motor to be controlled. The second braking device 14 with a motor configured as a hydraulic unit can still reliably provide a deceleration of 2.44 m / s 2 so that a rapid shift of the vehicle to a stop can be easily executed.

[0044] In this way, the control system 10 also brings the advantages of the method described above. Further, it should be pointed out that still another method step of the method described above may also be executable by this control system.

[0045] The drawing of the control system 10 as a "compact unit" in FIG. 2 should be interpreted only as an example. Alternatively, the control system can also include at least two "individual control devices". For example, the control system can include a control device for the braking device 12 with the first motor / the electromechanical brake booster and another control device for the second braking device 14 with a motor / the hydraulic unit.

[0046] The method described above, and the corresponding control system 10, are particularly preferably suitable for a vehicle that autonomously drives (optionally without a driver). This is because in a vehicle that autonomously drives (driverless vehicle), often a mechanical fallback level is not possible based on the absence of a driver and / or based on the absence of a brake operating member / brake pedal. On the other hand, the method described above and the corresponding control system 10 can ensure that the vehicle stops immediately when the availability of both motor-equipped brake devices 12 and 14 is lost.

Description of Reference Numerals

[0047] 10 Control system 12 First motor-equipped brake device 14 Second motor-equipped brake device 16 Target quantity 24 Information 28 Sensor value 30 Sensor device

Claims

1. A control system (10) for at least two motor-equipped braking devices (12, 14) of a vehicle, wherein the control system (10) is designed to operate at least two of the motor-equipped braking devices (12, 14) in an autonomous mode such that at least one of the motor-equipped braking devices (12, 14) can be controlled to brake the vehicle, taking into account at least one target quantity (16) that is self-determined or provided with respect to a target deceleration of the vehicle to be autonomously executed, wherein the control system (10) is additionally designed to control the first motor-equipped braking device (12) to execute a predetermined test function when information (24) that is self-determined or provided regarding the existence of at least one malfunction in the first motor-equipped braking device (12) among the two motor-equipped braking devices exists during the autonomous mode, and to continue an autonomous mode in which the second motor-equipped braking device (14) among the two motor-equipped braking devices can be controlled taking into account at least one target quantity (16) and the vehicle can be braked by the controlled second motor-equipped braking device (14), as long as at least one sensor value (28) that is self-determined or provided regarding the actual function executed by the first motor-equipped braking device (12) controlled to execute the test function is within at least one predetermined standard value range. A control system characterized by this.

2. The control system (10) according to claim 1, wherein as long as at least one of the sensor values (28) is outside at least one standard value range, the control system (10) is designed to control the second motor-equipped braking device (14) without delay so that the vehicle can be shifted to a stop by the controlled second motor-equipped braking device (14).

3. In a braking system for a vehicle, the control system (10) according to claim 1 or 2, the first motor-equipped braking device (12) that cooperates, and a braking system having the second motor-equipped braking device (14) that cooperates.

4. The braking system according to claim 3, wherein the braking device (14) with the second motor includes a hydraulic unit having at least one pump operable by a pump motor.

5. The braking system according to claim 4, wherein the braking device (12) with the first motor includes an electromechanical brake booster pre - disposed in a master brake cylinder of the hydraulic unit.

6. The braking system according to claim 4 or 5, wherein the braking device (14) with the second motor has at least one sensor device (30), by which at least one of the sensor values (28) can be measured and provided to the control system (10).

7. The braking system according to claim 6, wherein at least one hydraulic pressure sensor is arranged as at least one of the sensor devices (30) on the surface and / or inside of the hydraulic unit, by which at least one of the sensor values (28) can be measured and provided to the control system (10).

8. An autonomous braking method for a vehicle equipped with two braking devices (12, 14) with motors, wherein the two braking devices (12, 14) with motors operate in an autonomous mode during vehicle driving with the following steps, at least one target quantity (16) related to a target deceleration of the vehicle to be executed autonomously is autonomously defined (S1a), at least one of the two braking devices (12, 14) with motors is controlled taking into account at least one of the target quantities (16), whereby the vehicle is braked by at least one of the controlled braking devices (12, 14) with motors (S1b) in the method, in the following steps, when the presence of at least one malfunction in the first braking device (12) among the two braking devices with motors is confirmed, the first braking device (12) with the first motor is controlled to execute a predetermined test function (S3a), at least one sensor value (28) related to an actual function executed by the first braking device (12) with the first motor controlled to execute the test function is determined (S3b), As long as at least one of the sensor values (28) is within at least one predetermined standard value range, the second braking device (14) of the two motor-equipped braking devices is controlled in consideration of at least one of the target amounts (16), and an autonomous mode in which the vehicle is braked by the second motor-equipped braking device (14) to be controlled is continued (S5). A method characterized by having.

9. As long as at least one of the sensor values (28) is outside at least one standard value range, the second motor-equipped braking device (14) is controlled without delay, and the vehicle is shifted to a stop by the second motor-equipped braking device (14) to be controlled (S7). The method according to claim 8.

10. At least one of the sensor values (28) is measured by at least one hydraulic pressure sensor, by at least one deceleration sensor, and / or by at least one wheel rotation speed sensor. The method according to claim 8 or 9.

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