Automotive motion control systems and automotive actuators

Abstract

A vehicle motion control system (100, 200) for controlling the motion of a vehicle comprises, for each wheel (20a, 20b, 20c, 20d) of the vehicle, a respective motion control actuator (10a, 10b, 10c, 10d), configured to control the motion of the wheel based on a respective actuator control signal (Sa, Sb, Sc, Sd) received by the respective motion control actuator (10a, 10b, 10c, 10d); and a central controller (50), configured to control the motion of the vehicle by sending the respective actuator control signal (Sa) of each wheel (20a, 20b, 20c, 20d) to the respective motion control actuator (10a, 10b, 10c, 10d) based on a motion control intent signal (Si) received by the central controller (50). The vehicle motion control system is configured to determine whether the central controller is functional to send the actuator control signals, and if it is determined that the central controller (50) is not functional, at least one of the motion control actuators (10a) is configured to control the motion of its own wheel (20a) directly based on the motion control intent signal (Si), and to send respective actuator control signals (Sb, Sc, Sd) to the other motion control actuators (10b, 10c, 10d) of each of the other wheels (20b, 20c, 20d) of the vehicle based on the motion control intent signal (Si).

Description

[Technical Field]

[0001] The present disclosure relates to an electric automotive motion control system.

[0002] The present disclosure relates to an automotive actuator. [Background Art]

[0003] Vehicle control functions, including the aforementioned vehicle control functions that encompass vehicle motion control, are increasingly being implemented by electromechanical means.

[0004] As one example, brake-by-wire is typically used to refer to a braking system in which the actuator and the transmission mechanism are isolated from each other. In conventional hydraulic brake systems, the brake pedal is the actuator and hydraulic pressure is the transmission mechanism. Here, electro-hydraulic brakes, electro-pneumatic brakes (for trucks), and electric brakes are distinguished. Simply omitting hydraulic or pneumatic pressure makes the brake a true so-called "dry" brake-by-wire application, as no fluid technology system is used here. One reason to desire the use of this technology may be the slowness of the medium currently used in brake systems. Using a purely electromechanical solution, shorter response times can be achieved, and these shorter response times can also be reflected in the achievable braking distance. Another advantage may be the more suitable manufacturability of brake-by-wire technology. This is because the components used in hydraulic systems, such as the master cylinder, brake booster, and anti-lock components, or more generally, brake modulation components, are comparatively more expensive to manufacture. Electromechanical solutions further avoid the risk of brake fluid contamination associated with vehicles equipped with hydraulic brake systems, which is particularly problematic towards the end of a vehicle's lifespan. Furthermore, electromechanical solutions facilitate easier vehicle assembly.

[0005] Electric vehicle brakes typically have an electromechanical actuation device configured to press a friction brake lining against a brake body, i.e., the vehicle wheel, for braking. The brake body is typically a brake disc or brake drum. The actuation device typically includes an electric motor and a rotation-to-translation converter gear that converts the rotational driving motion of the electric motor into translational motion to press the friction brake lining against the brake body. Worm gears, such as spindle gears or roller worm drives, are commonly used as rotation-to-translation converter gears. It is also possible to convert rotational motion to translational motion using, for example, a pivotable cam. Step-down gears, for example in the form of planetary gears, are often placed between the electric motor and the rotation-to-translation converter gear. An electromechanical vehicle brake with automatic boosting has an automatic booster, which converts the frictional force exerted by the rotating brake body on the friction brake lining pressed against the brake body to apply the brake, and this contact pressure, in addition to the contact pressure exerted by the actuating device, presses the friction brake lining against the brake body. Wedge mechanisms, ramp mechanisms, and lever mechanisms are suitable for automatic boosting.

[0006] Electric vehicle brakes are controlled by an electronic control unit (ECU) that responds to an external brake control signal, which is generated in response to driver actions, such as pressing the brake pedal, or autonomously generated when an obstacle is detected by a radar system. Vehicle functions, such as braking, are increasingly being electronically controlled. For example, a state-of-the-art luxury car may contain more than 100 electronic control units (ECUs), each responsible for specific functions such as steering, engine power control, braking, environmental monitoring, and weather control. Typically, various actuators are involved to enable appropriate responses to control inputs from the driver or autonomous driving systems.

[0007] For example, if the control input is a steer intent signal, various actuators may be involved in changing the direction of the vehicle. Each front wheel may have an appropriate steering actuator to control its direction. The rear wheels may also have appropriate steering actuators, for example, to correct their direction when the vehicle is cornering or to facilitate parking. If the control input is a braking intent signal, the vehicle may be decelerated by distributing braking force to each of its wheels. The actual force applied to each wheel is typically greater for the front wheels than for the rear wheels. The distribution of braking force may further depend on the current steering angle. Furthermore, the braking force may be implemented partially or entirely as regenerative braking, where the vehicle's kinetic energy is converted into and stored as electrical energy.

[0008] Typically, to coordinate each of the major vehicle control functions, a central ECU is provided for each function, such as a central ECU for braking control, a central ECU for steering control, and a central ECU for engine control. Typically, an ECU with a specific function, such as a central ECU, does not operate autonomously but works in cooperation with other ECUs. For example, the braking control ECU works with the steering control ECU and the engine power control ECU to ensure optimal vehicle stability.

[0009] Therefore, the electronic control unit is a crucial element in electric braking systems. For this reason, safety standards are defined by ISO 26262, the Functional Safety Standard for Road Vehicles. This standard specifies a risk classification method called Automotive Safety Integrity Level (ASIL). This is an adaptation of the Safety Integrity Level (SIL) used in IEC 61508 for the automotive industry. This classification helps define the safety requirements that must be complied with the ISO 26262 standard. The ASIL is established by conducting a risk analysis of possible hazards by focusing on the severity, exposure probability, and controllability of vehicle operating scenarios. The safety objectives related to these hazards include the ASIL requirements. There are four ASIL levels specified by the standard: ASIL A, ASIL B, ASIL C, and ASIL D. ASIL D requires the highest integrity requirements for the product, and ASIL A is the lowest. Hazards identified as "Quality Management" (QM) do not require safety requirements. Under certain circumstances, the required ASIL classification of a component can be lowered through a technique called ASIL decomposition. For example, a safety function implemented within an embedded device with a high ASIL rating may be decomposed into independent sub-functions or components that potentially have a lower ASIL. This can be advantageous, for example, in terms of improving system robustness and / or reducing manufacturing costs. However, guaranteeing the independent operation of the decomposed components can be difficult. [Overview of the project] [Problems that the invention aims to solve]

[0010] There remains a need for improved motion control systems and automotive actuator controls that enable the use of cost-effective, redundant circuits while maintaining the highest vehicle safety requirements. [Means for solving the problem]

[0011] The inventors recognize, from the results of vehicle simulation analysis, that vehicle safety and stability can typically only be guaranteed by the concept of fail operational and the use of expensive ASIL D-compliant E / E hardware components. Therefore, the use of redundant ASIL B components is typically not feasible without the use of special concepts, because it does not conform to the diagnostic scope and failure rate of ASIL D levels (especially for mitigating accidental E / E hardware failures).

[0012] The electric motion control system described herein can achieve ASIL D requirements at the system level using lower complexity (ASIL B) E / E hardware components.

[0013] In a preferred embodiment, a motion control system for controlling the motion of a vehicle is provided, the motion control system comprising a central controller and a motion control actuator for each wheel of the vehicle, the motion control actuator configured to apply motion control to the wheel based on the respective actuator control signal received by the motion control actuator from the central controller.

[0014] The central controller is configured to control the motion of the vehicle by transmitting the respective actuator control signals to the respective motion control actuators of each wheel, based on the motion control intent signals received by the central controller.

[0015] The motion control system is configured to determine whether or not the central controller is functioning.

[0016] In this preferred embodiment, at least one of the motion control actuators is configured to apply motion control to its own wheel directly based on the motion control intent signal. In addition, it transmits the respective actuator control signals to other motion control actuators on each of the other wheels of the vehicle based on the motion control intent signals. Thus, if the central controller is determined to be non-functional, at least one of the motion control actuators takes over the role of the master controller and, together with it, functions as a backup for the central controller.

[0017] In some examples, at least one of the motion control actuators is configured to determine whether the central controller is functioning or not. This is advantageous because it mitigates the risk of delay between the determination that the central controller is not functioning and the motion control actuator assuming the role of the master controller. Such a delay may occur if the determination is transmitted as a message.

[0018] In some embodiments, the motion control actuator acting as a master controller is configured to cooperate with one or more functional ECUs of another motion control system. For example, the motion control actuator acting as a master controller may be configured to cooperate with an ECU for steering control and an ECU for engine power control. In addition, it can appropriately respond to motion control intent signals to apply motion control to its own wheels and generate the respective actuator control signals to the other motion control actuators, thereby optimizing vehicle stability in the pre-operation mode.

[0019] In one embodiment, the electric motion control system is configured to give the driver a warning signal, such as an audible or visual warning signal, to inform the driver that the vehicle must be taken to a repair shop for repair of the electric motion control system. Additionally or alternatively, a warning signal is given to the repair shop to enable the repair shop to prompt the vehicle owner to bring the vehicle in for repair in a timely manner. Giving a warning signal together with restricts the use of the vehicle until the repair is carried out and provides an incentive to appropriately adapt the driving behavior. These incentives mitigate the exposure probability. Together, the motion control system, which includes an ASIL-D type central controller and uses ASIL-B or ASIL-C type controllers for at least one of the motion control actuators, can be made to comply with ASIL-D requirements.

[0020] In one embodiment, entering the preparatory operating mode (B) forces the vehicle into a reduced operating mode. In one example, the electric motion control system enforces a speed limit on the vehicle in the reduced operating mode, thereby reducing severity and controllability. In another example, the motion control system is configured to stop the vehicle if a predetermined time interval has elapsed since entering the preparatory operating mode or if the vehicle has traveled beyond a predetermined distance, thereby reducing the probability of exposure. In these examples, the vehicle in reduced operating mode allows the driver to drive the vehicle to a repair shop for repairs to the electric motion control system, but prevents the driver from continuing to use the vehicle as if no malfunction had occurred. In some embodiments, these measures are combined, namely, providing a warning signal to the driver and / or the repair shop, and forcing the vehicle into a reduced operating mode by one or more of a speed limit and / or driving time and / or distance constraints.

[0021] Various options are available for the mode control circuit to determine whether the central controller is functioning or not. In one example, the central controller is normally configured to transmit a heartbeat signal to indicate its normal operation. The heartbeat signal is a periodic signal having a frequency of, for example, 100 Hz or higher. In the above example, the mode control circuit monitors the heartbeat signal and maintains the normal operating mode of the electric motion control system as long as it receives the heartbeat signal. If it does not receive the heartbeat signal, it operates the electric motion control system in the pre-operating mode.

[0022] In another example, the mode control circuit is configured to subsequently receive motion control intent signals and the corresponding actuator control signals from the network. In that example, it is configured to maintain the normal operating mode if it receives the corresponding actuator control signals from the network within a predetermined time interval following each motion control intent signal. If it fails to receive the corresponding actuator control signals corresponding to the motion control intent signals within the predetermined time interval, it operates the electric motion control system in the pre-operating mode.

[0023] In some embodiments, the mode control circuit responds to an automatic diagnostic signal issued by the central controller. Typically, the central controller includes an automatic diagnostic means capable of indicating whether or not the central controller is determined to be functioning. In one example, the automatic diagnostic by the automatic diagnostic means includes a watchdog procedure between the components of the central controller, where the absence of a response from any of the components means that the central controller should be determined to be non-functioning. In another example, several components of the central controller are configured to perform the same calculation independently, and the central controller is determined to be non-functioning if the results of the calculation differ from each other.

[0024] In one example, said at least one of said motion control actuators is configured to receive said motion control intent signal regardless of the selected operating mode of said electric motion control system. However, in said normal operating mode, it responds to said actuator control signal from said central controller and ignores said motion control intent signal. Alternatively, in said fallback operating mode, it responds by applying motion control to its own wheel directly based on said motion control intent signal, and transmitting respective actuator control signals to other motion control actuators of other wheels of the vehicle based on said motion control intent signal.

[0025] In some embodiments, components of said electric motion control system, for example said central controller, motion control actuators, and mode control circuit, are connected by dedicated signal lines. In a preferred embodiment, said components of said electric motion control system are interconnected with each other by a network. In either case, in a preferred example, redundant connections referred to as primary connections and secondary connections are provided. This ensures the ability of said components to communicate even if a single-point fault occurs within said dedicated signal lines or said network. In said example, at least one said motion control actuator is connected to said network via a gateway. In said normal operating mode, it passes said actuator control signal transmitted by said central controller to said at least one actuator. In said fallback operating mode, it alternatively passes said motion control intent signal.

[0026] In one embodiment, said at least one of said motion control actuators is a predetermined one of said motion control actuators. This is advantageous in that only said predetermined one of said motion control actuators needs to have the capability to function as a master controller in the event that said central controller fails.

[0027] In an alternative embodiment, multiple motion control actuators are configured to function as a master controller. This is advantageous in that one or more additional backup options are available in the event of a failure of the central controller. In that example, a ranking is provided such as a first motion control actuator that becomes the master controller in the event of a failure of the central controller, a second motion control actuator that takes over the role of master controller if both the central controller and the first motion control actuator fail, and so on. In another example, the multiple motion control actuators configured to function as masters negotiate, such as using an I2C protocol, to determine which one will take on the role of master controller. This suggests that the one with the fastest response will function as the master controller, which is preferable. Various response times can occur if the actuator controllers of individual motion control actuators are busy performing tasks when they are informed that the central controller has been determined to be non-functional. It is also possible that one motion control actuator may be able to determine that the central controller is non-functional earlier than the other actuators, and for that reason could take the initiative to function as the master controller in place of the central controller. In yet another example, multiple motion control actuators capable of functioning as master controllers are designated in an alternating manner to act as master controllers in the event of a central controller failure. Each motion control actuator can be individually monitored while operating as a master controller. This allows for additional means of verifying its functionality.

[0028] In one embodiment, one or more of the motion control actuators of the electric motion control system, which cannot function as a master controller, is configured to respond to a motion control intent signal that is not followed by a corresponding actuator control signal from the central controller or from a motion control actuator functioning as a master controller. In this further preliminary operation mode, said one or more actuators apply motion control to their respective associated wheels in response to said motion control intent signal without transmitting actuator control signals to other motion control actuators. Thereby, motion control actuation can be performed even if the central controller fails and none of the motion control actuators can function as a master controller.

[0029] The motion control actuator may be capable of responding autonomously to a certain extent regardless of the operation mode. For example, an embodiment is provided in which the motion control system is a brake control system, wherein at least one of the brake actuators has an ABS function. Thereby, the actuator can adapt the mode of braking applied to its own wheel to avoid blocking of the wheel, regardless of whether it is responding to a brake control signal or responding to a motion control intent signal.

[0030] Furthermore, an automotive actuator comprising an actuation mechanism and an actuator controller is also provided herein. The actuation mechanism comprises an actuated device for applying a certain amount of force or torque, and an electric motor operably connected to the actuated device via a transmission device. The actuator controller is configured to receive an actuation intent signal and subsequent actuator control signals from a network, the subsequent actuator control signals being based on the actuation intent signal. The actuator controller includes a mode control circuit configured to select an operating mode of the actuator controller from at least one of a normal operating mode and a pre-operating mode. The actuator controller also includes a main circuit configured to provide a power signal to the electric motor based on a received signal. In the normal operating mode, the main circuit is configured to provide the power signal based on a received actuator control signal. Alternatively, in the pre-operating mode, the main circuit is configured to provide the power signal based on a received actuation intent signal. Additionally, in the pre-operation mode, the main circuit is further configured to transmit at least one pre-actuator control signal based on the received actuation intent signal in order to control another automotive actuator.

[0031] In some examples, the automotive actuator is configured to receive an input mode control signal, which the mode control circuit then uses to select the operating mode. In some examples, the mode control circuit is configured to autonomously select the mode of operation. As one example, the mode control circuit is configured to maintain the normal operating mode if it receives the relevant actuator control signal from the network within a predetermined time interval following each actuation intent signal. If it does not receive the relevant actuator control signal corresponding to the actuation intent signal within the predetermined time interval, it selects the alternate operating mode.

[0032] In a further example, the mode control circuit is configured to monitor the heartbeat signal of a central controller and maintain the normal operating mode as long as it receives the heartbeat signal. If it does not receive the heartbeat signal, it selects the auxiliary operating mode. Again, in another example, the mode control circuit of the automotive actuator is configured to both select the operating mode in response to an external mode control signal and to autonomously select the operating mode. In one of these examples, the mode control circuit of the automotive actuator is configured to maintain the normal operating mode unless the external mode control signal indicates that the auxiliary operating mode should be selected and the mode control circuit itself has not detected a failure in the central controller. It selects the auxiliary operating mode if the external mode control signal indicates that the auxiliary operating mode should be selected, or if it itself detects a failure, for example, from the absence of a heartbeat and / or the absence of a corresponding actuator control signal within a time limit after detection of an actuation intent signal.

[0033] These and other features, aspects, and advantages of the apparatus, system, and method of this disclosure will be better understood from the following description, the appended claims, and the appended drawings. [Brief explanation of the drawing]

[0034] [Figure 1] Figure 1 shows one embodiment of the vehicle motion control system disclosed herein in a normal operating mode. [Figure 2] Figure 2 shows the above embodiment of the vehicle motion control system disclosed herein, in a preliminary operation mode. [Figure 3] Figure 3 shows another embodiment of the vehicle motion control system disclosed herein. [Figure 4A] Figure 4A shows an example of an automotive actuator for use in the vehicle motion control system, and provides an overview of the automotive actuator. [Figure 4B] Figure 4B shows an example of an automotive actuator for use in the vehicle motion control system, with its components shown in more detail. [Modes for carrying out the invention]

[0035] Terms used to describe specific embodiments are not intended to limit the invention. Where used herein, unless the context clearly indicates otherwise, the singular “a,” “an,” and “the” are intended to also include the plural. The word “and / or” includes any combination of one or more of the related enumerated items. The words “equipped with” and / or “equipped with” will be understood to specify the presence of the described feature, but not to exclude the presence or addition of one or more other features. Where a particular step of a method is referred to as following another step, unless otherwise indicated, it will be further understood that it may follow immediately after the other step or that one or more intermediate steps may be performed before the particular step is carried out. Similarly, where a connection between a structure or component is described, unless otherwise indicated, it will be understood that this connection may be established directly or through an intermediate structure or component.

[0036] The present invention will be described more fully hereafter with reference to the accompanying drawings illustrating embodiments of the invention. In these drawings, absolute and relative sizes of systems, components, layers, and areas may be exaggerated for clarity. Embodiments may be described with reference to schematic and / or cross-sectional views of embodiments and intermediate structures of the invention, which may be idealized in some cases. In the description and drawings, similar numbers refer to similar elements throughout. Relative terms and their derivatives should be interpreted based on the orientation shown in the drawings being described or discussed at that time. Such relative terms are for illustrative purposes only and do not require that the system be constructed or operated in a particular orientation unless otherwise specified.

[0037] Figure 1 schematically shows a vehicle motion control system 100 for controlling the motion of a vehicle.

[0038] The motion control system includes motion control actuators 10a, 10b, 10c, and 10d, each configured to control the motion of the vehicle's wheels 20a, 20b, 20c, and 20d based on the respective actuator control signals Sa, Sb, Sc, and Sd received by the respective motion control actuators.

[0039] The motion control system further includes a central controller 50 configured to control the motion of the vehicle by transmitting the respective actuator control signals Sa to the respective motion control actuators 10a, 10b, 10c, and 10d of each wheel 20a, 20b, 20c, and 20d, based on motion control intent signals Si received by the central controller 50.

[0040] The motion control system is configured to determine whether the central controller is functioning. In one example, the motion control system includes a dedicated diagnostic module for making this determination.

[0041] At least one of the motion control actuators 10a is configured to control the motion of its own wheel 20a directly based on the motion control intent signal Si when it is determined that the central controller 50 is not functioning. In addition, it is configured to transmit actuator control signals Sb, Sc, Sd, respectively, to the other motion control actuators 10b, 10c, 10d of each of the other wheels 20b, 20c, 20d of the vehicle, based on the motion control intent signal Si, when it is determined that the central controller 50 is not functioning. In one example, at least one of the motion control actuators 10a is configured to determine whether or not the central controller 50 is functioning.

[0042] In the first embodiment shown in Figure 1, the motion control system is configured as a brake system for braking the vehicle, where each of the motion control actuators 10a, 10b, 10c, and 10d is a brake actuator for controlling the motion of the wheel 20a by applying braking BR to the wheel itself. A central controller 50 provided therein is configured to control the braking BR by coordinating the operation of each of the brake actuators according to the motion control intent signals provided as motion control intent signals.

[0043] In a second embodiment, the motion control system is configured as a steering system for steering the vehicle, and each of the motion control actuators 10a, 10b, 10c, and 10d is a steering actuator that controls the orientation of its own wheel 20a in order to control the motion of its own wheel. The steering actuator also determines the rotation angle of the wheel about an axis perpendicular to the road surface in order to control the direction of the vehicle's movement. In some examples, the steering actuator also controls the orientation of its own wheel according to an inclination angle, i.e., the angle between the wheel's axis of rotation and the road surface. The steering actuator also maintains the axis of rotation parallel to the road surface when the vehicle is moving straight forward, and inclins the wheel toward the side of the vehicle towards which the vehicle is facing as a result of steering. In some examples, separate actuators are provided to control the rotation angle and the inclination angle of the wheel. The central controller 50 is provided therein to coordinate the operation of the steering actuator in accordance with the steering intent signal given as the motion control intent signal.

[0044] In the third embodiment, the motion control system is configured as a speed control system for controlling the speed of the vehicle, and each of the motion control actuators 10a, 10b, 10c, and 10d is a power actuator that applies torque to its own wheel 20a in order to control the rotational speed of its own wheel. A central controller 50 is provided therein to coordinate the operation of the power actuators, and the motion control intent signal is an acceleration / deceleration intent signal.

[0045] In each of these embodiments, at least one of the motion control actuators is capable of assuming the role of a master controller as a backup to the central controller 50 if the central controller 50 is determined to be non-functional. For example, the brake actuator in the first embodiment can control the motion of its own wheel by applying braking BR to its own wheel based on the braking intent signal it receives as the motion control intent signal Si. In particular, in its role as a master controller, it transmits actuator control signals Sb, Sc, Sd, respectively, to the other brake actuators 10b, 10c, 10d of each of the other wheels 20b, 20c, 20d of the vehicle, based on the braking intent signal Si.

[0046] As another example, at least one of the steering actuators in the second embodiment is capable of controlling the motion of its own wheel by controlling the orientation of its own wheel based on the steering intent signal it receives as the motion control intent signal Si. In particular, in its role as a master controller, it transmits actuator control signals Sb, Sc, Sd, respectively, to the other steering actuators 10b, 10c, 10d of each of the other wheels 20b, 20c, 20d of the vehicle, based on the steering intent signal Si.

[0047] As a further example, the power actuator in the third embodiment can control the motion of its own wheel by applying torque to its own wheel 20a and controlling the rotational speed of its own wheel based on the acceleration / deceleration intent signal received as the motion control intent signal Si. In particular, in its role as a master controller, it transmits actuator control signals Sb, Sc, Sd, respectively, to the other power actuators 10b, 10c, 10d of each of the other wheels 20b, 20c, 20d of the vehicle, based on the acceleration / deceleration intent signal Si.

[0048] As a further example, a vehicle may be equipped with two or more motion control systems.

[0049] An embodiment in which the electric motion control system 100 is an electric brake system will now be described in more detail with reference to Figures 1 and 2. Here, Figures 1 and 2 show the electric brake system in normal operation mode N and preparatory operation mode B, respectively.

[0050] The electric brake system 100 shown in Figure 1 comprises brake actuators 10a, 10b, 10c, and 10d for each wheel 20a, 20b, 20c, and 20d, each configured to apply braking BR to the wheel based on the respective actuator control signals Sa, Sb, Sc, and Sd received by the respective brake actuators. The brake system 100 also comprises a central controller 50 configured to control the braking BR of the vehicle by transmitting the respective actuator control signals to the respective brake actuators 10a, 10b, 10c, and 10d of each wheel 20a, 20b, 20c, and 20d based on a braking intent signal Si received by the central controller 50. In the illustrated embodiment, a network 30, such as CAN or Ethernet, is provided for transmitting the actuator control signals. In an alternative embodiment, respective signal transmission lines are provided for this purpose. The electric brake control system is configured to determine whether the central controller 50 is functioning to transmit the actuator control signals. In one example, a separate diagnostic module is provided to perform this determination. In the illustrated embodiment, at least one of the brake actuators, in this example, brake actuator 10a, is configured to determine whether the central controller 50 is functioning to transmit the actuator control signal. In some examples, a separate diagnostic module and at least one brake actuator are configured to perform this determination. In such examples, if at least one of the separate diagnostic module and the brake actuators determines that the central controller 50 is not functioning, then it is determined that the central controller 50 is not functioning to transmit the actuator control signal.

[0051] If the central controller 50 determines that it is not functioning, regardless of the entity that made this determination, at least one brake actuator 10a takes over the role of master controller, as further shown in Figure 2.

[0052] As shown in Figure 2, in the pre-operation mode B, the brake actuator 10a is configured to apply braking BR to its own wheel 20a directly based on the braking intent signal Si, rather than operating in response to the actuator control signal Sa. In particular, in its role as the master controller in the pre-operation mode B, the brake actuator 10a is configured to transmit the respective actuator control signals Sb, Sc, and Sd to the other brake actuators 10b, 10c, and 10d of each of the other wheels (20b, 20c, and 20d) of the vehicle, based on the braking intent signal Si.

[0053] In the examples shown in Figures 1 and 2, the central controller 50 and the brake actuators 10a, 10b, 10c, and 10d are communicated via a network 30. Various signals, such as the braking intent signal Si and the actuator control signal Sa, are broadcast through this network. In particular, the brake actuator 10a, which can assume the role of a master controller, is configured to receive the braking intent signal Si regardless of whether the central controller 50 is determined to be functioning. However, in the normal operating mode N shown in Figure 1, if the central controller 50 is determined to be functioning, the brake actuator 10a is configured to apply braking BR to its own wheel 20a in response to the actuator control signal Sa, and does not respond to the braking intent signal Si. Furthermore, it does not transmit its own actuator control signal. However, in the preliminary operation mode shown in Figure 2, which is taken after determining that the central controller 50 is not functioning, the brake actuator 10a is configured to apply braking BR to its own wheel 20a directly based on the braking intent signal Si, and to transmit actuator control signals Sb, Sc, and Sd to the other brake actuators 10b, 10c, and 10d, respectively. If the central controller 50 in the preliminary operation mode still transmits actuator control signals Sa, the brake actuator 10a ignores them.

[0054] In a preferred embodiment, the network 30 is provided in a redundant configuration to ensure the availability of network functions in the event of a single network link failure. As one example, the network is provided in a ring topology.

[0055] In the example shown in Figures 1 and 2, it is assumed that only one of the brake actuators, namely brake actuator 10a, is configured to function as the master controller. Furthermore, it is predetermined that brake actuator 10a will function as the master controller only when it is determined that the central controller 50 is not functioning.

[0056] In other embodiments, the brake system comprises a plurality of brake actuators, each capable of functioning as a master controller if the central controller 50 is determined to be non-functional. In several examples, the plurality of brake actuators BA capable of functioning as master controllers are designated to function as master controllers in an alternating manner. In one example, the brake actuator 10a currently designated as the potential master controller takes over the role if the central controller 50 is determined to be non-functional at that time. In one variation of this example, the designated brake actuator 10a remains the master controller. In another variation, several other brake actuators BA are then designated in an alternating manner to take over the role. In a further example, a predetermined brake actuator BA takes over the role of master controller if the central controller 50 is determined to be non-functional, and thereafter the role of master controller is assigned in an alternating manner. In several variations of this example, the predetermined brake actuator is configured to determine whether the central controller 50 is functional or not. In the modified version, the predetermined brake actuator BA has additional tasks to perform when it is first designated as the master controller, such as giving a warning signal and / or changing the mode of operation of other vehicle control systems.

[0057] In yet another embodiment, the selection of the brake actuator 10a to become the master controller from among a plurality of brake actuators 10a is performed autonomously. In some of these examples, the plurality of brake actuators BA are configured to each determine whether or not the central controller 50 is functioning. The first one to actually determine that the central controller 50 is not functioning assumes the role of the master controller.

[0058] Figure 3 shows a further embodiment of the electric brake system 200. Parts in the figure corresponding to those in Figures 1 and 2 have the same reference numerals. In the embodiment of Figure 3, the brake actuators 10a, 10b, 10c, and 10d are connected to the network 30 via one or more gateways 40a, 40b, 40c, and 40d. The network 30 is configured for signal multicast, and the one or more gateways 40a, 40b, 40c, and 40d selectively pass multicast signals. During normal operation mode, i.e., while the central controller 50 is determined to be functioning, the one or more gateways 40a, 40b, 40c, and 40d selectively pass the actuator control signals Sa from the central controller 50 to their respective associated brake actuators 10a. When the central controller 50 is determined to be non-functioning, the pre-operation mode B is taken, in which case the gateways selectively pass the braking intent signals Si to the at least one brake actuator 10a. In the illustrated example, the gateways 40a, 40b, 40c, and 40d are interconnected by primary and secondary Ethernet connections Ma1, Ma2, Mb1, Mb2, Mc1, Mc2, and Md1, Md2, and are also connected to the central controller 50. The gateways 40a, 40b, 40c, and 40d also have a CAN protocol interface with primary and secondary connections Ca1, Ca2, Cb1, Cb2, Cc1, Cc2, and Cd1, Cd2 for communicating with the brake actuators 10a, 10b, 10c, and 10d.

[0059] Furthermore, a network interconnection is provided with a motion control management system 9 that provides motion control intent signals, in this case brake intent signals Si. In some examples, the motion control management system 9 is fully autonomous. In other examples, the motion control management system is partially or fully controlled by the driver. In the illustrated example, the brake actuators 10a, 10b, 10c, and 10d are configured to apply braking forces F10a, F10b, F10c, and F10d to their respective wheels 20a, 20b, 20c, and 20d, respectively. Each wheel has its own wheel speed sensor 22a, 22b, 22c, and 22d that provide its own wheel speed indicator S22a, S22b, S22c, and S22d. In a modified version of this example, the brake actuators 10a, 10b, 10c, and 10d are equipped with an ABS function that allows them to adapt the mode of braking BR applied to the wheel to avoid blocking the wheel itself, regardless of whether they are responding to a brake control signal Sa or a braking intent signal Si. In other examples, alternatively or additionally, the respective wheel speed instructions S22a, S22b, S22c, and S22d are transmitted to the central controller 50 via the gateways 40a, 40b, 40c, and 40d.

[0060] Figure 3 further shows a power supply 60 having redundant power lines PL1 and PL2 that supply power to the components of the electric brake system 200.

[0061] Preferably, the central controller 50 is classified as ASIL-D. For example, the central controller 50 comprises a dual-core lockstep processor. Typically, the units and modules described herein with reference to the central controller 50 can be implemented as hardware and / or software components. Functions are described as separate blocks, but those blocks or functions can be integrated, further subdivided, or omitted (for example, because each function is not strictly necessary). Other modifications will also be apparent to those skilled in the art who are interested in this teaching.

[0062] Figures 4A and 4B show an example of an automotive actuator 10 comprising an actuation mechanism 12 and an actuator controller 14. As shown in more detail in Figure 4B, the actuation mechanism 12 comprises an actuated device 121 for applying a certain amount of force or torque F10 and an electric motor 122 operably connected to the actuated device 121 via a transmission device 123.

[0063] In an example of an embodiment in which the automotive actuator 10 is a brake actuator, the actuated device 121 is a friction brake lining for braking against the brake body of the vehicle wheel 20. The brake body is typically a brake disc or brake drum. The actuation mechanism 12 typically includes an electric motor 122 and a transmission device 123 in the form of a rotation-to-translation gear that converts the rotational driving motion of the electric motor 122 into translational motion for pressing the friction brake lining 121 against the brake body. Worm gears, such as spindle gears or roller worm drives, are commonly used as rotation-to-translation gears. It is also possible to convert rotational motion to translational motion using, for example, a pivotable cam. Step-down gears, for example in the form of planetary gears, are often placed between the electric motor 122 and the rotation-to-translation gear. An automatically boosting electric mechanical vehicle brake has an automatic booster, which converts the frictional force exerted by the rotating brake body against a friction brake lining 121 pressed against the brake body to apply the brake, and this contact pressure, in addition to the contact pressure exerted by the actuating device, presses the friction brake lining against the brake body. Wedge mechanisms, ramp mechanisms, and lever mechanisms are suitable for automatic boosting.

[0064] The actuator controller 14 includes a mode control circuit 141 configured to select the operating mode of the actuator controller 14 from at least one of a normal operating mode and a pre-operating mode, and main circuits 142 and 143 configured to provide a power signal Sp to the electric motor 122 based on a received signal.

[0065] The actuator controller 14 is configured to receive an actuation intent signal Si and an actuator control signal Sa from the network, the actuator control signal Sa following the actuation intent signal Si within a short time interval under normal circumstances. In the normal operating mode, the main circuits 142 and 143 are configured to provide a power signal Sp to the electric motor 122 based on the actuator control signal Sa.

[0066] However, if the mode control circuit 141 selects the pre-operation mode B, the main circuit 142 is instead configured to provide the power signal Sp based on the received actuation intent signal Si. In particular, in the pre-operation mode B, the automotive actuator 10 assumes the role of a master controller, in which case the main circuit 142 is further configured to transmit at least one pre-actuator control signal Sb, Sc, Sd based on the received actuation intent signal Si to control another automotive actuator.

[0067] The mode control circuit 141 is configured to select the pre-operation mode B when it determines that the central controller 50, which normally provides the actuator control signal Sa, is not functioning. In one example, it is configured to monitor the heartbeat of the central controller 50 and determine that the central controller 50 is not functioning when there is no heartbeat. In another example, it responds to an external mode control signal. In yet another example, it monitors the delay or timeout between the moment an actuation intent signal Si is received and the corresponding actuator control signal Sa, and selects the pre-operation mode B if the corresponding actuator control signal Sa is not received within a predetermined time limit.

[0068] In one example, the actuation intent signal Si and the actuator control signal Sa are transmitted as a labeled message, where the label of the actuator control signal Sa indicates its correspondence with a specific actuation intent signal Si. In another example, a timing convention is used, where the time interval Tia between the actuation intent signal Si and the corresponding actuator control signal Sa is shorter than the time interval Taa between subsequent actuation intent signals Si.

[0069] In the embodiment shown in Figure 4A, the main circuit comprises a main actuator driver 143 that actually supplies the power signal Sp to the motor 122, and a main actuator driver control unit 142 that controls the main actuator driver 143. A backup actuator driver control unit 142B and a backup actuator driver 143B are provided as backups for the main components in case of failure of the latter. The ABS unit 145 responds to the wheel speed signal S22 from the wheel speed sensor 22. If necessary, it provides a control signal to the actuator driver control unit 142 or the backup actuator driver control unit 142B to enable appropriate modulation of the force F10 to prevent the wheel 20 from stopping. During normal operation, the wheel speed signal S22 is also transmitted to the network for use by the central controller 50.

[0070] In an alternative embodiment, the actuator 10 is capable of autonomously responding to the actuation intent signal Si when the central controller 50 determines that it is not functioning, but is not configured to transmit auxiliary actuator control signals Sb, Sc, Sd. In the exemplary vehicle motion control system 100 shown in Figures 1 and 2 and / or the vehicle motion control system 200 shown in Figure 3, one of the actuators, for example 10a, is provided as the actuator shown in Figures 4A and 4B, and the remaining actuators 10b, 10c, and 10d are provided according to this alternative embodiment. In this case, the vehicle motion control system 100 or 200 has a secondary auxiliary operating mode. In this normal operating mode, all vehicle actuators 10a, 10b, 10c, and 10d respond to their respective actuator control signals Sa, Sb, Sc, and Sd transmitted by the central controller 50. If the central controller 50 is determined to be non-functional, the preliminary operation mode B is adopted, in which the automotive actuator 10a is designated as the master controller. If the automotive actuator 10a fails, the secondary preliminary operation mode is adopted, in which another automotive actuator 10 autonomously responds to the motion control intent signal Si.

[0071] As one example, the vehicle motion control system according to this teaching is illustrated in the embodiment of the brake control system described herein. Readers skilled in the art will see that various other embodiments are possible. For example, in another embodiment, the motion control system is configured as a steering system for steering the vehicle, and each motion control actuator is a steering actuator that controls the direction of its own wheel in order to control the motion of its own wheel. In a further example, the motion control system is configured as a speed control system for controlling the speed of the vehicle, and each motion control actuator is a power actuator that applies torque to its own wheel in order to control the rotational speed of its own wheel. A central controller is provided therein to coordinate the operation of the power actuators, and the motion control intent signals are acceleration / deceleration intent signals. In each of these embodiments, at least one of the motion control actuators is capable of assuming the role of a master controller as a backup to the central controller 50 if the central controller 50 is determined to be non-functional.

[0072] In interpreting the attached claims, it should be understood that the word “~equipped with” does not exclude the existence of other elements or actions other than those enumerated in the given claim, the word “a” or “an” preceding an element does not exclude the existence of multiple such elements, reference numerals in the claim do not limit their scope, several “means” may be represented by the same or different items, or implemented by structure or function, and unless otherwise stated, any part of the disclosed apparatus or its components may be combined with each other or separated into further parts. Where one claim refers to another, this may indicate synergistic benefits realized by the combination of their respective features. However, the mere fact that particular means are described in different claims does not mean that combinations of those means cannot also be used advantageously. Thus, the present embodiments may encompass all valid combinations of claims, and each claim may, in principle, refer to any prior claim unless clearly excluded by the context. In one embodiment, this disclosure may be configured as follows. [Section 1] A vehicle motion control system (100, 200) for controlling the motion of a vehicle, wherein the vehicle motion control system is Each wheel of the vehicle (20a, 20b, 20c, 20d) is configured to control the motion of the wheel based on the respective actuator control signals (Sa, Sb, Sc, Sd) received by each of the respective motion control actuators (10a, 10b, 10c, 10d); A central controller (50) is configured to control the motion of the vehicle by transmitting the respective actuator control signals (Sa) of each wheel (20a, 20b, 20c, 20d) to the respective motion control actuators (10a, 10b, 10c, 10d) based on the motion control intent signals (Si) received by the central controller (50). It is equipped with, Here, the vehicle motion control system (100, 200) is configured to determine whether the central controller is functioning in order to transmit the actuator control signals, and if it is determined that the central controller (50) is not functioning, at least one of the motion control actuators (10a) To control the motion of its own wheel (20a) directly based on the motion control intent signal (Si), and Each actuator control signal (Sb, Sc, Sd) is transmitted to the other motion control actuators (10b, 10c, 10d) of the other wheels (20b, 20c, 20d) of the vehicle, based on the motion control intent signal (Si). It is structured in such a way. The aforementioned vehicle motion control system (100, 200). [Section 2] The vehicle motion control system (100, 200) according to item 1, wherein the central controller is normally configured to transmit a heartbeat signal to indicate its normal operation, and the absence of the heartbeat signal is determined to indicate that the central controller (50) is not functioning. [Section 3] A vehicle motion control system (100, 200) according to item 1 or 2, wherein the central controller (50) is determined to be non-functioning based on a timeout between the moment a motion control intent signal (Si) is received and the moment a corresponding actuator control signal (Sa) from the central controller (50) is not received. [Section 4] A vehicle motion control system (100, 200) according to any one of items 1 to 3, wherein brake actuators (10a, 10b, 10c, 10d) and a central controller (50) are communicated via a network (30). [Section 5] The vehicle motion control system (200) according to item 4, wherein the network (30) comprises primary and secondary connections (Ma1, Ma2, ..., Md1, Md2), and the secondary connections provide a backup route for signals between each of a plurality of motion control actuators (10a, 10b, 10c, 10d) when the route for the signals via the primary connections is unavailable. [Section 6] A vehicle motion control system (100) according to any one of the plurality of motion control actuators (10a) is configured to receive a motion control intent signal (Si) regardless of whether the central controller (50) is determined to be functioning, and wherein, if the central controller (50) is determined to be functioning, the at least one of the plurality of motion control actuators (10a) is configured to ignore the motion control intent signal (Si) and apply motion control to its own wheel (20a) in response to an actuator control signal (Sa), and wherein, if the central controller (50) is determined to be not functioning, the at least one of the plurality of motion control actuators (10a) is configured to apply motion control (BR) to its own wheel (20a) and to transmit respective actuator control signals (Sb, Sc, Sd) to the other motion control actuators (10b, 10c, 10d) directly based on the motion control intent signal (Si). [Section 7] A vehicle motion control system (200) according to any one of items 1 to 6, wherein motion control actuators (10a, 10b, 10c, 10d) are connected to a network (30) via one or more gateways (40a, 40b, 40c, 40d), and the network (30) is configured for signal multicast, and the one or more gateways (40a, 40b, 40c, 40d) selectively pass the multicast signals, and if the central controller (50) is determined to be non-functional, the one or more gateways (40a, 40b, 40c, 40d) selectively pass motion control intent signals (Si) to at least one of the motion control actuators (10a). [Section 8] A vehicle motion control system (100, 200) according to any one of sections 1 to 7, wherein at least one motion control actuator (10a) is predefined to function as a master controller if the central controller (50) is determined to be non-functional. [Section 9] A vehicle motion control system (100, 200) according to any one of items 1 to 8, wherein at least one motion control actuator (10a) is one of a plurality of motion control actuators, and each of the plurality of motion control actuators can function as a master controller if it is determined that the central controller (50) is not functioning. [Section 10] A brake actuator capable of functioning as a master controller is specified in an alternating manner to function as a master controller in any one of the vehicle motion control systems (100, 200) described in any one of sections 1 to 9. [Section 11] A vehicle motion control system (100, 200) according to any one of claims 1 to 10, further comprising one or more motion control actuators that are unable to function as master controllers or are not enabled to function as master controllers, and the one or more motion control actuators are configured to respond to motion control intent signals (Si) that are not followed in a timely manner by corresponding actuator control signals from a central controller (50) or from a motion control actuator that functions as a master controller. [Section 12] A vehicle motion control system (100, 200) according to any one of paragraphs 1 to 11, configured to provide a human-recognizable indicator and / or to force the vehicle into a reduced operating mode in response to a determination by a central controller (50) that it is not functioning. [Section 13] The vehicle motion control system (100, 200) is configured as a brake system (100) for braking the vehicle, where each motion control actuator (10a, 10b, 10c, 10d) is a brake actuator for controlling the motion of its own wheel (20a) by applying braking (BR), and a central controller (50) is configured to control the braking (BR), where the motion control intent signal is a braking intent signal, as described in any one of paragraphs 1 to 12. [Section 14] A vehicle motion control system (100, 200) according to any one of claims 1 to 13, comprising one or more brake actuators (10) having an ABS function (145), wherein the ABS function (145) can adapt a braking (BR) mode to be applied to its own wheel to avoid blocking, regardless of whether it is responding to a brake control signal (Sa) or a braking intent signal (Si). [Section 15] Automotive actuator (10), said automotive actuator (10) It is equipped with an operating mechanism (12) and an actuator controller (14), The operating mechanism (12) is An actuated device (121) for applying a certain amount of force or torque; and, An electric motor (122) is operably connected to the activated device (121) via a transmission device (123). It is equipped with, and, The actuator controller (14) is It is configured to receive an actuation intent signal (Si) and subsequent actuator control signals from the network, wherein the subsequent actuator control signals (Sa) are based on the actuation intent signal. The actuator controller (14) is A mode control circuit (141) configured to select the operating mode of the actuator controller (14) from at least one of the normal operating mode (N) and the auxiliary operating mode; and Main circuits (142, 143) are configured to provide a power signal (Sp) to the electric motor (122) based on the received signals (Sa, Si). It is equipped with, In the normal operating mode, the main circuits (142, 143) are configured to provide a power signal (Sp) based on the received actuator control signal (Sa), and In the preliminary operation mode, the main circuit (142) is configured to provide a power signal (Sp) based on the received actuation intent signal (Si), In the pre-operation mode, the main circuit (142) is further configured to transmit at least one pre-actuator control signal (Sb) based on the received actuation intent signal (Si) in order to control another automotive actuator. The aforementioned automotive actuator (10). [Explanation of Symbols]

[0073] B: Preliminary operation mode N: Normal operation mode BR: Braking Force F10: Force or torque exerted by an actuator Ca1, Cb1, Cc1, Cd1: Primary CAN connection Ca2, Cb2, Cc2, Cd2: Secondary CAN connection Ma1, Mb1, Mc1, Md1: Primary Ethernet connection Ma2, Mb2, Mc2, Md2: Secondary Ethernet connection PL1, PL2: Power line Si: Motion control intent signal Sa, Sb, Sc, Sd: Actuator control signals Sp: Power signal S22, S22a, S22b, S22c, S22d: Wheel speed signal 9: Motion control management system 10: Automotive actuators 10a, 10b, 10c, 10d: Specific actuators 12: Operating mechanism 14: Actuator Controller 20: Wheels 20a, 20b, 20c, 20d: Specific wheels 22: Wheel speed sensor 30: Network 40a, 40b, 40c, 40d: Gateway 50: Central Controller 60: Power supply 100: Vehicle motion control system (Embodiment I) 121: Activated device 122: Electric motor 123: Transmission device 141: Mode control circuit 142, 142B: Main actuator driver control unit, auxiliary actuator driver control unit 143, 143B: Main actuator driver circuit, auxiliary actuator driver circuit 145: ABS Unit 200: Vehicle motion control system (Embodiment II)

Claims

1. A vehicle motion control system (100, 200) for controlling the motion of a vehicle, wherein the vehicle motion control system is Each wheel (20a, 20b, 20c, 20d) of the vehicle is equipped with a motion control actuator (10a, 10b, 10c, 10d) each having its own actuator controller (14) and its own operating mechanism (12), wherein each actuator controller (14) is configured to control the motion of each wheel by controlling the respective operating mechanism (12) based on the respective actuator control signals (Sa, Sb, Sc, Sd) received by each motion control actuator (10a, 10b, 10c, 10d); A central controller (50) is configured to control the motion of the vehicle by transmitting the respective actuator control signals (Sa) to the respective motion control actuators (10a, 10b, 10c, 10d) of each wheel (20a, 20b, 20c, 20d) based on the motion control intent signal (Si) received by the central controller (50). It is equipped with, Here, the vehicle motion control system (100, 200) is configured to determine whether the central controller is functioning in order to transmit the actuator control signals, and if it is determined that the central controller (50) is not functioning, at least one of the motion control actuators (10a) is configured to control the motion of its own wheel (20a) directly based on the motion control intent signal (Si), and if it is determined that the central controller (50) is not functioning, at least one of the motion control actuators (10a) is further configured to transmit their respective actuator control signals (Sb, Sc, Sd) to the other motion control actuators (10b, 10c, 10d) of the other wheels (20b, 20c, 20d) of the vehicle based on the motion control intent signal (Si). The aforementioned vehicle motion control system (100, 200).

2. The vehicle motion control system (100, 200) according to claim 1, wherein the central controller is normally configured to transmit a heartbeat signal to indicate its own normal operation, and if the heartbeat signal is not present, it is determined that the central controller (50) is not functioning.

3. A vehicle motion control system (100, 200) according to claim 1 or 2, wherein the central controller (50) is determined to be non-functioning based on a timeout between the moment a motion control intent signal (Si) is received and the moment a corresponding actuator control signal (Sa) from the central controller (50) is not received.

4. The vehicle motion control system (100, 200) according to any one of claims 1 to 3, wherein the motion control actuators (10a, 10b, 10c, 10d) and the central controller (50) are communicated together via a network (30).

5. The vehicle motion control system (200) according to claim 4, wherein the network (30) comprises primary and secondary connections (Ma1, Ma2, ..., Md1, Md2), and the secondary connections provide a backup route for signals between each of a plurality of motion control actuators (10a, 10b, 10c, 10d) when the route for the signals via the primary connections is unavailable.

6. A vehicle motion control system (100) according to any one of claims 1 to 5, wherein at least one of the motion control actuators (10a) is configured to receive a motion control intent signal (Si) regardless of whether the central controller (50) is determined to be functioning, and wherein, if the central controller (50) is determined to be functioning, at least one of the motion control actuators (10a) is configured to ignore the motion control intent signal (Si) and apply motion control to its own wheel (20a) in response to an actuator control signal (Sa), and wherein, if the central controller (50) is determined to be not functioning, at least one of the motion control actuators (10a) is configured to apply motion control (BR) to its own wheel (20a) and to transmit the respective actuator control signals (Sb, Sc, Sd) to the other motion control actuators (10b, 10c, 10d) directly based on the motion control intent signal (Si).

7. A vehicle motion control system (200) according to any one of claims 1 to 6, wherein motion control actuators (10a, 10b, 10c, 10d) are connected to a network (30) via one or more gateways (40a, 40b, 40c, 40d), and the network (30) is configured for signal multicast, and the one or more gateways (40a, 40b, 40c, 40d) selectively pass the multicast signals, and if the central controller (50) is determined to be non-functioning, the one or more gateways (40a, 40b, 40c, 40d) selectively pass motion control intent signals (Si) to at least one of the motion control actuators (10a).

8. A vehicle motion control system (100, 200) according to any one of claims 1 to 7, wherein at least one motion control actuator (10a) is predefined to function as a master controller if it is determined that the central controller (50) is not functioning.

9. A vehicle motion control system (100, 200) according to any one of claims 1 to 8, wherein at least one motion control actuator (10a) is one of a plurality of motion control actuators, and each of the plurality of motion control actuators can function as a master controller when it is determined that the central controller (50) is not functioning.

10. A vehicle motion control system (100, 200) according to any one of claims 1 to 9, wherein a brake actuator capable of functioning as a master controller is designated in an alternating manner to function as a master controller.

11. A vehicle motion control system (100, 200) according to any one of claims 1 to 10, comprising one or more motion control actuators that are unable to function as a master controller or are not enabled to function as a master controller, and the one or more motion control actuators are configured to respond to motion control intent signals (Si) that are not followed in a timely manner by corresponding actuator control signals from a central controller (50) or from a motion control actuator that functions as a master controller.

12. A vehicle motion control system (100, 200) according to any one of claims 1 to 11, configured to provide a human-recognizable display and / or to force the vehicle into a reduced operating mode in response to a determination that the central controller (50) is not functioning.

13. A vehicle motion control system (100, 200) is configured as a brake system (100) for braking the vehicle, where each motion control actuator (10a, 10b, 10c, 10d) is a brake actuator for controlling the motion of its own wheel (20a) by applying braking (BR), and a central controller (50) is configured to control the braking (BR), where the motion control intent signal is a braking intent signal, according to any one of claims 1 to 12.

14. The vehicle motion control system (100, 200) according to claim 13, wherein one or more of the brake actuators (10) are equipped with an ABS function (145), the ABS function (145) enables each of the one or more brake actuators to adapt a braking (BR) mode to be applied to its own wheel in order to avoid blocking of the wheel, regardless of whether the brake actuator is responding to a brake control signal (Sa) or a braking intent signal (Si).

15. An integrated automotive actuator (10), The automotive actuator (10) comprises an operating mechanism (12) and an actuator controller (14), The operating mechanism (12) is An actuated device (121) for applying a certain amount of force or torque; and, An electric motor (122) operably connected to the activated device (121) via a transmission device (123), It is equipped with, And, The actuator controller (14) is configured to receive an actuation intent signal (Si) and subsequent actuator control signals from the network, wherein the subsequent actuator control signals (Sa) are based on the actuation intent signal. The actuator controller (14) is A mode control circuit (141) configured to select the operating mode of the actuator controller (14) from at least one of the normal operating mode (N) and the auxiliary operating mode; and Main circuits (142, 143) are configured to provide a power signal (Sp) to the electric motor (122) based on the received signals (Sa, Si). It is equipped with, In this normal operating mode, the main circuits (142, 143) are configured to provide a power signal (Sp) based on the received actuator control signal (Sa), and, In the preliminary operation mode, the main circuit (142) is configured to provide a power signal (Sp) based on the received actuation intent signal (Si), In the pre-operation mode, the main circuit (142) is further configured to transmit at least one pre-actuator control signal (Sb) directly to another actuator controller of the other automotive actuator based on the received actuation intent signal (Si) in order to control another automotive actuator. The aforementioned automotive actuator (10).

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