Vehicle and method for operating a vehicle

Abstract

Vehicle (10) comprising: a first wheel (12.1); a second wheel (12.2); a first fluid brake (14.1) having a first brake input port (16.1) and being configured to brake the first wheel (12.1) by means of a given pressure (18.1) at the first brake input port (16.1); a second fluid brake (14.2) having a second brake input port (16.2) and being configured to brake the second wheel (12.2) by means of a given pressure (18.2) at the second brake input port (16.2); a driving system (20) configured to output a braking command signal (22); a first braking modulator (24.1), being configured to receive the braking command signal (22) and comprising a first braking output port (26.1), wherein the first braking output port (26.1) is connected at least to the first brake input port (16.1), wherein the first braking modulator (24.1) is configured to output a braking pressure (28.1) at the first braking output port (26.1) in response to the braking command signal (22); a second braking modulator (24.2) being configured to receive the braking command signal (22) and comprising a second braking output port (26.2), wherein the second braking output port (26.2) is connected at least to the second brake input port (16.2), wherein the second braking modulator (24.2) is configured to output a braking pressure (28.2) at the second braking output port (26.2) in response to the braking command signal (22). The first braking modulator (24.1) comprises a first backup output port (30.1), wherein the vehicle (10) comprises a first backup connection (32.1) between the first backup output port (30.1) and the second braking output port (26.2), wherein the first braking modulator (24.1) is configured to output a braking pressure (28.3) to the second braking output port (26.2) through the first backup connection (32.1) in case of a failure (34.2) of the second braking modulator (24.2), and / or the second braking modulator (24.2) comprises a second backup output port (30.2), wherein the vehicle (10) comprises a second backup connection (32.2) between the second backup output port (30.2) and the first braking output port (26.1), wherein the second braking modulator (24.2) is configured to output a braking pressure (28.4) to the first braking output port (26.1) through the second backup connection (32.2) in case of a failure (34.1) of the first braking modulator (24.1).

Description

[0001] Vehicle and method for operating a vehicle

[0002] The invention relates to a vehicle and a method for operating a vehicle.

[0003] In modem vehicles, especially in commercial vehicles, it is common to provide redundancy in the braking system. This improves vehicle safety and is, in many cases, required by law.

[0004] Furthermore, modem vehicles and commercial vehicles comprise electronic assistance systems to boost the braking force applied by the driver to a brake pedal. Such electronic assistance systems may comprise a braking modulator comprising electronic and pneumatic control means configured to apply a braking pressure to a brake, if the driver presses down the brake pedal.

[0005] In case of a failure of the electronic assistance system or the braking modulator, a redundant braking function should be provided. Commonly, the braking modulator comprises a backup valve connected between the brake pedal and a braking output port of the braking modulator. If the braking modulator fails to create a braking pressure at its braking output port, the backup valve will open and the pressure created by the driver by pressing down the brake pedal gets forwarded to the braking output port and, thus, ultimately to the brake.

[0006] While the electronic assistance system described above provides for a high degree of security, a drawback is that it requires a pneumatic connection between the brake pedal and the braking modulator. Another drawback is that the system relies upon the manual creation of pressure by the driver and by means of the brake pedal. The latter drawback is particularly relevant in fully autonomous vehicles, because in such vehicles there is no human driver manually creating a braking pressure with his or her foot.

[0007] It is an object of the invention to provide redundancy in the braking system of a vehicle, wherein the redundancy is independent of a pressure creation by the driver. This object is achieved by a vehicle in accordance with claim 1 .

[0008] The vehicle comprises a first wheel and a second wheel. The vehicle comprises a first fluid brake having a first brake input port and configured to brake the first wheel by means of a given pressure at the first brake input port. The vehicle comprises a second fluid brake having a second brake input port and configured to brake the second wheel by means of a given pressure at the second brake input port.

[0009] The vehicle comprises a driving system configured to output a braking command signal.

[0010] The vehicle comprises a first braking modulator. The first braking modulator is configured to receive the braking command signal. The first braking modulator comprises a first braking output port. The first braking output port is connected at least to the first brake input port. The first braking modulator is configured to output a braking pressure at the first braking output port in response to the braking command signal.

[0011] The vehicle comprises a second braking modulator. The second braking modulator is configured to receive the braking command signal. The second braking modulator comprises a second braking output port. The second braking output port is connected at least to the second brake input port. The second braking modulator is configured to output a braking pressure at the second braking output port in response to the braking command signal.

[0012] The first braking modulator comprises a first backup output port. The vehicle comprises a first backup connection between the first backup output port and the second braking output port. The first braking modulator is configured to output a braking pressure to the second braking output port through the first backup connection in case of a failure of the second braking modulator.

[0013] Additionally or alternatively, the second braking modulator comprises a second backup output port. The vehicle comprises a second backup connection between the second backup output port and the first braking output port. The second braking modulator is configured to output a braking pressure to the first braking output port through the second backup connection in case of a failure of the first braking modulator.

[0014] In such a vehicle, the first braking modulator may provide a redundancy for the second braking modulator and / or vice versa. This provides for a high reliability of the braking system of the vehicle, while this braking system is independent from a human driver manually creating a pressure.

[0015] The invention takes advantage of a known braking system having a first braking modulator and a second braking modulator and effectively suggests using one of the braking modulators as a redundancy for the other. This is highly advantageous, as existing designs of such braking systems can be maintained with only small adaptions to provide the advantageous function of the invention.

[0016] According to an embodiment, the first braking modulator may be configured to detect a failure of the second braking modulator and the first braking modulator is configured to output a braking pressure to the first backup output port in response to the braking command signal in case of a detected failure of the second braking modulator.

[0017] According to an embodiment, the second braking modulator may be configured to detect a failure of the first braking modulator, wherein the second braking modulator is configured to output a braking pressure to the second backup output port in response to the braking command signal in case of a detected failure of the first braking modulator.

[0018] Thus, a failure of one of the braking modulators can be communicated between the braking modulators, for example via a wired connection. An advantage of this approach is that a braking modulator, which provides redundancy to the other, does not need to create a backup pressure all the time. Rather, the backup pressure can be created when needed. This provides for a high energy efficiency. According to an embodiment, the first braking modulator comprises a first backup valve in the second backup connection between the second backup output port and the first braking output port.

[0019] According to an embodiment, the second braking modulator comprises a second backup valve in the second backup connection between the first backup output port and the second braking output port.

[0020] As opposed to communicating a failure between the braking modulators, the provision of a backup valve in the backup connection renders an additional communication connection between the braking modulators unnecessary. This may save production costs. The braking modulator, which provides redundancy will in this approach be configured to provide the braking pressure at its backup output port all the time whenever a braking command signal is detected.

[0021] The backup valve can, for example, be a pressure controlled valve, such as a check valve. The first braking modulator can apply a pressure at the first backup output port constantly and the pressure controlled second backup valve of the second braking modulator will open, if the second braking modulator fails due to a pressure difference between the second braking output port and the first backup output port. The same can apply vice versa, if the first braking modulator fails.

[0022] The backup valve can, as another example, be a solenoid valve. In general, a failure of a braking modulator can have different reasons. A reason could be that the power supply to this modulator is damaged. Another reason could be any valve malfunction. Another reason could be that the intelligence (i.e. an electronic control unit) of that modulator has failed or has been compromised. If the braking modulator is healthy, i.e. functions properly, the solenoid backup valve is energized and can be kept in a closed position. But in case of a failure of the braking modulator, the solenoid backup valve can be put to "normal" or open position, e.g. by cutting the power supply to that solenoid backup valve. This solenoid backup valve is mechanically biased to the open position. Thus, the solenoid backup valve will open in case of a failure of the braking modulator and will allow pressure from the other modulator to its braking output port. Both approaches, i.e. a communication of a failure and a backup valve may also be combined in one vehicle.

[0023] The braking command signal may preferably be an electronic signal, a radio signal or an optical signal. Such signals provide for a high reliability in the communication of the braking command signal.

[0024] The vehicle may have different configurations of wheels and axles. For example, the vehicle may have two, three, four, five, six, or more than six wheels. For example, the vehicle may have two, three, or more than three axles.

[0025] The vehicle may comprise a first axle and the first axle may comprise the first wheel. The vehicle may comprise a second axle and the second axle may comprise the second wheel.

[0026] According to an embodiment, the vehicle may comprise a third wheel and a third fluid brake having a third brake input port and being configured to brake the third wheel by means of a given pressure at the third brake input port. The first braking output port may be connected to the third brake input port. This embodiment can provide for an advantageous braking performance, while maintaining redundancy.

[0027] According to an embodiment, the vehicle may comprise a fourth wheel and a fourth fluid brake having a fourth brake input port and being configured to brake the fourth wheel by means of a given pressure at the fourth brake input port. The second braking output port may be connected to the fourth brake input port. This embodiment can provide for an advantageous braking performance, while maintaining redundancy.

[0028] The first axle may comprise the third wheel. The second axle may comprise the fourth wheel.

[0029] According to an embodiment, the vehicle comprises a third axle, wherein the third axle comprises a fifth wheel, wherein the third axle comprises a fifth fluid brake having a fifth brake input port and being configured to brake the fifth wheel by means of a given pressure at the fifth brake input port. The second braking output port may be connected to the fifth brake input port. This embodiment can provide for an advantageous braking performance, while maintaining redundancy.

[0030] According to an embodiment, the third axle comprises a sixths wheel, wherein the third axle comprises a sixths fluid brake having a sixths brake input port and being configured to brake the sixths wheel by means of a given pressure at the sixths brake input port. The second braking output port may be connected to the sixths brake input port. This embodiment can provide for an advantageous braking performance, while maintaining redundancy.

[0031] The first axle may, for example, be a front axle. The second axle may, for example, be a rear axle. If the vehicle comprises a third axle, the third axle may, for example, be a rear axle, preferably a second rear axle.

[0032] According to an embodiment, the braking pressure may be a pneumatic pressure. In this embodiment, the fluid brakes are pneumatic brakes. An advantage of this embodiment is that no braking liquid is necessary, which simplifies maintenance and management of the braking system.

[0033] According to an embodiment, the braking pressure may be a hydraulic pressure. In this embodiment, the fluid brakes are hydraulic brakes. An advantage of this embodiment is that a response time of the brakes is small.

[0034] The vehicle may comprise one or more antilock braking modules in order to reduce locking of wheels on slippery road surfaces.

[0035] According to an embodiment, the vehicle comprises a first antilock braking module for the first wheel and the first braking modulator is configured to control the first anti- lock braking module. According to another embodiment, the vehicle comprises a second antilock braking module for the second wheel and the second braking modulator is configured to control the second antilock braking module.

[0036] In general, an antilock braking module is preferably arranged in the pressure connection between the brake input port of the associated wheel and the braking output port of the braking modulator associated to that wheel. The vehicle can, for example, comprise an antilock braking module for each wheel or for any subset of wheels.

[0037] The vehicle may comprise one or more wheel speed sensors for an improved control of the brakes, for example to control a respective antilock braking module.

[0038] According to an embodiment, the vehicle comprises a first wheel speed sensor for the first wheel and the first braking modulator is configured to receive a wheel speed information from the first wheel speed sensor.

[0039] According to an embodiment, the vehicle comprises a second wheel speed sensor for the second wheel and the second braking modulator is configured to receive a wheel speed information from the second wheel speed sensor.

[0040] The vehicle can generally comprise a wheel speed sensor for each wheel or for any subset of wheels.

[0041] According to an embodiment, both the first braking modulator and the second braking modulator may be configured to control each antilock braking module and / or receive wheel speed information from each wheel speed sensor in a case of failure of the other braking modulator. This improves redundancy of the braking system as this includes the antilock braking modules in the redundancy scheme.

[0042] The driving system may, in general, be any electronic system configured to output a braking command signal. The driving system may, for example, include an electronic brake pedal and may be configured to output an electronic braking command signal upon depression of the electronic brake pedal. Such a system may be referred to as a “brake by wire” system. According to an embodiment, the driving system is an autonomous driving system and is configured to autonomously output a braking command signal. In this embodiment, the advantages of the invention can be exploited to a large degree. In a vehicle comprising an autonomous driving system, the system cannot rely on a driver manually creating a braking pressure. The system according to this embodiment can, nevertheless, be fully redundant with respect to the braking function.

[0043] An autonomous driving system and a brake by wire system may even be combined. For example, even in an autonomous vehicle, there may be cases in which the vehicle cannot or shall not be driven autonomously. Instead, a human driver should operate the vehicle and should be able to use the brakes as he or she is used to, i.e. by means of a brake pedal. In this scenario, it would be advantageous to provide an electronic brake pedal and a brake by wire system to the driver as opposed to an additional pneumatic brake or the like.

[0044] The vehicle can be, for example, a commercial vehicle, a truck, a passenger car or a bus. The vehicle can be, for example, a road vehicle or a rail vehicle. The vehicle can be, for example, a single vehicle, a tractor for a tractor-trailer combination or a tractor-trailer combination.

[0045] The object of the invention is also achieved by a method in accordance with the claim directed thereto for operating a vehicle as described above.

[0046] According to the method, the first braking modulator outputs a braking pressure to the second braking output port through the first backup connection in case of a failure of the second braking modulator.

[0047] Additionally or alternatively, the second braking modulator outputs a braking pressure to the first braking output port through the second backup connection in case of a failure of the first braking modulator. If devices and methods are described herein, the methods described can advantageously be developed further by the embodiments and individual features of the devices, and vice versa.

[0048] The invention is described in more detail below with reference to examples, which are shown in schematic drawings.

[0049] Fig. 1 shows a vehicle.

[0050] Fig. 2 shows a vehicle.

[0051] Fig. 3 shows a vehicle.

[0052] Fig. 4 shows a method for operating a vehicle.

[0053] Fig. 5 shows a vehicle.

[0054] Fig. 1 shows a vehicle 10 comprising a first wheel 12.1 and a second wheel 12.2. The vehicle 10 comprises a first fluid brake 14.1 having a first brake input port 16.1. The first fluid brake 14.1 is configured to brake the first wheel 12.1 by means of a given pressure 18.1 at the first brake input port 16.1 .

[0055] The vehicle 10 of Fig. 1 comprises a second fluid brake 14.2 having a second brake input port 16.2. The second fluid brake 14.2 is configured to brake the second wheel 12.2 by means of a given pressure 18.2 at the second brake input port 18.2.

[0056] The vehicle 10 of Fig. 1 comprises a driving system 20 configured to output a braking command signal 22.

[0057] The vehicle 10 of Fig. 1 comprises a first braking modulator 24.1 . The first braking modulator 24.1 is configured to receive the braking command signal 22. The first braking modulator comprises a first braking output port 26.1 . The first braking output port 26.1 is connected at least to the first brake input port 16.1 . The first braking modulator 24.1 is configured to output a braking pressure 28.1 at the first braking output port 26.1 in response to the braking command signal 22.

[0058] The vehicle 10 of Fig. 1 comprises a second braking modulator 24.2. The second braking modulator 24.2 is also configured to receive the braking command signal 22. The second braking modulator 24.2 comprises a second braking output port 26.2. The second braking output port 26.2 is connected at least to the second brake input port 16.2. The second braking modulator 24.2 is configured to output a braking pressure 28.2 at the second braking output port 26.2 in response to the braking command signal 22.

[0059] The first braking modulator 24.1 of the vehicle 10 of Fig. 1 comprises a first backup output port 30.1. The vehicle 10 comprises a first backup connection 32.1 between the first backup output port 30.1 and the second braking output port 26.2. The first braking modulator 24.1 is configured to output a braking pressure 28.3 to the second braking output port 26.2 through the first backup connection 32.1 in case of a failure 34. 2 of the second braking modulator 24.2.

[0060] The second braking modulator 24.2 of the vehicle 10 of Fig. 1 comprises a second backup output port 30.2. The vehicle 10 comprises a second backup connection 32.2 between the second backup output port 30.2 and the first braking output port 26.1 . The second braking modulator 24.2 is configured to output a braking pressure 28.4 to the first braking output port 26.1 through the second backup connection 32.2 in case of a failure 34.1 of the first braking modulator 24.1 . In Fig. 1 , the symbol for the failure 34.1 of the first braking modulator 24.1 is shown with a dashed line to indicate that a failure 34 usually occurs either in the first braking modulator 24.1 or in the second braking modulator 24.2.

[0061] The first braking modulator 24.1 of the vehicle 10 of Fig. 1 is configured to detect a failure 34.2 of the second braking modulator 24.2. The first braking modulator 24.1 is configured to output a braking pressure 28.3 to the first backup output port 30.1 in response to the braking command signal 22 in case of a detected failure 34.2 of the second braking modulator 24.2. The second braking modulator 24.2 of the vehicle 10 of Fig. 1 is configured to detect a failure 34.1 of the first braking modulator 24.1 . The second braking modulator 24.2 is configured to output a braking pressure 28.4 to the second backup output port 30.2 in response to the braking command signal 22 in case of a detected failure 24.1 of the first braking modulator 24.1 .

[0062] The vehicle 10 of Fig. 1 comprises a communication connection 36 between the first braking modulator 24.1 and the second braking modulator 24.2.

[0063] The first braking modulator 24.1 of Fig. 1 can transmit a failure signal 38.1 through the communication connection 36 to the second braking modulator 24.2 in case of a failure 34.1 of the first braking modulator 24.1 . The second braking modulator 24.2 can detect a failure 34.1 of the first braking modulator 24.1 on the basis of the failure signal 38.1 . Alternatively or additionally, the first braking modulator 24.1 can, for example, transmit a healthy signal 40.1 as long as no failure 34.1 occurs in the first braking modulator 24.1 and the second braking modulator 24.2 can detect a failure 34.1 of the first braking modulator 24.1 on the basis of the healthy signal 40.1 .

[0064] The second braking modulator 24.2 of Fig. 1 can transmit a failure signal 38.2 through the communication connection 36 to the first braking modulator 24.1 in case of a failure 34.2 of the second braking modulator 24.2. The first braking modulator 24.2 can detect a failure 34.2 of the second braking modulator 24.2 on the basis of the failure signal 38.2. Alternatively or additionally, the second braking modulator 24.2 can, for example, transmit a healthy signal 40.2 as long as no failure 34.2 occurs in the second braking modulator 24.2 and the first braking modulator 24.1 can detect a failure 34.2 of the second braking modulator 24.2 on the basis of the healthy signal 40.2.

[0065] The braking command signal 22 of Fig. 1 can, for example, be an electronic signal 42, a radio signal 44 or an optical signal 46. The vehicle 10 of Fig. 1 comprises a first axle 48.1 , wherein the first axle 48.1 comprises the first wheel 12.1. The vehicle 10 further comprises a second axle 48.2. The second axle 48.2 comprises the second wheel 12.2.

[0066] The vehicle 10 of Fig. 1 comprises a third wheel 12.3. The vehicle 10 comprises a third fluid brake 14.3 having a third brake input port 16.3 and being configured to brake the third wheel 12.3 by means of a given pressure 18.3 at the third brake input port 16.3. The first braking output port 26.1 is connected to the third brake input port 16.3.

[0067] The vehicle of Fig. 1 comprises a fourth wheel 12.4. The vehicle 10 comprises a fourth fluid brake 14.4 having a fourth brake input port 16.4 and is configured to brake the fourth wheel 12.4 by means of a given pressure 18.4 at the fourth brake input port 16.4. The second braking output port 26.2 is connected to the fourth brake input port 16.4.

[0068] The first axle 48.1 of Fig. 1 comprises the third wheel 12.3. The second axle 48.2 comprises the fourth wheel 12.4.

[0069] In the example shown in Fig. 1 , the first axle 48.1 is a front axle 50. The second axle 48.2 is a rear axle 52.

[0070] In the vehicle 10 of Fig. 1 , the braking system can, for example, be a pneumatic braking system or a hydraulic braking system. Thus, the braking pressure 28, i.e. the braking pressures 28.1 , 28.2, 28.3 and 28.4, can be a pneumatic pressure 54 or a hydraulic pressure 56. The same applies to the given pressures 18.1 , 18.2., 18.3, and 18.4, as they will be of the same kind of pressure.

[0071] The vehicle 10 of Fig. 1 comprises a first antilock braking module 58.1 for the first wheel 12.1 . The first antilock braking module 58.1 is connected to the first braking modulator 26.1 . The first braking modulator 24.1 is configured to control the first anti- lock braking module 58.1 . The vehicle 10 of Fig. 1 comprises a second antilock braking module 58.2 for the second wheel 12.2. The second antilock braking module 58.2 is connected to the second braking modulator 26.2. The second braking modulator 26.2 is configured to control the second antilock braking module 58.2.

[0072] The vehicle 10 of Fig. 1 comprises a third antilock braking module 58.3 for the third wheel 12.3. The third antilock braking module 58.3 is connected to the first braking modulator 26.1 . The first braking modulator 24.1 is configured to control the third antilock braking module 58.3.

[0073] The vehicle 10 of Fig. 1 comprises a fourth antilock braking module 58.4 for the fourth wheel 12.4. The fourth antilock braking module 58.4 is connected to the second braking modulator 26.2. The second braking modulator 26.2 is configured to control the fourth antilock braking module 58.2.

[0074] The vehicle 10 of Fig. 1 comprises a first wheel speed sensor 60.1 for the first wheel 12.1 . The first wheel speed sensor 60.1 is connected to the first braking modulator 24.1 . The first braking modulator 24.1 is configured to receive a wheel speed information 62.1 from the first wheel speed sensor 60.1 .

[0075] The vehicle 10 of Fig. 1 comprises a second wheel speed sensor 60.2 for the second wheel 12.2. The second wheel speed sensor 60.2 is connected to the second braking modulator 24.2. The second braking modulator 24.2 is configured to receive a wheel speed information 62.2 from the second wheel speed sensor 60.2.

[0076] The vehicle 10 of Fig. 1 comprises a third wheel speed sensor 60.3 for the third wheel 12.3. The third wheel speed sensor 60.3 is connected to the first braking modulator 24.1 . The first braking modulator 24.1 is configured to receive a wheel speed information 62.3 from the third wheel speed sensor 60.3.

[0077] The vehicle 10 of Fig. 1 comprises a fourth wheel speed sensor 60.4 for the fourth wheel 12.4. The fourth wheel speed sensor 60.4 is connected to the second braking modulator 24.2. The second braking modulator 24.2 is configured to receive a wheel speed information 62.4 from the fourth wheel speed sensor 60.2. In the vehicle 10 of Fig. 1 both the first braking modulator 24.1 and the second braking modulator 24.2 are configured to control each antilock braking module 58 and / or receive wheel speed information from each wheel speed sensor 60 in a case of failure 34 of the other braking modulator 24.

[0078] The driving system 20 of the vehicle 10 of Fig. 1 is an autonomous driving system 64 and is configured to autonomously output a braking command signal 22.

[0079] The behavior of the vehicle 10 in normal operation, i.e. without a failure 34, can be as follows: When the driving system 20 issues a braking command signal 22, for example in response to pressing down a brake pedal by a driver (not shown), both braking modulators 24.1 and 24.2 perform the required brake pressure control on their respective axles 48.1 and 48.2 in a synchronous manner such that the vehicle 10 is braked in a stable way. This can be achieved by a communication between the braking modulators 24, for example via the communication connection 36. The first braking modulator 24.1 and the second braking modulator 24.2 perform axle-wise pressure control only. Wheel wise modulation can be achieved by respective antilock braking modules 58. During normal operation, the modulators 24 use only their respective braking output port 26 for pressure control of the corresponding axle 48, while the respective backup output port 30 of both modulators 24 can, for example, always remains idle, i.e. unused. In case of an antilock request (or any wheel wise control), the first braking modulator 24.1 will control the respective antilock braking module 58 of the first axle 48.1 and the second braking modulator 24.2 will control the respective antilock braking module 58 of the second axle. The working principle can be the same as described here during automatically commanded braking, such as commanded by an autonomous driving system 64, a roll stability control or RSC, an external brake request or the like.

[0080] In case of a failure 34.1 of, for example, the first braking modulator 24.1 , the vehicle 10 can function as follows: In case of a failure 34.1 of the first braking modulator 24.1 , all valves (not shown) of the first braking modulator 24.1 are unpowered. If the first braking modulator 24.1 comprises a backup valve (such an embodiment will be described in more detail below), this backup valve can be configured such that it will be open as well and, hence, will allow any pressure to pass through to the first and third braking input port 16.1 and 16.3. When the driver or another driving system 20 brakes, i.e. issues a braking command signal 22, the second braking modulator 24.2 will create the braking pressure 28.2 required to brake the second axle 48.2, as usual, using the second braking output port 26.2 of the second braking modulator 24.2. A failure 34.1 of the first braking modulator 24.1 will be known to the second braking modulator 24.2 due to the failure signal 38.1 or missing healthy signal 40.1 , for example. The second braking modulator 24.2 will then also control the first axle 48.1 through its second backup output port 30.2. The pressure 28.4 from the second backup output port 30.2 of the second braking modulator 24.2 reaches the first axle 48.1 through the second backup connection 32.2 and optionally through a first backup valve of the failed first braking modulator 24.1 . In case of an antilock request, the second braking modulator 24.2 is capable of controlling all the antilock braking modules 58 in both the first axle 48.1 and the second axle 48.2. The working principle can be the same as described here during automatically commanded braking, such as commanded by an autonomous driving system 64, a roll stability control or RSC, an external brake request or the like. The same working principle may apply vice versa in case of a failure 34.2 of the second braking modulator 24.2.

[0081] In Fig. 2, a vehicle 10 is shown, which is configured similarly as the one shown in Fig. 1. Corresponding elements are referred to by the same reference numerals and reference is made to the above description of Fig. 1 .

[0082] The first braking modulator 24.1 of the vehicle 10 of Fig. 2 comprises a first backup valve 66.1 in the second backup connection 32.2 between the second backup output port 30.2 and the first braking output port 26.1 . The second braking modulator 24.2 comprises a second backup valve 66.2 in the second backup connection 32.2 between the first backup output port 30.1 and the second braking output port 26.2.

[0083] As opposed to communicating a failure between the braking modulators as described with respect to Fig. 1 , the provision of a backup valve 66 in the backup connection 32 renders an additional communication connection between the braking modulators unnecessary. This may save production costs. The first backup valve 66.1 and or the second backup valve 66.2 of Fig. 2 can, for example, be a pressure controlled valve or a solenoid valve. The first braking modulator 24.1 can apply a braking pressure 28.3 at the first backup output port 30.1 constantly and the second backup valve 66.2 of the second braking modulator 24.2 will open, if the second braking modulator 24.2 fails. The same can apply vice versa, if the first braking modulator 24.1 fails.

[0084] A communication connection 36, as shown in Fig. 1 , is not shown in Fig. 2 to emphasize that the design of Fig. 2 with backup valves 66 can provide for redundancy without such a communication connection 36. Nevertheless, a communication connection, such as the communication connection 36 shown in Fig. 1 , can be provided between the first braking modulator 24.1 and the second braking modulator 24.2.

[0085] In Fig. 3, a vehicle 10 is shown, which is configured similarly as the one shown in Fig. 1. Corresponding elements are referred to by the same reference numerals and reference is made to the above description of Fig. 1 .

[0086] The vehicle 10 of Fig. 3 comprises a third axle 48.3. The third axle 48.3 comprises a fifth wheel 12.5. The third axle 48.3 comprises a fifth fluid brake 14.5 having a fifth brake input port 16.5 and being configured to brake the fifth wheel 12.5 by means of a given pressure 18.5 at the fifth brake input port 16.5. The second braking output port 26.2 is connected to the fifth brake input port 16.5.

[0087] The third axle 48.3 of Fig. 3 comprises a sixths wheel 12.6. The third axle 48.3 comprises a sixths fluid brake 14.6 having a sixths brake input port 16.6 and being configured to brake the sixths wheel 12.6 by means of a given pressure 18.6 at the sixths brake input port 16.6. The second braking output port 26.2 is connected to the sixths brake input port 16.6.

[0088] In the vehicle 10 of Fig. 3, the second axle 48.2 is a first rear axle 52.1 . The third axle 48.3 is a second rear axle 52.2.

[0089] Fig. 4 illustrates a method 70 for operating 72 a vehicle 10 as shown in one of Figs. 1 -3. According to the method 70, the first braking modulator 24.1 outputs in an output step 74.1 a braking pressure 28.3 to the second braking output port 26.2 through the first backup connection 32.1 in case of a failure 34.2 of the second braking modulator 24.2. The second braking modulator 24.2 outputs in an output step 74.2 a braking pressure 28.4 to the first braking output port 26.1 through the second backup connection 32.2 in case of a failure 34.1 of the first braking modulator 24.1 .

[0090] Fig. 5 shows a vehicle 10, which is configured as a commercial vehicle 76, notably as a truck 78. The vehicle 10 comprises a first axle 48.1 , which is a front axle 50. The vehicle 10 further comprises a second axle 48.2, which is a rear axle 52. The vehi- cle 10 of Fig. 5 may, for example, be configured in accordance with Fig. 1 or 2.

[0091] Where similar or identical elements are shown in different figures, reference numerals are assigned accordingly. Multiple descriptions of similar or identical elements have been avoided for the sake of clarity. Nevertheless, the embodiments of the fig- ures can be combined with each other and developed further in accordance with the other embodiments and / or their individual features.

[0092] List of references (part of the description)

[0093] 10 vehicle

[0094] 12 wheel

[0095] 14 fluid brake

[0096] 16 brake input port

[0097] 18 pressure

[0098] 20 driving system

[0099] 22 braking command signal

[0100] 24 braking modulator

[0101] 26 braking output port

[0102] 28 braking pressure

[0103] 30 backup output port

[0104] 32 backup connection

[0105] 34 failure

[0106] 36 communication connection

[0107] 38 failure signal

[0108] 40 healthy signal

[0109] 42 electronic signal

[0110] 44 radio signal

[0111] 46 optical signal

[0112] 48 axle

[0113] 50 front axle

[0114] 52 rear axle

[0115] 54 pneumatic pressure

[0116] 56 hydraulic pressure

[0117] 58 antilock braking module

[0118] 60 wheel speed sensor

[0119] 62 wheel speed information

[0120] 64 autonomous driving system

[0121] 66 backup valve

[0122] 70 method

[0123] 72 operating

[0124] 74 output step 76 commercial vehicle

[0125] 78 truck

Claims

Claims1. Vehicle (10), wherein the vehicle (10) comprises a first wheel (12.1 ), wherein the vehicle (10) comprises a second wheel (12.2), wherein the vehicle (10) comprises a first fluid brake (14.1 ) having a first brake input port (16.1 ) and being configured to brake the first wheel (12.1 ) by means of a given pressure (18.1 ) at the first brake input port (16.1 ), wherein the vehicle (10) comprises a second fluid brake (14.2) having a second brake input port (16.2) and being configured to brake the second wheel (12.2) by means of a given pressure (18.2) at the second brake input port (16.2), wherein the vehicle (10) comprises a driving system (20) configured to output a braking command signal (22), wherein the vehicle (10) comprises a first braking modulator (24.1 ), wherein the first braking modulator (24.1 ) is configured to receive the braking command signal (22), wherein the first braking modulator (24.1 ) comprises a first braking output port (26.1 ), wherein the first braking output port (26.1 ) is connected at least to the first brake input port (16.1 ), wherein the first braking modulator (24.1 ) is configured to output a braking pressure (28.1 ) at the first braking output port (26.1 ) in response to the braking command signal (22), wherein the vehicle (10) comprises a second braking modulator (24.2), wherein the second braking modulator (24.2) is configured to receive the braking command signal (22), wherein the second braking modulator (24.2) comprises a second braking output port (26.2), wherein the second braking output port (26.2) is connected at least to the second brake input port (16.2), wherein the second braking modulator (24.2) is configured to output a braking pressure (28.2) at the second braking output port (26.2) in response to the braking command signal (22), characterized in that the first braking modulator (24.1 ) comprises a first backup output port (30.1 ),wherein the vehicle (10) comprises a first backup connection (32.1 ) between the first backup output port (30.1 ) and the second braking output port (26.2), wherein the first braking modulator (24.1) is configured to output a braking pressure (28.3) to the second braking output port (26.2) through the first backup connection (32.1) in case of a failure (34.2) of the second braking modulator (24.2), and / or in that the second braking modulator (24.2) comprises a second backup output port (30.2), wherein the vehicle (10) comprises a second backup connection (32.2) between the second backup output port (30.2) and the first braking output port (26.1 ), wherein the second braking modulator (24.2) is configured to output a braking pressure (28.4) to the first braking output port (26.1 ) through the second backup connection (32.2) in case of a failure (34.1 ) of the first braking modulator (24.1 ).

2. Vehicle (10) according to claim 1 , wherein the first braking modulator (24.1) is configured to detect a failure (34.2) of the second braking modulator (24.2) and wherein the first braking modulator (24.1) is configured to output a braking pressure (28.3) to the first backup output port (30.1 ) in response to the braking command signal (22) in case of a detected failure (34.2) of the second braking modulator (24.2), and / or wherein the second braking modulator (24.2) is configured to detect a failure (34.1 ) of the first braking modulator (24.1 ), wherein the second braking modulator (24.2) is configured to output a braking pressure (28.4) to the second backup output port (30.2) in response to the braking command signal (22) in case of a detected failure (34.1 ) of the first braking modulator (24.1 ).

3. Vehicle (10) according to one of the preceding claims, wherein the first braking modulator (24.1) comprises a first backup valve (66.1 ) in the second backup connection (32.2) between the second backup output port (30.2) and the first braking output port (26.1 ) and / or wherein the second braking modulator (24.2) comprises a second backupvalve (66.2) in the first backup connection (32.1 ) between the first backup output port (30.1 ) and the second braking output port (26.2).

4. Vehicle (10) according to one of the preceding claims, wherein the braking command signal (22) is an electronic signal (42), a radio signal (44) or an optical signal (46).

5. Vehicle (10) according to one of the preceding claims, wherein the vehicle (10) comprises a first axle (48.1 ), wherein the first axle (48.1 ) comprises the first wheel (12.1 ) and / or wherein the vehicle (10) comprises a second axle (48.2), wherein the second axle (48.2) comprises the second wheel (12.2).

6. Vehicle (10) according to one of the preceding claims, wherein the vehicle (10) comprises a third wheel (12.3), wherein the vehicle (10) comprises a third fluid brake (14.3) having a third brake input port (16.1 ) and being configured to brake the third wheel (12.3) by means of a given pressure (18.3) at the third brake input port (16.3), wherein the first braking output port (26.1 ) is connected to the third brake input port (16.3), and / or wherein the vehicle (10) comprises a fourth wheel (12.4), wherein the vehicle (10) comprises a fourth fluid brake (14.4) having a fourth brake input port (16.4) and being configured to brake the fourth wheel (12.4) by means of a given pressure (18.4) at the fourth brake input port (16.4), wherein the second braking output port (26.2) is connected to the fourth brake input port (16.4).

7. Vehicle (10) according to one of the preceding claims, wherein the first axle (48.1 ) comprises the third wheel (12.3) and / or wherein the second axle (48.2) comprises the fourth wheel (12.4).

8. Vehicle (10) according to one of the preceding claims, wherein the vehicle (10) comprises a third axle (48.3),wherein the third axle (48.3) comprises a fifth wheel (12.5), wherein the third axle (48.3) comprises a fifth fluid brake (14.5) having a fifth brake input port (16.5) and being configured to brake the fifth wheel (12.5) by means of a given pressure (18.5) at the fifth brake input port (16.5), wherein the second braking output port (26.2) is connected to the fifth brake input port (16.5), and / or wherein the third axle (48.3) comprises a sixths wheel (12.6), wherein the third axle (48.3) comprises a sixths fluid brake (14.6) having a sixths brake input port (16.6) and being configured to brake the sixths wheel (12.6) by means of a given pressure (18.6) at the sixths brake input port (16.6), wherein the second braking output port (26.2) is connected to the sixths brake input port (16.6).

9. Vehicle (10) according to one of the preceding claims, wherein the first axle (48.1 ) is a front axle (50) and / or wherein the second axle (48.2) is a rear axle (52).

10. Vehicle (10) according to one of the preceding claims, wherein the braking pressure (28) is a pneumatic pressure (54) or a hydraulic pressure (56).11 . Vehicle (10) according to one of the preceding claims, wherein the vehicle (10) comprises a first antilock braking module (58.1 ) for the first wheel (12.1 ), wherein the first braking modulator (24.1) is configured to control the first antilock braking module (58.1), and / or wherein the vehicle (10) comprises a second antilock braking module (58.2) for the second wheel (12.2), wherein the second braking modulator (24.2) is configured to control the second anti- lock braking module (58.2).

12. Vehicle (10) according to one of the preceding claims, wherein the vehicle (10) comprises a first wheel speed sensor (60.1 ) for the first wheel (12.1 ), wherein the first braking modulator (24.1 ) is configured to receive a wheel speed information (62.1 ) from the first wheel speed sensor (60.1 ), and / or wherein the vehicle (10) comprises a second wheel speed sensor (60.2) for the second wheel (12.2), wherein the second braking modulator (24.2) is configured to receive a wheel speed information (62.2) from the second wheel speed sensor (60.2).

13. Vehicle (10) according to one of the preceding claims, wherein both the first braking modulator (24.1 ) and the second braking modulator (24.2) are configured to control each antilock braking module (58) and / or receive wheel speed information from each wheel speed sensor (60) in a case of failure (34) of the other braking modulator (24).

14. Vehicle (10) according to one of the preceding claims, wherein the driving system (20) is an autonomous driving system (64) and is configured to autonomously output a braking command signal (22).

15. Method (70) for operating (72) a vehicle (10) in accordance with one of the preceding claims, wherein the first braking modulator (24.1 ) outputs (74.1 ) a braking pressure (28.3) to the second braking output port (26.2) through the first backup connection (32.1 ) in case of a failure (34.2) of the second braking modulator (24.2), and / or wherein the second braking modulator (24.2) outputs (72.2) a braking pressure (28.4) to the first braking output port (26.1 ) through the second backup connection (32.2) in case of a failure (34.1 ) of the first braking modulator (24.1 ).

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