System architecture for a braking system using brake-by-wire technology distributed on the wheels of a vehicle, also usable in an autonomous driving vehicle

Abstract

System architecture (100) for the control of a braking system of a vehicle, said 5 vehicle comprising: a first brake corner (1) comprising a respective first brake disc (D‑1) and arranged on a first side of the vehicle, on a first axle of the vehicle; a second brake corner (2) comprising a respective second brake disc (D‑2) and arranged on a second side of the vehicle, opposite the first side of the vehicle, on the first axle of the vehicle; a third brake corner (3) comprising a respective 10 third brake disc (D‑3) and arranged on the first side of the vehicle, on a second axle of the vehicle; a fourth brake corner (4) comprising a respective fourth brake disc (D‑4) and arranged on the second side of the vehicle, on the second axle of the vehicle. The system architecture (100) comprises: a first brake actuation module (S‑1) associable with the first brake corner (1) of the vehicle, 15 the first brake actuation module (S‑1) being configured to exert a braking action on said first brake disc (D‑1), the first brake actuation module (S‑1) comprising a first actuator control module (M‑1) and a respective first brake actuator (A‑1), the first actuator control module (M‑1) being configured to control the first brake actuator (A‑1); a second brake actuation module (S‑2) associable with the 20 second brake corner (2) of the vehicle, the second brake actuation module (S‑2) being configured to exert a braking action on said second brake disc (D‑2), the second brake actuation module (S‑2) comprising a second actuator control module (M‑2) and a respective second brake actuator (A‑2), the second actuator control module (M‑2) being configured to control the second brake 25 actuator (A‑2); a third brake actuation module (S‑3) associable with the third brake corner (3), the third brake actuation module (S‑3) being configured to exert a braking action on said third brake disc (D‑3), the third brake actuation module (S‑3) comprising a third actuator control module (M‑3) and a respective third brake actuator (A‑3), the third actuator control module (M‑3) being 30 configured to control the third brake actuator (A‑3); a fourth brake actuation module (S‑4) associable with the fourth brake corner (4), the fourth brake actuation module (S‑4) being configured to exert a braking action on said fourth brake disc (D‑4), the fourth brake actuation module (S‑4) comprising a fourth actuator control module (M‑4) and a respective fourth brake actuator (A‑4), the fourth actuator control module (M‑4) being configured to control the fourth brake 5 actuator (A‑4); a brake request interface (R‑F) operatively connected to the first actuator control module (M‑1), the second actuator control module (M‑2), the third actuator control module (M‑3), and the fourth actuator control module (M‑4), and configured to receive as input a braking intention and to output a respective braking request; at least one first main communication connection 10 (B‑1) and at least one second redundancy communication connection (B‑2), mutually independent, outputting from said brake request interface (R‑F) and configured to operatively connect said brake request interface (R‑F) with one or more of said first actuator control module (M‑1), second actuator control module (M‑2), third actuator control module (M‑3), and fourth actuator control module 15 (M‑4); a first plurality of main communication buses (PB‑1) between actuator control modules and a second plurality of redundancy communication buses (PB‑2) between actuator control modules configured to operatively connect two or more of said first actuator control module (M‑1), second actuator control module (M‑2), third actuator control module (M‑3), and fourth actuator control 20 module (M‑4), the communication buses of said first plurality of main communication buses (PB‑1) between actuator control modules being independent from the communication buses of the second plurality of redundancy communication buses (PB‑2) between actuator control

Description

DESCRIPTION“System architecture for a braking system using Brake-by-Wire technology distributed on the wheels of a vehicle, also usable in an autonomous driving vehicle”

[0001] . Field of the invention

[0002] . The present invention relates to braking systems for vehicles, in particular to a system architecture for a braking system using Brake-by-Wire technology distributed on the wheels of a vehicle, also usable in an autonomous driving vehicle.

[0003] . Prior art

[0004] . Currently, system architectures for braking systems using Brake-by-Wire technology, B-b-W, distributed on the wheels of a driver-operated vehicle are known and widespread on the market. These are composed of redundant fail-safe subsystems (for example, on the front axle and on the rear axle of the vehicle) and of a mechanical backup subsystem suitable to intervene in case of partial or complete failures of the primary B-b-W braking system.

[0005] . In defining these system architectures, two assumptions are typically made:

[0006] . - the first assumption provides that the driver of the vehicle is always present and capable of intervening and controlling the vehicle in case of failure (including performing a braking action by activating the mechanical backup subsystem in case of failure of the primary braking system);

[0007] . - the second assumption provides that the degraded performances of the braking system are not demanding; on the contrary, they are considered sufficient to ensure a minimum braking performance according to current technical regulations (for example, 2.44 m / s2as indicated in the ECE R13h / FMVSS 135 regulations).

[0008] . However, the aforementioned assumptions can no longer be provided in the case of an autonomous driving vehicle, for example a so-called Level 3 or higher vehicle (L3+).

[0009] . Indeed, a system architecture for a B-b-W braking system distributed on the wheels of an autonomous driving vehicle can no longer rely on theintervention of the driver for performing a secondary braking (in case of failure of the primary B-b-W braking system) but must autonomously provide any alternative (fallback) braking operation.

[0010] . Therefore, a mechanical backup subsystem can no longer be considered an alternative option to the primary B-b-W braking system in case of failure of the primary B-b-W braking system.

[0011] . Moreover, the requirements of cutting-edge automotive manufacturers concerning the deceleration performances of secondary braking, that is, of backup in case of failure in the primary B-b-W system, in such autonomous driving vehicles are increasingly stringent and demanding compared to the requirements of homologation standards (for example, ECE R13h, FMVSS135) that have so far been the reference point, for example:

[0012] . - after a first failure of the primary B-b-W braking system, a secondary braking deceleration equal to or greater than 6.43 m / s2must be guaranteed,

[0013] . - after a second failure of the primary B-b-W braking system, a secondary braking deceleration equal to or greater than 2.44 m / s2must be guaranteed.

[0014] . In light of the above, there is nowadays a strong need to have available a system architecture for a braking system using Brake-by-Wire technology distributed on the wheels of a vehicle, whether it is an autonomous driving or traditional driving vehicle, which is capable of preventing / avoiding problems in the event that one or more failures occur in the primary B-b-W braking system of the vehicle so as not to compromise the reliability of such a so-called “wheel-distributed braking system”, regardless of the type (for example, electromechanical, electrohydraulic).

[0015] . Summary of the invention

[0016] . The object of the present invention is to devise and provide a system architecture for a braking system using Brake-by-Wire technology distributed on the wheels of a vehicle, whether it is an autonomous driving or traditional driving vehicle, which allows at least partially to overcome the drawbacks mentioned above with reference to the known art and, in particular, which is capable ofpreventing / avoiding problems in the event that one or more failures occur in the primary B-b-W braking system of the vehicle so as not to compromise the reliability of such a so-called “wheel-distributed braking system”, regardless of the type (for example, electromechanical, electrohydraulic).

[0017] . Said object is achieved by a system architecture according to claim 1.

[0018] . Also, the object of the present invention is a vehicle having a braking system using Brake-by-Wire technology distributed on wheels, wherein said vehicle comprises said system architecture.

[0019] . Further advantageous embodiments of the system architecture are the object of the respective dependent claims.

[0020] . Brief description of the Figures

[0021] . Further features and advantages of the system architecture according to the invention will result from the description given below of preferred embodiments, provided byway of example and without limitation, with reference to the accompanying figures, in which:

[0022] . - Figure 1 shows, by means of a block diagram, a system architecture for controlling a braking system using Brake-by-Wire technology, distributed on the wheels of a vehicle, according to one embodiment of the present invention;

[0023] . - Figure 2 shows, by means of a block diagram, a system architecture for controlling a braking system using Brake-by-Wire technology, distributed on the wheels of a vehicle, according to a further embodiment of the present invention;

[0024] . - Figure 3 shows, by means of a block diagram, a system architecture for controlling a braking system using Brake-by-Wire technology, distributed on the wheels of a vehicle, according to a further embodiment of the present invention;

[0025] . - Figure 4 shows, by means of a block diagram, a system architecture for controlling a braking system using Brake-by-Wire technology, distributed on the wheels of a vehicle, according to a further embodiment of the present invention;

[0026] . - Figure 5 shows, by means of a block diagram, a system architecturefor controlling a braking system using Brake-by-Wire technology, distributed on the wheels of a vehicle, according to a further embodiment of the present invention;

[0027] . - Figure 6 shows, by means of a block diagram, a system architecture for controlling a braking system using Brake-by-Wire technology, distributed on the wheels of a vehicle, according to a further embodiment of the present invention;

[0028] . - Figure 7 shows, by means of a block diagram, a system architecture for controlling a braking system using Brake-by-Wire technology, distributed on the wheels of a vehicle, according to a further embodiment of the present invention;

[0029] . - Figure 8 shows, by means of a block diagram, a system architecture for controlling a braking system using Brake-by-Wire technology, distributed on the wheels of a vehicle, according to a further embodiment of the present invention; and

[0030] . - Figure 9 shows, by means of a block diagram, a system architecture for controlling a braking system using Brake-by-Wire technology, distributed on the wheels of a vehicle, according to a further embodiment of the present invention.

[0031] . It is noted that in the figures, identical or similar elements will be indicated with the same numerical or alphanumerical references.

[0032] . Description of some preferred embodiments

[0033] . With reference now to figures 1-9, the numerical reference 100 denotes as a whole a system architecture for a braking system using Brake-by-Wire technology, B-b-W, distributed on the wheels of a vehicle, hereinafter also referred to simply as system architecture or system, according to the present invention.

[0034] . By “vehicle” it is meant both an autonomous driving vehicle, for example a so-called Level 3 or higher vehicle (L3+), and a traditional driving vehicle, that is, a non-autonomous driving vehicle with a driver.

[0035] . The present invention, although addressing needs primarily encountered in B-b-W braking systems of autonomous driving vehicles, canalso be implemented in B-b-W braking systems of traditional driving vehicles, for example especially if the braking system of the traditional driving vehicle does not provide a manually operable backup mechanism.

[0036] . Moreover, as will also be indicated below, the architecture object of the present invention is usable in any type of vehicle, that is, motorcycles, for example with two or three wheels, motor vehicles, light trucks, such as vans, minitrucks, heavy trucks, such as articulated lorries, tractors, trailers, trucks in general.

[0037] . As previously mentioned, the system architecture 100 is employable for the control of a braking system of a vehicle, whether it is autonomous driving or traditional, that is, non-autonomous driving.

[0038] . In this regard, the vehicle is a vehicle having at least four wheels distributed as follows:

[0039] . - a first wheel and a second wheel connected, respectively, on a first side (for example, left side) and on a second side (for example, right side) of a first axle (for example, front) of the vehicle;

[0040] . - a third wheel and a fourth wheel connected, respectively, on the first side (for example, right side) and on a second side (for example, left side) of a second axle (for example), rear of the vehicle.

[0041] . For the purposes of the present description, the following definitions are provided:

[0042] . - BCSW (from the English acronym, Brake Control SW), that is, braking control software (SW) tasked with controlling a single braking actuator;

[0043] . - VCSW (from the English acronym, Vehicle Control SW), that is, vehicle control software (SW) that includes vehicle control functions and is tasked with converting the braking intention (for example, a request via brake pedal, a braking request from the assistance / autonomous / motion control system of the vehicle) into a braking request for the so-called “smart actuators”;

[0044] . - Brake Control Unit BCU: subsystem including hardware (HW) and software (SW) elements, configured to communicate with other brake control units and with a chassis control unit (defined below) and, optionally, with a brake intention interface, to incorporate at least the brake control software (BCSW)and to control an electro-actuated actuator (for example, a brake caliper). The Brake Control Unit BCU may be allocated in an Electronic Control Unit ECU integrated with the actuator or in a standalone Electronic Control Unit ECU. In the case of an ECU integrated with the actuator, the ECU hosts only the BCU tasked with controlling the respective actuator. In the case of a standalone ECU, the same ECU may host one or more BCUs: a standalone ECU hosts only the BCU tasked with controlling the respective single braking actuator, an axle ECU hosts the BCUs tasked with controlling the respective actuators belonging to the same axle of the vehicle, a diagonal ECU hosts the BCUs tasked with controlling the respective actuators belonging to the same diagonal of the vehicle, a lateral ECU hosts the BCUs tasked with controlling the respective actuators located on the same side (right or left) of the vehicle; hereinafter, each BCU will be referred to as actuator control module;

[0045] . - Chassis Control Unit CCU: subsystem including hardware (HW) and software (SW) elements, configured to communicate with other chassis control units CCU and with the brake control units BCU and with the brake intention interface, and to incorporate at least the vehicle control software VCSW;

[0046] . - Control Unit CU: subsystem that includes HW and SW elements; it may be a Brake Control Unit or a Chassis Control Unit;

[0047] . - Electronic Control Unit ECU: HW assembly in which one or more control units are allocated;

[0048] . - Smart Actuator SA: subsystem tasked with performing braking on a single wheel of the vehicle, comprising at least one electro-actuated brake caliper and a respective Brake Control Unit BCU.

[0049] . It is noted that any electronic control unit, actuator control module, chassis control unit is, for example, a specially configured hardware module or a software logic present within a main hardware module of the braking system of the vehicle or more generally within a hardware module of the vehicle.

[0050] . According to one configuration, the vehicle comprises a first braking corner 1 comprising a respective first brake disc D-1.

[0051] . The first braking corner 1 is arranged at the first wheel of the vehicle, for example the front left wheel, to which the first brake disc D-1 is connected.

[0052] . Therefore, the first braking corner 1 can be defined as front left corner F-L (from the English acronym, Front Left).

[0053] . The vehicle further comprises a second braking corner 2 comprising a respective second brake disc D-2.

[0054] . The second braking corner 2 is arranged at the second wheel of the vehicle, for example the front right wheel, to which the second brake disc D-2 is connected.

[0055] . Therefore, the second braking corner 2 can be defined as front right corner F-R (from the English acronym, Front Right).

[0056] . The vehicle further comprises a third braking corner 3 comprising a respective third brake disc D-3.

[0057] . The third braking corner 3 is arranged at the third wheel of the vehicle, for example the rear left wheel, to which the third brake disc D-3 is connected.

[0058] . Therefore, the third braking corner 3 can be defined as rear left corner R-L (from the English acronym, Rear Left).

[0059] . The vehicle further comprises a fourth braking corner 4 comprising a respective fourth brake disc D-4.

[0060] . The fourth braking corner 4 is arranged at the fourth wheel of the vehicle, for example the rear right wheel, to which the fourth brake disc D-4 is connected.

[0061] . Therefore, the fourth braking corner 4 can be defined as rear right corner R-R (from the English acronym, Rear Right).

[0062] . Returning in general to the present invention, and with general reference to the figures, the system architecture 100 comprises a first braking actuation module S-1 associable with the first braking corner 1 of the vehicle.

[0063] . The first braking actuation module S-1 is adapted to apply a braking action to said first brake disc D-1.

[0064] . The first braking actuation module S-1 comprises a first actuator control module M-1 and a respective first braking actuator A-1, for example a brake caliper operable by a respective electric motor.

[0065] . The first actuator control module M-1 is configured to control, via the respective electric motor, the first braking actuator A-1.

[0066] . The system architecture 100 further comprises a second braking actuation module S-2 associable with the second braking corner 2 of the vehicle.

[0067] . The second braking actuation module S-2 is adapted to apply a braking action to said second brake disc D-2.

[0068] . The second braking actuation module S-2 comprises a second actuator control module M-2 and a respective second braking actuator A-2, for example a brake caliper operable by a respective electric motor.

[0069] . The second actuator control module M-2 is configured to control, via the respective electric motor, the second braking actuator A-2.

[0070] . The system architecture 100 further comprises a third braking actuation module S-3 associable with the third braking corner 3 of the vehicle.

[0071] . The third braking actuation module S-3 is adapted to apply a braking action to said third brake disc D-3.

[0072] . The third braking actuation module S-3 comprises a third actuator control module M-3 and a respective third braking actuator A-3, for example a brake caliper operable by a respective electric motor.

[0073] . The third actuator control module M-3 is configured to control, via the electric motor, the third braking actuator A-3.

[0074] . The system architecture 100 further comprises a fourth braking actuation module S-4 associable with the fourth braking corner 4 of the vehicle.

[0075] . The fourth braking actuation module S-4 is adapted to apply a braking action to said fourth brake disc D-4.

[0076] . The fourth braking actuation module S-4 comprises a fourth actuator control module M-4 and a respective fourth braking actuator A-4, for example a brake caliper operable by a respective electric motor.

[0077] . The fourth actuator control module M-4 is configured to control, via the electric motor, the fourth braking actuator A-4.

[0078] . According to the present invention, still with general reference to the figures, the system architecture 100 further comprises a braking request interface R-F operatively connected to the first actuator control module M-1 , the second actuator control module M-2, the third actuator control module M-3, thefourth actuator control module M-4 and configured to receive as input a braking intention and to provide as output a respective braking request.

[0079] . Said braking request may come from an autonomous driving system, in the case of an autonomous driving vehicle, or from a driver through the actuation of a brake pedal, for example, in the case of a traditional, non-autonomous driving vehicle.

[0080] . Therefore, by “braking request interface” is meant an external braking request interface (for example, an advanced driver-assistance system or ADAS) or an internal braking request interface (for example, the brake pedal).

[0081] . The system architecture 100 further comprises a first main communication connection B-1 and a second redundant communication connection B-2, independent of each other, exiting from said braking request interface R-F and adapted to operatively connect said braking request interface R-F to one or more of said first actuator control module M-1, second actuator control module M-2, third actuator control module M-3, said fourth actuator control module M-4.

[0082] . The at least one first main communication connection B-1 may be a wired connection or a bus connection.

[0083] . The at least one second redundant communication connection B-2 may be a wired connection or a bus connection.

[0084] . Furthermore, the system architecture 100 comprises a first plurality of main communication buses PB-1 between actuator control modules and a second plurality of redundant communication buses PB-2 between actuator control modules adapted to operatively connect two or more of said first actuator control module M-1 , second actuator control module M-2, third actuator control module M-3, and fourth actuator control module M-4.

[0085] . The communication buses of said first plurality of main communication buses PB-1 between actuator control modules are independent from the communication buses of the second plurality of redundant communication buses PB-2 between actuator control modules.

[0086] . According to one embodiment, shown in the figures, the system architecture 100 further comprises a first main electrical connection E-1 toreceive electrical power supply from a first source SG-1 of electrical power supply and a second redundant electrical connection E-2 to receive electrical power supply from a second source SG-2 of electrical power supply, independent of and distinct from the first source SG-1 of electrical power supply.

[0087] . The first main electrical connection E-1 and the second redundant electrical connection E-2, independent and redundant with respect to each other, are adapted to supply electrical power to the components of the system architecture 100.

[0088] . It is noted that in the figures the first main electrical connection E-1 and the second redundant electrical connection E-2 are shown as a general input to the system architecture 100 (symbolically represented by a dashed rectangle).

[0089] . However, according to different embodiments, the first main electrical connection E-1 and the second redundant electrical connection E-2 are connectable individually to the components of the architecture 100 having single electrical power supply or both are connectable to the components of the architecture 100 having double electrical power supply, or the dual supply may be distributed among actuator modules of braking corners of the vehicle (for example, one electrical supply on one diagonal and the other electrical supply on the other diagonal), or both electrical supplies on the actuator modules of the vehicle corners on one axle (for example, on the front axle) and single electrical power supply on the actuator modules of the vehicle corners of the other axle (for example, the rear axle).

[0090] . Other combinations of electrical power supply, double or single, for the components of the system architecture 100 may be provided.

[0091] . According to one embodiment, in combination with any of the preceding ones and shown in figure 4, the at least one first main communication connection B-1 exiting from said braking request interface R-F is adapted to directly connect the braking request interface R-F to the first actuator control module M-1 and to the second actuator control module M-2.

[0092] . In this embodiment, the at least one second redundant communication connection B-2 exiting from said braking request interface R-Fis adapted to directly connect the braking request interface R-F to the third actuator control module M-3 and to the fourth actuator control module M-4.

[0093] . In this embodiment, shown in figure 1, each actuator control module M-1, M-2, M-3, M-4 is connected to one of said actuator control modules M-1, M-2, M-3, M-4 via a main communication bus of said first plurality of main communication buses PB-1 and to another of said actuator control modules M-1 , M-2, M-3, M-4 via a communication bus of the second plurality of redundant communication buses PB-2.

[0094] . In this way, the architecture 100 advantageously prevents each actuator control module M-1, M-2, M-3, M-4 from being isolated in case of failure.

[0095] . As shown in figure 1 , in one embodiment, in combination with the previous one, the first plurality of main communication buses PB-1 between actuator control modules comprises:

[0096] . - a respective first main communication bus B-3 adapted to directly connect the first actuator control module M-1 and the second actuator control module M-2;

[0097] . - a respective second main communication bus B-4 adapted to directly connect the second actuator control module M-2 to the third actuator control module M-3.

[0098] . In this embodiment, the second plurality of redundant communication buses PB-2 between actuator control modules comprises:

[0099] . - a respective first redundant communication bus B-5 adapted to directly connect the first actuator control module M-1 and the fourth actuator control module M-4;

[0100] . - a respective second redundant communication bus B-5’ adapted to directly connect the third actuator control module M-3 and the fourth actuator control module M-4.

[0101] . Therefore, in this embodiment, the system architecture 100 comprises four actuator control modules, one for each braking corner of the vehicle.

[0102] . Furthermore, in this embodiment, the at least one first main communication connection B-1 and the at least one second redundantcommunication connection B-2 exiting from the braking request interface R-F are preferably connected to at least three different ones of said first actuator control module M-1 , second actuator control module M-2, third actuator control module M-3, fourth actuator control module M-4.

[0103] . According to one embodiment, in combination with the previous one, the system architecture 100 comprises a first vehicle control software logic (VCSW-1) and a second vehicle control software logic (VCSW-2), distinct and independent from each other, allocated in at least two of said first actuator control module M-1 , second actuator control module M-2, third actuator control module M-3, fourth actuator control module M-4 (for example, in the first actuator control module M-1 and in the second actuator control module M-2, that is, in the actuator control modules arranged on the same axle, for example the front axle, of the vehicle).

[0104] . According to one embodiment, the first vehicle control software logic (VCSW-1) and the second vehicle control software logic (VCSW-2) are independent of each other and in a functional relationship of the “Primary” -“Secondary” type, wherein the “primary” software logic is the one responsible for the nominal vehicle control logics adapted to provide the braking requests to all the braking control software logics (BCSW), whereas the “secondary” software logic is a backup (and optionally adapted to perform additional secondary functions).

[0105] . According to one embodiment, the first vehicle control software logic (VCSW-1) and the second vehicle control software logic (VCSW-2) are independent of each other and in a functional relationship of the “Master” -“Quasi Master” type, where the “Master” software logic is responsible for the nominal vehicle control logics that provide braking requests only to some of the braking control software logics (BCSW) (for example, the braking control software logics present in the actuator control modules arranged on the braking corners of the first axle of the vehicle), whereas the “Quasi Master” software logic is responsible for the nominal vehicle control logics that provide braking requests to the other remaining braking control software logics (BCSW).

[0106] . In case of failure of one of the vehicle control software logics (VCSW-1 or VCSW-2), the other vehicle control software logic can operate as a backup, providing braking requests also to the other braking control software logics (BCSW).

[0107] . The “Master” vehicle control software logic (VCSW) is also responsible for the coordination of the entire B-b-W braking system.

[0108] . According to one embodiment, the first vehicle control software logic (VCSW-1 ) and the second vehicle control software logic (VCSW-2) are adapted to work in parallel and to simultaneously provide braking requests to all the braking control software logics (BCSW) allocated on the actuator control modules.

[0109] . In the embodiment of figure 4, the braking actuation modules S-1 , S-2, S-3, S-4 are independent from one another.

[0110] . To achieve this independence, the system architecture 100 provides homogeneous redundancy supported by a system-dependent fault analysis with strong arguments against common cause failures.

[0111] . The independence of the braking actuation modules S-1, S-2, S-3, S-4 may be achieved through “diversity”. For example, the entire braking actuation modules, or only some of their respective components, may differ from each other.

[0112] . By “diversity” is meant a diversity related to the design and / or production and / or supply chain and / or other factors of the components.

[0113] . Furthermore, each braking actuation module may be powered by one or more power supplies.

[0114] . One possible embodiment is to connect the braking actuation modules present on the first axle (for example, front) of the vehicle to mutually independent electrical power supplies and the braking actuation modules present on the second axle (for example, rear) of the vehicle to only a single electrical power supply.

[0115] . It is further noted that each braking actuation module may have different degrees of internal redundancy:

[0116] . - if it is internally fully redundant, the braking actuation module may be considered a so-called “fail-operational” braking actuation module, and theentire B-b-W braking system may be considered a so-called “fail-operational” system, that is, a system that operates with full functionality in the presence of a fault;

[0117] . - if it is internally partially redundant, the braking actuation module may be considered a so-called “fail-degraded” braking actuation module, and the entire B-b-W braking system may be considered a “fail-degraded” system, that is, a system that operates with reduced functionality in the presence of a fault;

[0118] . - if it is not internally redundant, the braking actuation module may be considered a so-called “fail-safe” braking actuation module (that is, a system that reaches a minimal risk condition and attains a safe state in the event of a fault), and the entire B-b-W braking system may be considered a “fail-degraded” system.

[0119] . The actuator control module included in a braking actuation module may be integrated with the actuator in an electronic control unit (ECU) or allocated in a standalone electronic control unit.

[0120] . In the case of an actuator control module allocated in a standalone electronic control unit, the same standalone control unit may host one or more actuator control modules provided they are isolated from each other.

[0121] . In this regard, one possible embodiment is an architecture consisting of four electronic control units (ECU), in which each actuator control module is allocated in a wheel ECU (integrated with the actuator or standalone).

[0122] . Another possible embodiment is an architecture consisting of two electronic control units (ECU), where the actuator control modules of the same axle / diagonal / side of the vehicle are allocated in a standalone axle / diagonal / side ECU.

[0123] . According to one embodiment, as an alternative to the previous and in combination with any of the others, shown in figures 2-5, the system architecture 100 further comprises a first chassis control unit C-1 operatively connected to said braking request interface R-F and to said first actuator control module M-1 , second actuator control module M-2, third actuator control module M-3, and fourth actuator control module M-4.

[0124] . In this embodiment, the at least one first main communication connection B-1 exiting from said braking request interface R-F is adapted to directly connect the braking request interface R-F to the first chassis control unit C-1.

[0125] . According to one embodiment, in combination with the previous and shown in figure 2, the at least one second redundant communication connection B-2 exiting from said braking request interface R-F is adapted to directly connect the braking request interface R-F to the first actuator control module M-1 and to the second actuator control module M-2.

[0126] . In this embodiment, the first plurality of main communication buses PB-1 between actuator control modules comprises a respective first main connection bus B-6 adapted to directly connect the first chassis control unit C-1 to said first actuator control module M-1, second actuator control module M-2, third actuator control module M-3, and fourth actuator control module M-4.

[0127] . In this embodiment, the second plurality of redundant communication buses PB-2 between actuator control modules comprises a respective first redundant connection bus B-7 adapted to directly connect the first chassis control unit C-1 to said first actuator control module M-1 , second actuator control module M-2, third actuator control module M-3, and fourth actuator control module M-4.

[0128] . Therefore, in this embodiment, the system architecture 100 comprises five control units, namely the four actuator control modules, one for each braking corner of the vehicle and each comprising braking control software logic (BCSW), and the first chassis control unit C-1.

[0129] . Furthermore, in this embodiment, the at least one first main communication connection B-1 exiting from the braking request interface R-F is connected to the first chassis control unit C-1 and the at least one second redundant communication connection B-2 is preferably connected to at least two different ones of said first actuator control module M-1, second actuator control module M-2, third actuator control module M-3, fourth actuator control module M-4.

[0130] . Additional redundant communication buses may be provided exitingfrom the braking request interface and connected to other actuator control modules as a backup in case of multiple failure points.

[0131] . Each actuator control module is connected to the first chassis control unit C-1 via two communication buses between actuator control modules, namely the main communication bus between actuator control modules and the redundant communication bus between actuator control modules, which are therefore shared among all actuator control modules.

[0132] . According to one embodiment, in combination with the previous, the system architecture 100 comprises a first vehicle control software logic (VCSW-1) and a second vehicle control software logic (VCSW-2), distinct and independent from each other, both allocated in the first chassis control unit C-1.

[0133] . One of the first vehicle control software logic (VCSW-1) and the second vehicle control software logic (VCSW-2), or part thereof, may be allocated in one or more of the actuator control modules as backup in case of failure of the first chassis control unit C-1.

[0134] . According to further embodiments, already previously described, the first vehicle control software logic (VCSW-1) and the second vehicle control software logic (VCSW-2) are independent from each other and in a functional relationship of the “Primary” - “Secondary” type or are independent from each other and in a functional relationship of the “Master” - “Quasi Master” type.

[0135] . According to one embodiment, already previously described, the first vehicle control software logic (VCSW-1) and the second vehicle control software logic (VCSW-2) are adapted to work in parallel and to simultaneously provide braking requests to all the braking control software logics (BCSW) allocated on the actuator control modules.

[0136] . Also in the embodiment of figure 2, the braking actuation modules S-1, S-2, S-3, S-4 are independent from each other.

[0137] . How to achieve such independence has already been described previously with reference to the embodiment of figure 1.

[0138] . Furthermore, each braking actuation module may be powered by one or more power supplies, as previously described.

[0139] . It is also noted that each braking actuation module may have different degrees of internal redundancy, as already described previously with reference to the embodiment of figure 1.

[0140] . The actuator control module included in a braking actuation module may be integrated with the actuator in an electronic control unit (ECU) or allocated in a standalone electronic control unit.

[0141] . In the case of an actuator control module allocated in a standalone electronic control unit, the same actuator control module may host one or more actuator control modules provided they are isolated from each other.

[0142] . In this regard, one possible embodiment is an architecture composed of five electronic control units (ECU), in which each actuator control module is allocated in a wheel electronic control unit ECU (integrated with the actuator or standalone) while the first chassis control unit C-1 is allocated in a standalone-type electronic control unit ECU.

[0143] . Another possible embodiment is an architecture composed of three electronic control units (ECU), where the actuator control modules of the same axle / diagonal / side of the vehicle are allocated in a standalone axle / diagonal / side electronic control unit ECU while the first chassis control unit C-1 is allocated in a standalone-type electronic control unit ECU.

[0144] . According to one embodiment, shown in figure 3, as an alternative to the previous one and in combination with the one in which the first chassis control unit C-1 is provided for the first time, the at least one second redundant communication connection B-2 exiting from said braking request interface R-F is adapted to directly connect the braking request interface R-F to the first actuator control module M-1 , the second actuator control module M-2, the third actuator control module M-3, and the fourth actuator control module M-4.

[0145] . In this embodiment, the first plurality of main communication buses PB-1 between actuator control modules comprises:

[0146] . - a respective first main connection bus B-8 adapted to directly connect the first chassis control unit C-1 to said first actuator control module M-1;

[0147] . - a respective second main connection bus B-9 adapted to directlyconnect the first chassis control unit C-1 to said second actuator control module M-2;

[0148] . - a respective third main connection bus B-10 adapted to directly connect the first chassis control unit C-1 to said third actuator control module M-3;

[0149] . - a respective fourth main connection bus B-11 adapted to directly connect the first chassis control unit C-1 to said fourth actuator control module M-4.

[0150] . In this embodiment, the second plurality of redundant communication buses PB-2 between actuator control modules comprises:

[0151] . - a respective first redundant connection bus B-12 adapted to directly connect the first chassis control unit C-1 to said first actuator control module M-1;

[0152] . - a respective second redundant connection bus B-13 adapted to directly connect the first chassis control unit C-1 to said second actuator control module M-2;

[0153] . - a respective third redundant connection bus B-14 adapted to directly connect the first chassis control unit C-1 to said third actuator control module M-3;

[0154] . - a respective fourth redundant connection bus B-15 adapted to directly connect the first chassis control unit C-1 to said fourth actuator control module M-4.

[0155] . Therefore, also in this embodiment, the system architecture 100 comprises five control units, namely the four actuator control modules, one for each braking corner of the vehicle and each comprising braking control software logic (BCSW), and the first chassis control unit C-1.

[0156] . In particular, all considerations and embodiments previously described with reference to figure 2 are valid, but not repeated here for brevity, also for the embodiments described with reference to figure 3, except for the following aspects.

[0157] . The at least one first main communication connection B-1 exiting from the braking request interface R-F is connected to the first chassis control unitC-1 and the at least one second redundant communication connection B-2 is preferably connected to at least three different ones of said first actuator control module M-1 , second actuator control module M-2, third actuator control module M-3, fourth actuator control module M-4.

[0158] . Additional redundancy communication buses may be provided at the output of the braking request interface and connected to other actuator control modules, as a backup in the event of multiple failure points.

[0159] . Furthermore, each actuator control module is connected to the first chassis control unit C-1 via two communication buses between actuator control modules, namely the main communication bus and the redundancy communication bus, which are not shared with other actuator control modules.

[0160] . According to one embodiment, shown in figure 4, as an alternative to the previous ones and in combination with the one in which the first chassis control unit C-1 is introduced for the first time, the at least one second redundancy communication connection B-2 at the output of said braking request interface R-F is also configured to directly connect the braking request interface R-F to the first actuator control module M-1 and to the third actuator control module M-3.

[0161] . In this embodiment, the first plurality of main communication buses PB-1 between actuator control modules comprises:

[0162] . - a respective first main connection bus B-16 configured to directly connect the first chassis control unit C-1 to the first actuator control module M-1 and the second actuator control module M-2;

[0163] . - a respective second main connection bus B-17 configured to directly connect the first chassis control unit C-1 to the third actuator control module M-3 and the fourth actuator control module M-4.

[0164] . In this embodiment, the second plurality of redundancy communication buses PB-2 between actuator control modules comprises:

[0165] . - a respective first redundancy connection bus B-18 configured to directly connect the first actuator control module M-1 to the second actuator control module M-2;

[0166] . - a respective second redundancy connection bus B-19 configured todirectly connect the third actuator control module M-3 to the fourth actuator control module M-4.

[0167] . Therefore, also in this embodiment, the system architecture 100 comprises five control units: the four actuator control modules (one for each vehicle brake corner), each comprising a braking control software logic (BCSW), and the first chassis control unit C-1.

[0168] . In particular, all considerations and embodiments previously described with reference to figure 2 remain valid, though not repeated here for brevity, for the embodiments described with reference to figure 4, except for the following aspects.

[0169] . The at least one first main communication connection B-1 from the braking request interface R-F is connected to the first chassis control unit C-1, and the at least one second redundancy communication connection B-2 is preferably connected to at least two different actuator control modules of said first actuator control module M-1 , second actuator control module M-2, third actuator control module M-3, and fourth actuator control module M-4, which are not directly connected to each other via an additional (main or redundancy) communication bus.

[0170] . Additional redundancy communication buses may also be provided at the output of the braking request interface and connected to other actuator control modules as a backup in the event of multiple failure points.

[0171] . Furthermore, each actuator control module is connected to the first chassis control unit C-1 and to another actuator control module via two communication buses between actuator control modules, namely the main communication bus and the redundancy communication bus.

[0172] . Therefore, the communication bus (main or redundancy) between actuator control modules, present between the first chassis control unit C-1 and one of the actuator control modules, is shared with at least two actuator control modules.

[0173] . According to one embodiment, shown in figure 5, as an alternative to the previous one and in combination with the embodiment in which the first chassis control unit C-1 is introduced for the first time, the at least one secondredundancy communication connection B-2 at the output of said braking request interface R-F is also configured to directly connect the braking request interface R-F to the third actuator control module M-3.

[0174] . In this embodiment, the first plurality of main communication buses PB-1 between actuator control modules comprises:

[0175] . - a respective first main connection bus B-20 configured to directly connect the first chassis control unit C-1 to said first actuator control module M-1;

[0176] . - a respective second main connection bus B-21 configured to directly connect the first chassis control unit C-1 to said second actuator control module M-2;

[0177] . - a respective third main connection bus B-22 configured to directly connect the first chassis control unit C-1 to said third actuator control module M-3;

[0178] . - a respective fourth main connection bus B-23 configured to directly connect the first chassis control unit C-1 to said fourth actuator control module M-4.

[0179] . In this embodiment, the second plurality of redundancy communication buses PB-2 between actuator control modules comprises:

[0180] . - a respective first redundancy connection bus B-24 configured to directly connect the first actuator control module M-1 to the second actuator control module M-2;

[0181] . - a respective second redundancy connection bus B-25 configured to directly connect the third actuator control module M-3 to the fourth actuator control module M-4.

[0182] . Therefore, also in this embodiment, the system architecture 100 comprises five control units, namely the four actuator control modules, one for each vehicle brake corner, each comprising a braking control software logic (BCSW), and the first chassis control unit C-1.

[0183] . In particular, all considerations and embodiments previously described with reference to figure 2 remain valid, although not repeated here for brevity, also for the embodiments described with reference to figure 5, exceptfor the following aspect.

[0184] . Each actuator control module is connected to the first chassis control unit C-1 and to another actuator control module via two communication buses between actuator control modules, namely the main communication bus between actuator control modules and the redundancy communication bus between actuator control modules.

[0185] . Therefore, the communication bus (main or redundancy) between actuator control modules, present between the first chassis control unit C-1 and one of the actuator control modules, is shared with at least two actuator control modules.

[0186] . According to one embodiment, shown in figures 6-8, as an alternative to the previous one and in combination with the embodiment in which the first chassis control unit C-1 is introduced for the first time, the system architecture 100 further comprises a second chassis control unit C-2 operatively connected to said braking request interface R-F and to said first actuator control module M-1, second actuator control module M-2, third actuator control module M-3, and fourth actuator control module M-4.

[0187] . In this embodiment, the at least one second redundancy communication connection B-2 at the output of said braking request interface R-F is configured to directly connect the braking request interface R-F to the second chassis control unit C-2.

[0188] . According to one embodiment, shown in figure 6, in combination with the previous one, the at least one first main communication connection B-1 at the output of said braking request interface R-F is configured to directly connect the braking request interface R-F to the first actuator control module M-1.

[0189] . In this embodiment, the at least one second redundancy communication connection B-2 at the output of said braking request interface R-F is also configured to directly connect the braking request interface R-F to the second actuator control module M-2.

[0190] . In this embodiment, the first plurality of main communication buses PB-1 between actuator control modules comprises a respective first main connection bus B-26 configured to directly connect the first chassis control unitC-1 to said first actuator control module M-1, second actuator control module M-2, third actuator control module M-3, and said fourth actuator control module M-4.

[0191] . In this embodiment, the second plurality of redundancy communication buses PB-2 between actuator control modules comprises a respective first redundancy connection bus B-27 configured to directly connect the second chassis control unit C-2 to said first actuator control module M-1, second actuator control module M-2, third actuator control module M-3, and said fourth actuator control module M-4.

[0192] . Therefore, in this embodiment, the system architecture 100 comprises six control units, namely the four actuator control module, one for each vehicle brake corner, each comprising a braking control software logic (BCSW), the first chassis control unit C-1 , and the second chassis control unit C-2.

[0193] . Moreover, in this embodiment, the at least one first main communication connection B-1 at the output of the braking request interface R-F is connected to one of the first chassis control unit C-1 and the second chassis control unit C-2, and the at least one second redundancy communication connection B-2 is connected to the other of the first chassis control unit C-1 and the second chassis control unit C-2.

[0194] . The same or other possible communication buses (main or redundancy) may be provided at the output of the braking request interface R-F and connected to at least two of the actuator control modules as backup in case of failure of the first chassis control unit C-1 , the second chassis control unit C-2, or the communication buses.

[0195] . Each actuator control module is connected to both the first chassis control unit C-1 and the second chassis control unit C-2 via two independent communication buses between actuator control modules, namely the main communication bus and the redundancy communication bus, which are therefore shared among all actuator control modules.

[0196] . According to one embodiment, in combination with the previous one, the system architecture 100 comprises a first vehicle control software logic (VCSW-1) and a second vehicle control software logic (VCSW-2), distinct andindependent from each other, both allocated in the first chassis control unit C-1 and in the second chassis control unit C-2.

[0197] . One of the first vehicle control software logic (VCSW-1) and the second vehicle control software logic (VCSW-2), or part thereof, may be allocated in one or more of the actuator control modules as a backup in case of failure of the first chassis control unit C-1.

[0198] . According to further embodiments, already previously described, the first vehicle control software logic (VCSW-1) and the second vehicle control software logic (VCSW-2) are independent from each other and in a functional relationship of the “Primary” - “Secondary” type or are independent from each other and in a functional relationship of the “Master” - “Quasi-Master” type.

[0199] . According to one embodiment, already described previously, the first vehicle control software logic (VCSW-1) and the second vehicle control software logic (VCSW-2) are configured to operate in parallel and to simultaneously provide braking requests to all the braking control software logics (BCSW) allocated on the actuator control modules.

[0200] . Also, in the embodiment of figure 6, the braking actuation modules S-1, S-2, S-3, S-4 are independent from one another.

[0201] . How such independence is achieved has already been described previously with reference to the embodiment of figure 1.

[0202] . Furthermore, each braking actuation module and each (first and second) chassis control unit may be powered by one or more power supplies, as previously described.

[0203] . It is also noted that each braking actuation module may have various degrees of internal redundancy, as already described previously with reference to the embodiment of figure 1.

[0204] . The actuator control module included in a braking actuation module may be integrated with the actuator in an electronic control unit (ECU) or allocated in an autonomous electronic control unit.

[0205] . In the case of an actuator control module allocated in an autonomous electronic control unit, the same actuator control module may host one or more actuator control modules, if they are isolated from one another.

[0206] . In this regard, one possible embodiment is an architecture composed of six electronic control units (ECU), in which each actuator control module is allocated in a wheel ECU (integrated with the actuator or autonomous), while each of the first chassis control unit C-1 and the second chassis control unit C-2 is allocated in a stand-alone electronic control unit.

[0207] . Another possible embodiment is an architecture composed of four electronic control units (ECU), where the actuator control modules of the same axle / diagonal / side of the vehicle are allocated in an autonomous axle / diagonal / side ECU, while each of the first chassis control unit C-1 and the second chassis control unit C-2 is allocated in a stand-alone electronic control unit.

[0208] . In one embodiment, shown in figure 7, as an alternative to the previous one and in combination with the one in which the second chassis control unit C-2 is introduced for the first time, each actuator control module M- 1 , M-2, M-3, M-4 is connected to one of said actuator control modules M-1 , M- 2, M-3, M-4 and to one of said first chassis control unit C-1 and second chassis control unit C-2, respectively, via a respective main communication bus of said first plurality of main communication buses PB-1 and via a respective communication bus of the second plurality of redundancy communication buses PB-2, or vice versa.

[0209] . In this way, the architecture 1 advantageously avoids that each actuator control module M-1 , M-2, M-3, M-4 becomes isolated in case of a fault.

[0210] . As shown in figure 7, in one embodiment, in combination with the previous one, the first plurality of main communication buses PB-1 between actuator control modules comprises:

[0211] . - a respective first main connection bus B-28 configured to directly connect the first chassis control unit C-1 to the fourth actuator control module M-4;

[0212] . - a respective second main connection bus B-29 configured to directly connect the second chassis control unit C-2 to the third actuator control module M-3;

[0213] . - a respective third main connection bus B-30 configured to directlyconnect the first actuator control module M-1 to the fourth actuator control module M-4.

[0214] . In this embodiment, the second plurality of redundancy communication buses PB-2 between actuator control modules comprises:

[0215] . - a respective first redundancy connection bus B-31 configured to directly connect the first chassis control unit C-1 to the first actuator control module M-1;

[0216] . - a respective second redundancy connection bus B-32 configured to directly connect the second chassis control unit C-2 to the second actuator control module M-2;

[0217] . - a respective third redundancy connection bus B-33 configured to directly connect the third actuator control module M-3 to the fourth actuator control module M-4.

[0218] . Therefore, also in this embodiment, the system architecture 100 comprises six control units, namely the four actuator control modules, one for each vehicle brake corner, each comprising a braking control software logic (BCSW), the first chassis control unit C-1, and the second chassis control unit C-2.

[0219] . In particular, all considerations and embodiments previously described with reference to figure 6 remain valid, although not repeated here for brevity, also for the embodiments described with reference to figure 7, except for the following aspects.

[0220] . Each (first and second) chassis control unit is connected to two different actuator control modules (for example, one for each vehicle diagonal) through two independent communication buses between actuator control modules, namely the main communication bus of the actuator control modules and the redundancy communication bus of the actuator control modules.

[0221] . Therefore, each actuator control module is connected only with one of the chassis control units and with another actuator control module that is not directly connected to the same chassis control unit.

[0222] . Furthermore, the same or other possible communication buses (main or redundancy) may be provided at the output of the braking request interfaceR-F and connected to one or more of said actuator control modules as a backup in case of failure of the first chassis control unit C-1 and the second chassis control unit C-2.

[0223] . According to one embodiment, shown in figure 7, as an alternative to the previous one and in combination with the embodiment in which the second chassis control unit C-2 is introduced for the first time, the first plurality of main communication buses PB-1 between actuator control modules comprises:

[0224] . - a respective first main connection bus B-34 configured to directly connect the first chassis control unit C-1 to the first actuator control module M-1;

[0225] . - a respective second main connection bus B-35 configured to directly connect the first chassis control unit C-1 to the second actuator control module M-2;

[0226] . - a respective third main connection bus B-36 configured to directly connect the first chassis control unit C-1 to the third actuator control module M-3;

[0227] . - a respective fourth main connection bus B-37 configured to directly connect the first chassis control unit C-1 to the fourth actuator control module M-4.

[0228] . In this embodiment, the second plurality of redundancy communication buses PB-2 between actuator control modules comprises:

[0229] . - a respective first redundancy connection bus B-38 configured to directly connect the second chassis control unit C-2 to the first actuator control module M-1;

[0230] . - a respective second redundancy connection bus B-39 configured to directly connect the second chassis control unit C-2 to the second actuator control module M-2;

[0231] . - a respective third redundancy connection bus B-40 configured to directly connect the second chassis control unit C-2 to the third actuator control module M-3;

[0232] . - a respective fourth redundancy connection bus B-41 configured to directly connect the second chassis control unit C-2 to the fourth actuator controlmodule M-4.

[0233] . According to one embodiment, in combination with any of the previous ones, not shown in the figures, the first actuator control module M-1 and the second actuator control module M-2 coincide and form a first actuator control module of the first axle of the vehicle.

[0234] . In this embodiment, the third actuator control module M-3 and the fourth actuator control module M-4 coincide and form a second actuator control module of the second axle of the vehicle.

[0235] . According to one embodiment, as an alternative to the previous one but in combination with the other embodiments described above, not shown in the figures, the first actuator control module M-1 and the fourth actuator control module M-4 coincide and form a single actuator control module of a first diagonal of the vehicle.

[0236] . In this embodiment, the second actuator control module M-2 and the third actuator control module M-3 coincide and form a single actuator control module of a second diagonal of the vehicle.

[0237] . According to one embodiment, as an alternative to the two previous ones but in combination with the other embodiments described above, the first actuator control module M-1 and the third actuator control module M-3 coincide and form a single actuator control module of the first side of the vehicle.

[0238] . In this embodiment, the second actuator control module M-2 and the fourth actuator control module M-4 coincide and form a single actuator control module of the second side of the vehicle.

[0239] . Therefore, also in this embodiment, the system architecture 100 comprises six control units, namely the four actuator control modules, one for each vehicle brake corner and each comprising a braking control software logic (BCSW), the first chassis control unit C-1, and the second chassis control unit C-2.

[0240] . In particular, all considerations and embodiments previously described with reference to figure 6 remain valid, although not repeated here for brevity, also for the embodiments described with reference to figure 8, except for the following aspects.

[0241] . Each (first and second) chassis control unit is connected to all actuator control modules through respective communication buses between actuator control modules, namely the main communication bus between actuator control modules and the redundancy communication bus between actuator control modules, independent of the other respective communication buses between actuator control modules, namely the main communication bus between the actuator control modules and the redundancy communication bus between the actuator control modules, through which they are connected to each of the other actuator control modules.

[0242] . According to one embodiment, in combination with any of the previous ones, shown in figure 9, the system architecture 100 is applicable to a vehicle comprising a plurality of additional axles of the vehicle following the second axle of the vehicle.

[0243] . In more detail, the vehicle, for each of the additional axles of said plurality, comprises:

[0244] . - a brake corner CF comprising a respective brake disc DF and arranged on the first side of the vehicle, on said additional axle of the vehicle;

[0245] . - a brake corner CF’ comprising a respective brake disc DF’ and arranged on the second side of the vehicle, on said additional axle of the vehicle.

[0246] . In this embodiment, the system architecture 100, for each additional axle of the vehicle of said plurality, comprises a brake actuation module S-LI1 (S-UT) associable with the brake corner of the vehicle arranged on the first side of the vehicle, on said additional axle of the vehicle.

[0247] . The brake actuation module S-LI1 (S-UT) arranged on the first side of the vehicle is configured to exert a braking action on a respective brake disc DF.

[0248] . The brake actuation module S-U1 (S-UT) arranged on the first side of the vehicle comprises an actuator control module M-U1 (M-UT) and a respective brake actuator A-U1 (A-UT).

[0249] . The actuator control module M-U1 (M-UT) arranged on the first side of the vehicle is configured to control the respective brake actuator A-U1 (A-U1’).

[0250] . In this embodiment, the system architecture 100 further comprises a brake actuation module S-LI2 (S-LI2’) associable with the brake corner of the vehicle arranged on the second side of the vehicle, on said additional axle of the vehicle.

[0251] . The brake actuation module A-LI2 (A-LI2’) arranged on the second side of the vehicle is configured to exert a braking action on a respective brake disc DF’.

[0252] . The brake actuation module A-LI2 (A-LI2’) arranged on the second side of the vehicle comprises an actuator control module M-LI2 (M-LI2’) and a respective brake actuator A-LI2 (A-LI2’), the actuator control module M-LI2 (M-U2’) arranged on the second side of the vehicle being configured to control the respective brake actuator A-LI2 (A-LI2’).

[0253] . In this embodiment, the first plurality of main communication buses PB-1 comprises, for each additional axle of the vehicle:

[0254] . - a respective main connection bus B-P (B-P’) between actuator control modules configured to directly connect the actuator control module (M-3, M-U1) arranged on the first side of an additional axle of the vehicle with the actuator control module (M-LI2, M-LI2’) arranged on the second side of a subsequent additional axle of the vehicle.

[0255] . In this embodiment, the second plurality of redundancy communication buses PB-2 between actuator control modules comprises:

[0256] . - a respective redundancy connection bus B-D (B-D’) between actuator control modules configured to directly connect the actuator control module (M-4, M-LI2) arranged on the second side of the additional axle of the vehicle with the actuator control module (M-111, M-lIT) arranged on the first side of the subsequent additional axle of the vehicle;

[0257] . - a respective first redundancy connection bus B-D” configured to directly connect the actuator control module (M-LIT) arranged on the first side of the last additional axle of the vehicle with the actuator control module (M-II2’) arranged on the second side of the last additional axle of the vehicle.

[0258] . According to one embodiment, as an alternative to the previous onebut in combination with any of the preceding ones, not shown in the figures, the system architecture 100 is applicable to a vehicle comprising a plurality of additional axles of the vehicle following the second axle of the vehicle.

[0259] . In more detail, the vehicle, for each of the additional axles of said plurality, comprises:

[0260] . - a brake corner CF comprising a respective brake disc DF and arranged on the first side of the vehicle, on said additional axle of the vehicle;

[0261] . - a brake corner CF’ comprising a respective brake disc DF’ and arranged on the second side of the vehicle, on said additional axle of the vehicle.

[0262] . In this embodiment, the system architecture 100, for each additional axle of the vehicle of said plurality, comprises a brake actuation module S-LI1 (S-UT) associable with the brake corner of the vehicle arranged on the first side of the vehicle, on said additional axle of the vehicle.

[0263] . The brake actuation module S-LI1 (S-UT) arranged on the first side of the vehicle is configured to exert a braking action on a respective brake disc.

[0264] . The brake actuation module S-U1 (S-UT) arranged on the first side of the vehicle comprises an actuator control module M-U1 (M-UT) and a respective brake actuator A-U1 (A-UT).

[0265] . The actuator control module M-U1 (M-UT) arranged on the first side of the vehicle is configured to control the respective brake actuator A-U1 (A-UT).

[0266] . In this embodiment, the system architecture 100 further comprises a brake actuation module S-U2 (S-U2’) associable with the brake corner of the vehicle arranged on the second side of the vehicle, on said additional axle of the vehicle.

[0267] . The brake actuation module A-U2 (A-U2’) arranged on the second side of the vehicle is configured to exert a braking action on a respective brake disc.

[0268] . The brake actuation module A-U2 (A-U2’) arranged on the second side of the vehicle comprises an actuator control module M-U2 (M-U2’) and a respective brake actuator A-U2 (A-U2’), the actuator control module M-U2 (M-U2’) arranged on the second side of the vehicle being configured to control the respective brake actuator A-LI2 (A-LI2’).

[0269] . In this embodiment, the first plurality of main communication buses PB-1 comprises, for each additional axle of the vehicle:

[0270] . - a respective main connection bus B-P (B-P’) between actuator control modules configured to directly connect the actuator control module (M-3, M-U1) arranged on the first side of an additional axle of the vehicle with the actuator control module (M-111, M-LI1’) arranged on the first side of the subsequent additional axle of the vehicle.

[0271] . In this embodiment, the second plurality of redundancy communication buses PB-2 between actuator control modules comprises:

[0272] . - a respective redundancy connection bus B-D (B-D’) between actuator control modules configured to directly connect the actuator control module (M-4, M-LI2) arranged on the second side of the additional axle of the vehicle with the actuator control module (M-LI2, M-LI2’) arranged on the second side of the subsequent additional axle of the vehicle.

[0273] . In this embodiment, the second plurality of redundancy communication buses PB-2 between actuator control modules comprises:

[0274] . - a respective first redundancy connection bus B-D” configured to directly connect the actuator control module (M-111’) located on the first side of the last additional axle of the vehicle with the actuator control module (M-II2’) located on the second side of the last additional axle of the vehicle.

[0275] . The subject of the present invention also includes a vehicle equipped with a Brake-by-Wire braking system distributed on the wheels.

[0276] . The vehicle comprises a system architecture 100 for controlling the Brake-by-Wire braking system according to any of the embodiments described above.

[0277] . The vehicle may be a motorcycle, such as a two- or three-wheeled vehicle, a car, a light truck, such as a van, a minivan, a mini-truck, or a heavy-duty truck, such as an articulated lorry, a tractor, a trailer, or a general-purpose truck.

[0278] . As can be seen, the purpose of the present invention is fully achieved.

[0279] . Indeed, the system architecture described with reference to the various embodiments advantageously allows the secondary braking requirements to be met by implementing several well-known safety concepts, namely:

[0280] . - “fail-operational” system (a system that continues to function with full capabilities in the presence of a fault);

[0281] . - “fail-degraded” system (a system that continues to function with reduced capabilities in the presence of a fault);

[0282] . - “fail-safe” system (a system that reaches a minimal risk condition and enters a safe state in the event of a fault. The safe state can be achieved by shutting down the system or parts of it).

[0283] . In particular, with the system architecture described above, in order to ensure minimum performance in case of a fault without mechanical backup, the entire braking system must be a “fail-degraded” or “fail-operational” system, as it must ensure a backup braking function at least in the event of a first and second fault, thanks to the internal redundancy provided by the four independent intelligent brake actuation modules.

[0284] . Each intelligent brake actuation module or intelligent brake caliper subsystem must comply with one of the three above-mentioned safety concepts based on the safety requirements of the braking system.

[0285] . In the case of a “fail-operational” braking system, each intelligent brake actuation module or intelligent brake caliper subsystem must be a “fail-operational” system; in the case of a “fail-degraded” braking system, each intelligent brake actuation module or intelligent brake caliper subsystem may be a “fail-degraded” or “fail-safe” system.

[0286] . In addition, other systems external to the braking system (e.g., regenerative braking system, steering system) may be exploited to enhance deceleration performance and / or vehicle stability in the event of a fault.

[0287] . To the embodiments of the system architecture described above, a person skilled in the art, in order to meet specific needs, may make modifications, adaptations, and substitutions of elements with others functionally equivalent, without departing from the scope of the following claims.Each of the characteristics described as belonging to a possible embodiment may be implemented independently of the other embodiments described.

Claims

CLAIMS1. A system architecture (100) for controlling a braking system using Brake-by-Wire technology, B-b-W, distributed on wheels of a vehicle, said vehicle comprising:a first braking corner (1 ) comprising a respective first brake disc (D-1 ) and arranged on a first side of the vehicle, on a first axle of the vehicle;a second braking corner (2) comprising a respective second brake disc (D-2) and arranged on a second side of the vehicle, opposite to the first side of the vehicle, on the first axle of the vehicle;a third braking corner (3) comprising a respective third brake disc (D-3) and arranged on the first side of the vehicle, on a second axle of the vehicle;a fourth braking corner (4) comprising a respective fourth brake disc (D-4) and arranged on the second side of the vehicle, on the second axle of the vehicle;said system architecture (100) comprising:a first braking actuation module (S-1 ) associable with the first braking corner (1 ) of the vehicle, the first braking actuation module (S-1 ) being adapted to apply a braking action to said first brake disc (D-1 ), the first braking actuation module (S-1) comprising a first actuator control module (M-1) and a respective first braking actuator (A-1), the first actuator control module (M-1) being configured to control the first braking actuator (A-1 );a second braking actuation module (S-2) associable with the second braking corner (2) of the vehicle, the second braking actuation module (S-2) being adapted to apply a braking action to said second brake disc (D-2), the second braking actuation module (S-2) comprising a second actuator control module (M-2) and a respective second braking actuator (A-2), the second actuator control module (M-2) being configured to control the second braking actuator (A-2);a third braking actuation module (S-3) associable with the third braking corner (3), the third braking actuation module (S-3) being adapted to apply a braking action to said third brake disc (D-3), the third braking actuation module (S-3) comprising a third actuator control module (M-3) and a respectivethird braking actuator (A-3), the third actuator control module (M-3) being configured to control the third braking actuator (A-3);a fourth braking actuation module (S-4) associable with the fourth braking corner (4), the fourth braking actuation module (S-4) being adapted to apply a braking action to said fourth brake disc (D-4), the fourth braking actuation module (S-4) comprising a fourth actuator control module (M-4) and a respective fourth braking actuator (A-4), the fourth actuator control module (M-4) being configured to control the fourth braking actuator (A-4);a braking request interface (R-F) operatively connected to the first actuator control module (M-1), the second actuator control module (M-2), the third actuator control module (M-3), the fourth actuator control module (M-4) and configured to receive as input a braking intention and as output a respective braking request;at least one first main communication connection (B-1) and at least one second redundant communication connection (B-2), independent of each other, exiting from said braking request interface (R-F) and adapted to operatively connect said braking request interface (R-F) to one or more of said first actuator control module (M-1), second actuator control module (M-2), third actuator control module (M-3), fourth actuator control module (M-4);a first plurality of main communication buses (PB-1 ) between actuator control modules and a second plurality of redundant communication buses (PB-2) between actuator control modules adapted to operatively connect two or more of said first actuator control module (M-1 ), second actuator control module (M-2), third actuator control module (M-3), and fourth actuator control module (M-4) together, the communication buses of said first plurality of main communication buses (PB-1) between actuator control modules being independent of the communication buses of the second plurality of redundant communication buses (PB-2) between actuator control modules.

2. The system architecture (100) according to claim 1 , further comprising a first main electrical connection (E-1 ) to receive electric power supply from a first source (SG-1 ) of electric power supply and a second redundant electrical connection (E-2) to receive electric power supply from a second source (SG-2)of electric power supply, independent of and distinct from the first source (SG-1 ) of electric power supply, said first main electrical connection (E-1 ) and said second redundant electrical connection (E-2), independent of and redundant with respect to each other, being adapted to supply electric power to the components of the system architecture (100).

3. The system architecture (100) according to any one of the preceding claims, wherein:the at least one first main communication connection (B-1) exiting from said braking request interface (R-F) is adapted to directly connect the braking request interface (R-F) to the first actuator control module (M-1 ) and the second actuator control module (M-2);the at least one second redundant communication connection (B-2) exiting from said braking request interface (R-F) is adapted to directly connect the braking request interface (R-F) to the third actuator control module (M-3) and the fourth actuator control module (M-4);each actuator control module (M-1 , M-2, M-3, M-4) is connected to one of said actuator control modules (M-1 , M-2, M-3, M-4) by means of a main communication bus of said first plurality of main communication buses (PB-1) and to another of said actuator control modules (M-1 , M-2, M-3, M-4) by means of a communication bus of the second plurality of redundant communication buses (PB-2).

4. The system architecture (100) according to claim 3, wherein:the first plurality of main communication buses (PB-1) between actuator control modules comprises:- a respective first main communication bus (B-3) adapted to directly connect the first actuator control module (M-1 ) and the second actuator control module (M-2);- a respective second main communication bus (B-4) adapted to directly connect the second actuator control module (M-2) to the third actuator control module (M-3);the second plurality of redundant communication buses (PB-2) between actuator control modules comprises:- a respective first redundant communication bus (B-5) adapted to directly connect the first actuator control module (M-1 ) and the fourth actuator control module (M-4);- a respective second redundant communication bus (B-5) adapted to directly connect the third actuator control module (M-3) and the fourth actuator control module (M-4).

5. The system architecture (100) according to any one of the preceding claims, further comprising a first vehicle control software logic and a second vehicle control software logic, distinct from and independent of each other, allocated in at least two of said first actuator control module (M-1), second actuator control module (M-2), third actuator control module (M-3), fourth actuator control module (M-4).

6. The system architecture (100) according to any one of claims 1 or 2, further comprising a first chassis control unit (C-1 ) operatively connected to said braking request interface (R-F) and said first actuator control module (M-1 ), second actuator control module (M-2), third actuator control module (M-3), and fourth actuator control module (M-4),the at least one first main communication connection (B-1) exiting from said braking request interface (R-F) being adapted to directly connect the braking request interface (R-F) to the first chassis control unit (C-1).

7. The system architecture (100) according to claim 6, wherein:the at least one second redundant communication connection (B-2) exiting from said braking request interface (R-F) is adapted to directly connect the braking request interface (R-F) to the first actuator control module (M-1 ) and the second actuator control module (M-2);the first plurality of main communication buses (PB-1) between actuator control modules comprises a respective first main connection bus (B-6) adapted to directly connect the first chassis control unit (C-1 ) to said first actuator control module (M-1), second actuator control module (M-2), third actuator control module (M-3), fourth actuator control module (M-4);the second plurality of redundant communication buses (PB-2) between actuator control modules comprises a respective first redundantconnection bus (B-7) adapted to directly connect the first chassis control unit (C-1 ) to said first actuator control module (M-1 ), second actuator control module (M-2), third actuator control module (M-3), said fourth actuator control module (M-4).

8. The system architecture (100) according to claim 6, wherein:the at least one second redundant communication connection (B-2) exiting from said braking request interface (R-F) is adapted to directly connect the braking request interface (R-F) to the first actuator control module (M-1 ), the second actuator control module (M-2), the third actuator control module (M-3), and the fourth actuator control module (M-4);the first plurality of main communication buses (PB-1) between actuator control modules comprises:- a respective first main connection bus (B-8) adapted to directly connect the first chassis control unit (C-1) to said first actuator control module (M-1);- a respective second main connection bus (B-9) adapted to directly connect the first chassis control unit (C-1) to said second actuator control module (M-2);- a respective third main connection bus (B-10) adapted to directly connect the first chassis control unit (C-1 ) to said third actuator control module (M-3);- a respective fourth main connection bus (B-11 ) adapted to directly connect the first chassis control unit (C-1 ) to said fourth actuator control module (M-4);the second plurality of redundant communication buses (PB-2) between actuator control modules comprises:- a respective first redundant connection bus (B-12) adapted to directly connect the first chassis control unit (C-1) to said first actuator control module (M-1);- a respective second redundant connection bus (B-13) adapted to directly connect the first chassis control unit (C-1) to said second actuator control module (M-2);- a respective third redundant connection bus (B-14) adapted to directly connect the first chassis control unit (C-1) to said third actuator control module (M-3);- a respective fourth redundant connection bus (B-15) adapted to directly connect the first chassis control unit (C-1 ) to said fourth actuator control module (M-4).

9. The system architecture (100) according to claim 6, wherein:at least one second redundant communication connection (B-2) exiting from said braking request interface (R-F) is further adapted to directly connect the braking request interface (R-F) to the first actuator control module (M-1) and the third actuator control module (M-3);the first plurality of main communication buses (PB-1) between actuator control modules comprises:- a respective first main connection bus (B-16) adapted to directly connect the first chassis control unit (C-1) to said first actuator control module (M-1) and said second actuator control module (M-2);- a respective second main connection bus (B-17) adapted to directly connect the first chassis control unit (C-1 ) to said third actuator control module (M-3) and said fourth actuator control module (M-4);the second plurality of redundant communication buses (PB-2) between actuator control modules comprises:- a respective first redundant connection bus (B-18) adapted to directly connect the first actuator control module (M-1) to the second actuator control module (M-2);- a respective second redundant connection bus (B-19) adapted to directly connect the third actuator control module (M-3) to the fourth actuator control module (M-4).

10. The system architecture (100) according to claim 6, wherein:the at least one second redundant communication connection (B-2) exiting from said braking request interface (R-F) is further adapted to directly connect the braking request interface (R-F) to the third actuator control module (M-3);the first plurality of main communication buses (PB-1) between actuator control modules comprises:- a respective first main connection bus (B-20) adapted to directly connect the first chassis control unit (C-1) to said first actuator control module (M-1);- a respective second main connection bus (B-21) adapted to directly connect the first chassis control unit (C-1) to said second actuator control module (M-2);- a respective third main connection bus (B-22) adapted to directly connect the first chassis control unit (C-1 ) to said third actuator control module (M-3);- a respective fourth main connection bus (B-23) adapted to directly connect the first chassis control unit (C-1 ) to said fourth actuator control module (M-4);the second plurality of redundant communication buses (PB-2) between actuator control modules comprises:- a respective first redundant connection bus (B-24) adapted to directly connect the first actuator control module (M-1) to the second actuator control module (M-2);- a respective second redundant connection bus (B-25) adapted to directly connect the third actuator control module (M-3) to the fourth actuator control module (M-4).

11. The system architecture (100) according to any one of the preceding claims 6 to 10, further comprising a first vehicle control software logic and a second vehicle control software logic, distinct from and independent of each other, both allocated in the first chassis control unit (C-1 ).

12. The system architecture (100) according to claim 6, further com prising a second chassis control unit (C-2) operatively connected to said braking request interface (R-F) and said first actuator control module (M-1 ), second actuator control module (M-2), third actuator control module (M-3), fourth actuator control module (M-4),the at least one second redundant communication connection (B-2)exiting from said braking request interface (R-F) is adapted to directly connect the braking request interface (R-F) to the second chassis control unit (C-2).

13. The system architecture (100) according to claim 12, whereinthe at least one first main communication connection (B-1) exiting from said braking request interface (R-F) is adapted to directly connect the braking request interface (R-F) to the first actuator control module (M-1 );the at least one second redundant communication connection (B-2) exiting from said braking request interface (R-F) is further adapted to directly connect the braking request interface (R-F) to the second actuator control module (M-2);the first plurality of main communication buses (PB-1) between actuator control modules comprises a respective first main connection bus (B-26) adapted to directly connect the first chassis control unit (C-1) to said first actuator control module (M-1), second actuator control module (M-2), third actuator control module (M-3), fourth actuator control module (M-4);the second plurality of redundant communication buses (PB-2) between actuator control modules comprises a respective first redundant connection bus (B-27) adapted to directly connect the second chassis control unit (C-2) to said first actuator control module (M-1), second actuator control module (M-2), third actuator control module (M-3), said fourth actuator control module (M-4).

14. The system architecture (100) according to claim 12, wherein each actuator control module (M-1, M-2, M-3, M-4) is connected to one of said actuator control modules (M-1, M-2, M-3, M-4) and one of said first chassis control unit (C-1 ) and second chassis control unit (C-2), respectively, by means of a respective main communication bus of said first plurality of main communication buses (PB-1 ) and by means of a respective communication bus of the second plurality of redundant communication buses (PB-2), or vice versa.

15. The system architecture (100) according to claim 12, wherein:the first plurality of main communication buses (PB-1) between actuator control modules comprises:- a respective first main connection bus (B-28) adapted to directlyconnect the first chassis control unit (C-1 ) to the fourth actuator control module (M-4);- a respective second main connection bus (B-29) adapted to directly connect the second chassis control unit (C-2) to the third actuator control module (M-3);- a respective third main connection bus (B-30) adapted to directly connect the first actuator control module (M-1 ) to the fourth actuator control module (M-4);the second plurality of redundant communication buses (PB-2) between actuator control modules comprises:- a respective first redundant connection bus (B-31 ) adapted to directly connect the first chassis control unit (C-1) to the first actuator control module (M-1);- a respective second redundant connection bus (B-32) adapted to directly connect the second chassis control unit (C-2) to the second actuator control module (M-2);- a respective third redundant connection bus (B-33) adapted to directly connect the third actuator control module (M-3) to the fourth actuator control module (M-4).

16. The system architecture (100) according to claim 12, whereinthe first plurality of main communication buses (PB-1) between actuator control modules comprises:- a respective first main connection bus (B-34) adapted to directly connect the first chassis control unit (C-1) to the first actuator control module (M-1);- a respective second main connection bus (B-35) adapted to directly connect the first chassis control unit (C-1 ) to the second actuator control module (M-2);- a respective third main connection bus (B-36) adapted to directly connect the first chassis control unit (C-1) to the third actuator control module (M-3);- a respective fourth main connection bus (B-37) adapted to directlyconnect the first chassis control unit (C-1 ) to the fourth actuator control module (M-4);the second plurality of redundant communication buses (PB-2) between actuator control modules comprises:- a respective first redundant connection bus (B-38) adapted to directly connect the second chassis control unit (C-2) to the first actuator control module (M-1);- a respective second redundant connection bus (B-39) adapted to directly connect the second chassis control unit (C-2) to the second actuator control module (M-2);- a respective third redundant connection bus (B-40) adapted to directly connect the second chassis control unit (C-2) to the third actuator control module (M-3);- a respective fourth redundant connection bus (B-41) adapted to directly connect the second chassis control unit (C-2) to the fourth actuator control module (M-4).

17. The system architecture (100) according to any one of the preceding claims 12 to 16, further comprising a first vehicle control software logic and a second vehicle control software logic, distinct from and independent of each other, both allocated in the first chassis control unit (C-1) and the second chassis control unit (C-2).

18. The system architecture (100) according to any one of the preceding claims, wherein:the first actuator control module (M-1 ) and the second actuator control module (M-2) coincide and form a first actuator control module of the first axle of the vehicle;the third actuator control module (M-3) and the fourth actuator control module (M-4) coincide and form a second actuator control module of the second axle of the vehicle.

19. The system architecture (100) according to any one of the preceding claims 1 to 17, wherein:the first actuator control module (M-1 ) and the fourth actuator controlmodule (M-4) coincide and form a single actuator control module of a first diagonal of the vehicle;the second actuator control module (M-2) and the third actuator control module (M-3) coincide and form a single actuator control module of a second diagonal of the vehicle.

20. The system architecture (100) according to any one of the preceding claims 1 to 17, wherein:the first actuator control module (M-1) and the third actuator control module (M-3) coincide and form a single actuator control module of the first side of the vehicle;the second actuator control module (M-2) and the fourth actuator control module (M-4) coincide and form a single actuator control module of the second side of the vehicle.

21. The system architecture (100) according to any one of the preceding claims, the vehicle comprising a plurality of further subsequent axles of the vehicle starting from the second axle of the vehicle, the vehicle, for each further axle of the vehicle of said plurality, comprising:a braking corner (CF) comprising a respective brake disc (DF) and arranged on the first side of the vehicle, on said further axle of the vehicle;a braking corner (CF’) comprising a respective brake disc (DF’) and arranged on the second side of the vehicle, on said further axle of the vehicle;the system architecture (100), for each further axle of the vehicle of said plurality, comprising:a braking actuation module (S-LI1, S-lIT) associable with the braking corner (CF) of the vehicle arranged on the first side of the vehicle, on said further axle of the vehicle, the braking actuation module (S-LI1 , S-LIT) arranged on the first side of the vehicle being adapted to apply a braking action to a respective brake disc (DF), the braking actuation module (S-LI1, S-LIT) arranged on the first side of the vehicle comprising an actuator control module (M-LI1, M-lIT) and a respective braking actuator (A-LI1, A-lIT), the actuator control module (M-U1, M-LIT) arranged on the first side of the vehicle being configured to control the respective braking actuator (A-LI1 , A-LIT);a braking actuation module (A-LI2, A-LI2’) associable with the braking corner (CF’) of the vehicle arranged on the second side of the vehicle, on said further axle of the vehicle, the braking actuation module (A-LI2, A-LI2’) arranged on the second side of the vehicle being adapted to apply a braking action to a respective brake disc (DF’), the braking actuation module (A-LI2, A-LI2’) arranged on the second side of the vehicle comprising an actuator control module (M-LI2, M-LI2’) and a respective braking actuator (A-LI2, A-LI2’), the actuator control module (M-LI2, M-LI2’) arranged on the second side of the vehicle being configured to control the respective braking actuator (A-LI2, A-U2’),the first plurality of main communication buses (PB-1 ) comprising, for each further axle of the vehicle:- a respective main connection bus (B-P, B-P’) between actuator control modules adapted to directly connect the actuator control module (M-3, M-U1 ) arranged on the first side of a further axle of the vehicle to the actuator control module (M-LI2, M-LI2’) arranged on the second side of a subsequent further axle of the vehicle;the second plurality of redundant communication buses (PB-2) between actuator control modules comprises:- a respective first redundant connection bus (B-D, B-D’) adapted to directly connect the actuator control module (M-4, M-LI2) arranged on the second side of the last further axle of the vehicle to the actuator control module (M-U1 , M-U1’) arranged on the first side of the subsequent further axle of the vehicle,- a respective first redundant connection bus (B-D”) adapted to directly connect the actuator control module (M-lIT) arranged on the first side of the last further axle of the vehicle to the actuator control module (M-II2’) arranged on the second side of the last further axle of the vehicle.

22. The system architecture (100) according to any one of the preceding claims 1 to 20, the vehicle comprising a plurality of further subsequent axles of the vehicle starting from the second axle of the vehicle, the vehicle, for each further axle of the vehicle of said plurality, comprising:a braking corner (CF) comprising a respective brake disc (DF) and arranged on the first side of the vehicle, on said further axle of the vehicle;a braking corner (CF’) comprising a respective brake disc (DF’) and arranged on the second side of the vehicle, on said further axle of the vehicle;the system architecture (100), for each further axle of the vehicle of said plurality, comprising:a braking actuation module (S-LI1, S-lIT) associable with the braking corner (CF) of the vehicle arranged on the first side of the vehicle, on said further axle of the vehicle, the braking actuation module (S-LI1 , S-LI1’) arranged on the first side of the vehicle being adapted to apply a braking action to a respective brake disc (DF), the braking actuation module (S-LI1, S-111’) arranged on the first side of the vehicle comprising an actuator control module (M-111, M-111’) and a respective braking actuator (A-LI1, A-111’), the actuator control module (M-111, M-UT) arranged on the first side of the vehicle being configured to control the respective braking actuator (A-111 , A-lIT);a braking actuation module (A-LI2, A-LI2’) associable with the braking corner (CF’) of the vehicle arranged on the second side of the vehicle, on said further axle of the vehicle, the braking actuation module (A-LI2, A-LI2’) arranged on the second side of the vehicle being adapted to apply a braking action to a respective brake disc (DF’), the braking actuation module (A-LI2, A-LI2’) arranged on the second side of the vehicle comprising an actuator control module (M-LI2, M-II2’) and a respective braking actuator (A-LI2, A-LI2’), the actuator control module (M-LI2, M-II2’) arranged on the second side of the vehicle being configured to control the respective braking actuator (A-LI2, A-U2’),the first plurality of main communication buses (PB-1 ) comprising, for each further axle of the vehicle:- a respective main connection bus (B-P, B-P’) between actuator control modules adapted to directly connect the actuator control module (M-3, M-111 ) arranged on the first side of a further axle of the vehicle to the actuator control module (M-111 , M-UT) arranged on the first side of a subsequent further axle of the vehicle;the second plurality of redundant communication buses (PB-2) between actuator control modules comprises:- a respective first redundant connection bus (B-D, B-D’) adapted to directly connect the actuator control module (M-4, M-LI2) arranged on the second side of the further axle of the vehicle to the actuator control module (M-U2, M-U2’) arranged on the second side of the subsequent further axle of the vehicle,- a respective first redundant connection bus (B-D”) adapted to directly connect the actuator control module (M-lIT) arranged on the first side of the last further axle of the vehicle to the actuator control module (M-112’) arranged on the second side of the last further axle of the vehicle.

23. A vehicle having a braking system using Brake-by-Wire technology distributed on wheels, said vehicle comprising a system architecture (100) for controlling the braking system using Brake-by-Wire technology in accordance with any one of the preceding claims, the vehicle being a motorcycle, a motor vehicle, a light truck, a van, a minitruck, a heavy truck, a tractor, a trailer, generally a truck.

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