Vehicle comprising brake actuators, and method for operating same
Patent Information
- Application Number
- PCT/EP2026/054390
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-03-28
- Filing Date
- 2026-02-18
- Publication Date
- 2026-10-01
Smart Images
Figure EP2026054390_01102026_PF_FP_ABST
Abstract
Description
[0001] 202500125
[0002] 1
[0003] Description
[0004] Vehicle with brake actuators and method for its operation
[0005] The invention relates to vehicles, in particular rail vehicles with brake actuators.
[0006] The invention is based on the objective of providing a vehicle in which, in the event of a failure of the connection between components of the braking system and a control unit controlling the braking system, further vehicle operation is possible, at least to a possibly limited extent.
[0007] This problem is solved according to the invention by a vehicle with the features according to claim 1. Advantageous embodiments of the vehicle according to the invention are specified in the dependent claims.
[0008] According to the invention, at least one wheel group of the vehicle is equipped with at least two brake actuators, a first brake actuator of the wheel group is connected to a first data bus and can be controlled by a control unit via this first data bus, and a second brake actuator of the wheel group is connected to a second data bus and can be controlled by the control unit via this second data bus.
[0009] A significant advantage of the vehicle according to the invention is that, by providing at least two brake actuators within one and the same wheel group and by enabling the brake actuators to be controlled via at least two data buses as provided according to the invention, a loss of braking force in the wheel group can be avoided or at least quantitatively reduced in a particularly simple manner in the event of a failure of one of the data buses and the associated loss of controllability of the brake actuators connected to that data bus, by applying a higher braking force to the brake actuators of that wheel group that can be controlled via the remaining functioning data bus(s).
[0010] 2
[0011] The two data buses preferably operate autonomously or independently of each other; this means that if one of the data buses fails, the other can still be operational.
[0012] It is considered advantageous if all wheel groups of the vehicle are each equipped with at least two brake actuators connected to independently operating data buses.
[0013] It is advantageous if the control device is designed in such a way that it increases the braking force of the first brake actuator via the first data bus if the second data bus has failed, and increases the braking force of the second brake actuator via the second data bus if the first data bus has failed.
[0014] It is particularly advantageous if, in the event of a failure of the second data bus, the control unit increases the braking force of the first brake actuator by the braking force that the second brake actuator would generate if the second data bus were operational, and in the event of a failure of the first data bus, increases the braking force of the second brake actuator by the braking force that the first brake actuator would generate if the first data bus were operational. In such a configuration, a loss of braking force is thus avoided for each wheel group individually.
[0015] In a preferred embodiment, the first brake actuator and a partner actuator form an actuator pair which, in the case of test operation, coordinates itself through communication with each other via the common first data bus and thereby enables a test operation for this actuator pair in which, in a first test step, the first brake actuator is tested and the partner actuator is activated as a roll-away barrier, and in a second test step, the partner actuator is tested and the first brake actuator is activated as a roll-away barrier.
[0016] Alternatively or additionally, it can be provided that the second brake actuator and a partner actuator form an actuator pair which, in the case of test operation, coordinates itself through communication with each other via the shared second data bus, thereby enabling a test operation for this actuator pair in which, in a first test step, the second brake actuator is tested and the partner actuator is activated as a roll-away deterrent; in a second test step, the partner actuator is tested and the second brake actuator is activated as a roll-away deterrent. 202500125
[0017] 3
[0018] The order of the test steps is arbitrary; the second test step can be performed before or after the first test step.
[0019] The partner actuator is preferably a brake actuator of a different wheel group of the same chassis.
[0020] It may also be provided – as already mentioned – that one or more further wheel groups of the vehicle are each equipped with at least two brake actuators, of which a first brake actuator of the respective wheel group is connected to the first data bus and can be controlled via this first data bus, and of which a second brake actuator of the respective wheel group is connected to the second data bus and can be controlled via this second data bus.
[0021] The aforementioned wheel group, as the first wheel group, preferably forms a component of a chassis, in particular a bogie, together with a second wheel group, wherein in the first and second wheel groups a first brake actuator is connected to the first data bus and can be controlled via this first data bus, and wherein in the first and second wheel groups a second brake actuator is connected to the second data bus and can be controlled via this second data bus.
[0022] Furthermore, the vehicle may have third brake actuators, wherein the third brake actuators are each connected to the same data bus – be it the first data bus, the second data bus, or a third data bus – or to different data buses. Preferably, one of the third brake actuators is connected to the first data bus and the other of the third brake actuators is connected to the second data bus.
[0023] For example, it may be provided that the first and second wheel groups of the chassis each have a third brake actuator, wherein the third brake actuators are each connected to the same data bus – be it the first data bus, the second data bus or a third data bus – or to different data buses, preferably one of the third brake actuators to the first data bus and the other of the third brake actuators to the second data bus.
[0024] 4
[0025] For example, it may be advantageously provided that the third brake actuators of the first wheel group are each connected to the first data bus and that the control device is designed such that it increases the braking force of the first and third brake actuators via the first data bus if the second data bus has failed, and increases the braking force of the second brake actuators via the second data bus if the first data bus has failed.
[0026] Alternatively or additionally, the third brake actuators can each be connected to the third data bus; in the event of a failure of one of the three data buses, the braking force of the brake actuators connected to the other data buses can be increased by the braking force that the brake actuators of the failed data bus would generate if the data bus were operational.
[0027] At least one of the brake actuators of at least one of the wheel groups is preferably a friction brake and at least one other of the brake actuators of this wheel group is preferably a wear-free brake (e.g. electric motor in braking mode, rotating eddy current brake, etc.).
[0028] The first brake actuator may belong to a first actuator group of the vehicle, which includes one or more additional brake actuators besides the first brake actuator, and the second brake actuator may belong to a second actuator group of the vehicle, which includes one or more additional brake actuators besides the second brake actuator.
[0029] The brake actuators of the first actuator group are preferably connected to the first data bus and are preferably controllable via this first data bus; the brake actuators of the second actuator group are preferably connected to the second data bus and are preferably controllable via this second data bus.
[0030] The control device is preferably designed such that it increases the braking force of the brake actuators of the first actuator group if the second data bus has failed, and increases the braking force of the brake actuators of the second actuator group if the first data bus has failed.
[0031] 5
[0032] It is advantageous if, in the event of a failure of the second data bus, the control unit increases the braking force of the first actuator group by the braking force that the second actuator group would generate if the second data bus were operational, and in the event of a failure of the first data bus, increases the braking force of the second actuator group by the braking force that the first actuator group would generate if the first data bus were operational.
[0033] In a particularly advantageous embodiment, the vehicle comprises a carriage with two bogies, in particular bogies, each with a first and a second wheel group, wherein the wheel groups of the two bogies each have a first, a second and a third brake actuator, the first brake actuators are connected to the first data bus and can be controlled via this first data bus, the second brake actuators are connected to the second data bus and can be controlled via this second data bus, the third brake actuators of one of the two bogies are connected to the first data bus and can be controlled via this first data bus, and the third brake actuators of the other of the two bogies are connected to the second data bus and can be controlled via this second data bus.
[0034] The vehicle is preferably a rail vehicle.
[0035] It is considered advantageous if the wheel group or at least one of the wheel groups of the vehicle comprises two wheels that are rigidly connected to each other via an axle, and / or the wheel group or at least one of the wheel groups of the vehicle comprises two or more wheels that are offset in the longitudinal direction of travel and are rigidly (rotatably) connected to each other via a transmission.
[0036] The components described, namely the control unit, the data buses and the brake actuators, can together form a brake segment of the vehicle.
[0037] Additionally, the vehicle may include further such brake segments designed according to the above description or the patent claims.
[0038] The control unit can comprise two or more control modules that issue control commands to the brake actuators alternately or in parallel. 202500125
[0039] 6
[0040] The invention further relates to a method for operating a vehicle equipped with brake actuators. According to the invention, the method comprises a wheel assembly of the vehicle equipped with at least two brake actuators, a first brake actuator of the wheel assembly is connected to a first data bus and is controlled by a control unit via this first data bus, and a second brake actuator of the wheel assembly is connected to a second data bus and is controlled by the control unit via this second data bus.
[0041] Regarding the advantages of the method according to the invention and its advantageous embodiments, the above statements apply accordingly in connection with the vehicle according to the invention and its advantageous embodiments.
[0042] The invention is explained in more detail below with reference to exemplary embodiments; the following are shown as examples:
[0043] Fig. 1 Components of a first embodiment of a vehicle according to the invention in a simplified representation, wherein two wheel groups each comprise two brake actuators and are connected to two data buses,
[0044] Fig. 2 Components of a second embodiment of a vehicle according to the invention in a simplified representation, wherein four wheel groups each comprise three brake actuators and are connected to two data buses,
[0045] Fig. 3 Components of a third embodiment for a vehicle according to the invention in a simplified representation, wherein the connection of the brake actuators is chosen differently than in the second embodiment according to Figure 2, and
[0046] Fig. 4 Components of a fourth embodiment of a vehicle according to the invention in a simplified representation, wherein four wheel groups each comprise three brake actuators and are connected to three data buses. 202500125
[0047] 7
[0048] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.
[0049] Figure 1 shows a simplified representation of components of a first embodiment of a vehicle 10 according to the invention. A wheel assembly, hereinafter referred to as the first wheel assembly RG1, is shown, equipped with two brake actuators. A first brake actuator BA1 of the wheel assembly RG1 is connected to a first data bus DB1 and is controlled by a control unit SE via this first data bus DB1. A second brake actuator BA2 of the wheel assembly RG1 is connected to a second data bus DB2 and is controlled by the control unit SE via this second data bus DB2. The two data buses operate independently of each other; this means that if one of the data buses fails, the other can still be operational.
[0050] In the embodiment shown in Figure 1, the first wheel group RG1 comprises two wheels R, which are rigidly connected to each other via an axle and are arranged on opposite sides of the vehicle. Alternatively or additionally, the first wheel group RG1 could also comprise two or more wheels R, which are offset in the longitudinal direction X and are rigidly connected to each other via a transmission to prevent rotation.
[0051] The control unit SE is preferably designed such that it increases the braking force of the first brake actuator BA1 via the first data bus DB1 if the second data bus DB2 has failed, and increases the braking force of the second brake actuator BA2 via the second data bus DB2 if the first data bus DB1 has failed.
[0052] In the event of a failure of the second data bus DB2, the control unit SE can, for example, operate individually for each wheel group. This means it can increase the braking force of the first brake actuator BA1 by the braking force that the second brake actuator BA2 would generate if the second data bus DB2 were operational. Conversely, in the event of a failure of the first data bus DB1, it can increase the braking force of the second brake actuator BA2 by the braking force that the first brake actuator BA1 would generate if the first data bus DB1 were operational. With this configuration, a loss of braking force is compensated for individually for each wheel group if one of the data buses fails.
[0053] 8
[0054] In addition to the first wheel group RG1, the vehicle can include a second wheel group RG2, in which a first brake actuator BA1 is connected to the first data bus DB1 and controlled by the control unit SE via this first data bus DB1, and a second brake actuator BA2 is connected to the second data bus DB2 and controlled by the control unit SE via this second data bus DB2. Wheel groups RG1 and RG2 can, but do not have to, belong to the same chassis FW1.
[0055] In the case of two or more wheel groups, the control unit SE can optionally increase the braking force in the event of a failure of one of the data buses either individually for each wheel group, as already described, or alternatively for each actuator group. For example, all first brake actuators BA1, or at least the first brake actuators BA1 of the first and second wheel groups, can belong to a first actuator group of the vehicle because they are connected to the same first data bus DB1, and all second brake actuators BA2, or at least the second brake actuators BA2 of the first and second wheel groups, can belong to a second actuator group of the vehicle because they are connected to the same second data bus DB2.
[0056] In the event of a data bus failure and actuator group-related compensation for brake force loss, the control unit SE can increase the braking force of the brake actuators of the first actuator group if the second data bus DB2 has failed, and increase the braking force of the brake actuators of the second actuator group if the first data bus DB1 has failed. Preferably, in the event of a failure of the second data bus DB2, the control unit SE will increase the braking force of the first actuator group by the braking force that the second actuator group would generate if the second data bus DB2 were operational, and in the event of a failure of the first data bus DB1, the braking force of the second actuator group will increase the braking force that the first actuator group would generate if the first data bus DB1 were operational.
[0057] The first brake actuator BA1 of the first wheel group RG1 and the first brake actuator BA1 of the second wheel group RG2 can also interact as partner actuators and form a first actuator pair AP1, in which the brake actuators coordinate themselves during test operation by communicating with each other via the shared first data bus DB1, thereby enabling joint test operation for this actuator pair. In such a test operation, in a first test step 202500125
[0058] 9
[0059] The first brake actuator BA1 of the first wheel group RG1 is tested, and the first brake actuator BA1 of the second wheel group RG2 is activated as a roll-away preventer in accordance with the partner function. In a second test step, the first brake actuator BA1 of the second wheel group RG2 can be tested, and the first brake actuator BA1 of the first wheel group RG1 can be activated as a roll-away preventer in accordance with the partner function. The order of the test steps is arbitrary; the second test step can be performed before or after the first test step.
[0060] Similarly, the second brake actuator BA2 of the first wheel group RG1 and the second brake actuator BA2 of the second wheel group RG2 can interact as partner actuators and form a second actuator pair AP2.
[0061] Figure 2 shows components of a second embodiment of a vehicle 10 according to the invention in a simplified representation. Four adjacent wheel groups are shown, the first of which is designated by reference numeral RG1, the second by reference numeral RG2, the third by reference numeral RG3, and the fourth by reference numeral RG4.
[0062] The four wheel groups RG1 to RG4 are each equipped with a first brake actuator BA1, a second brake actuator BA2 and a third brake actuator BA3.
[0063] Wheel groups RG1 and RG2 may, advantageously but not necessarily, belong to a first bogie FW1, and wheel groups RG3 and RG4 may, advantageously but not necessarily, belong to a second bogie FW2. It is advantageous if the two bogies shown in Figure 2 belong to the same car of, for example, a multi-section vehicle, as indicated in Figure 2.
[0064] In the embodiment shown in Figure 2, the first and third brake actuators of the first and second wheel groups, i.e., those of the first chassis, are connected to the first data bus DB1 and the second brake actuators BA2 of the first and second wheel groups are connected to the second data bus DB2.
[0065] The assignment is different for the third and fourth wheel groups; there, only the first brake actuators BA1 are connected to the first data bus DB1, while the second and third brake actuators are connected to the second data bus DB2. 202500125
[0066] 10
[0067] The procedure according to Figure 2 ensures that the first brake actuators BA1 of the first and second wheel groups, the first brake actuators BA1 of the third and fourth wheel groups, the second brake actuators BA2 of the first and second wheel groups, the second brake actuators BA2 of the third and fourth wheel groups, the third brake actuators BA3 of the first and second wheel groups and the third brake actuators BA3 of the third and fourth wheel groups can each form an actuator pair AP1, AP2 and AP3 respectively for a test operation, as has been explained above in connection with Figure 1 for the first and second wheel groups.
[0068] In the event of a failure of one of the data buses, the SE control unit can - as already described - perform compensation for the loss of braking force individually for each wheel group.
[0069] Alternatively, in the event of a failure of one of the data buses, the SE control unit can perform compensation for the loss of braking force on an actuator group basis.
[0070] For example, all brake actuators connected to the first data bus DB1 can form a first actuator group to compensate for a loss of braking force, and all other brake actuators connected to the second data bus DB2 can form a second actuator group.
[0071] In the case of actuator group-related compensation for brake force loss, the control unit SE can increase the braking force of the brake actuators of the first actuator group if the second data bus DB2 has failed, and increase the braking force of the brake actuators of the second actuator group if the first data bus DB1 has failed. Preferably, in the event of a failure of the second data bus DB2, the control unit SE will increase the braking force of the first actuator group by the braking force that the second actuator group would generate if the second data bus DB2 were operational, and in the event of a failure of the first data bus DB1, the braking force of the second actuator group will increase the braking force that the first actuator group would generate if the first data bus DB1 were operational.
[0072] Figure 3 shows components of a third embodiment of a vehicle 10 according to the invention in a simplified representation. As in Figure 2, four adjacent wheel groups RG1 to RG4 are shown. The assignment of the brake actuators to the data buses is chosen differently – with respect to the chassis – than in Figure 2, so that the formation of actuator pairs is not possible for all
[0073] 11
[0074] Brake actuators can be controlled within the same chassis, but – if desired – only across chassis types for some of the brake actuators. Otherwise, the above statements relating to Figure 2 apply accordingly to the embodiment shown in Figure 3.
[0075] Figure 4 shows components of a fourth embodiment of a vehicle 10 according to the invention in a simplified representation. As in Figures 2 and 3, four adjacent wheel groups RG1 to RG4 are shown. The assignment of the brake actuators to data buses is different from that shown in Figures 2 and 3, with respect to the chassis. Specifically, all first brake actuators BA1 are connected to a first data bus DB1, all second brake actuators BA2 to a second data bus DB2, and all third brake actuators to a third data bus DB3.
[0076] In the event of a failure of one of the data buses, the SE control unit will increase the braking force of the brake actuators connected to the functioning data buses in order to maintain the total vehicle-related braking force at a desired level.
[0077] Furthermore, the above statements relating to Figures 1 to 3 apply accordingly to the embodiment shown in Figure 4.
[0078] Finally, it should be mentioned that the features of all the embodiments described above can be combined with each other in any way to form further embodiments of the invention.
[0079] Furthermore, all features of dependent claims can be combined individually with each of the dependent claims, either alone or in any combination with one or more other dependent claims, to obtain further embodiments.
[0080] 12
[0081] Reference symbol list
[0082] AP1 first actuator pair
[0083] AP2 second actuator pair
[0084] AP3 third actuator pair
[0085] BA1 first brake actuator
[0086] BA2 second brake actuator
[0087] BA3 third brake actuator
[0088] DB1 first data bus
[0089] DB2 second data bus
[0090] DB3 third data bus
[0091] FW1 first landing gear
[0092] FW2 second landing gear
[0093] R wheel
[0094] RG1 first cycling group
[0095] RG2 second cycling group
[0096] RG3 third cycling group
[0097] RG4 fourth cycling group
[0098] SE control unit
[0099] X Longitudinal direction of travel
[0100] 10 vehicles
Claims
202500125 13 Patent claims 1. Vehicle with brake actuators, characterized by the fact that - at least one wheel group (RG1) of the vehicle is equipped with at least two brake actuators, - a first brake actuator (BA1) of the wheel group (RG1) is connected to a first data bus (DB1) and can be controlled via this first data bus (DB1) by a control unit (SE) and - a second brake actuator (BA2) of the wheel group (RG1) is connected to a second data bus (DB2) and can be controlled by the control unit (SE) via this second data bus (DB2).
2. Vehicle according to claim 1 , characterized by the fact that the control unit (SE) is designed such that it increases the braking force of the first brake actuator (BA1) via the first data bus (DB1) if the second data bus (DB2) has failed, and increases the braking force of the second brake actuator (BA2) via the second data bus (DB2) if the first data bus (DB1) has failed.
3. Vehicle according to claim 2, characterized by the fact that the control unit (SE) - in the event of a failure of the second data bus (DB2), the braking force of the first brake actuator (BA1) is increased by the braking force that the second brake actuator (BA2) would generate if the second data bus (DB2) were operational, and - in the event of a failure of the first data bus (DB1), the braking force of the second brake actuator (BA2) is increased by the braking force that the first brake actuator (BA1) would generate if the first data bus (DB1) were operational.
4. Vehicle according to one of the preceding claims, characterized by the fact that - the first brake actuator (BA1) and a partner actuator form an actuator pair which, in the case of test operation, coordinate themselves through communication with each other via the common first data bus (DB1) and thereby enable a test operation for this actuator pair, in which in a first test step the 202500125 14 The first brake actuator (BA1) is tested and the partner actuator is activated as a roll-away deterrent, and in a second test step the partner actuator is tested and the first brake actuator (BA1) is activated as a roll-away deterrent, and / or - the second brake actuator (BA2) and a partner actuator form an actuator pair which, in the case of test operation, coordinates itself through communication with each other via the common second data bus (DB2) and thus enables a test operation for this actuator pair in which, in a first test step, the second brake actuator (BA2) is tested and the partner actuator is activated as a roll-away barrier, and in a second test step, the partner actuator is tested and the second brake actuator (BA2) is activated as a roll-away barrier.
5. Vehicle according to one of the preceding claims, characterized by the fact that one or more additional wheel groups of the vehicle are each equipped with at least two brake actuators, - of which a first brake actuator (BA1) of the respective wheel group (RG1 , RG2) is connected to the first data bus (DB1) and can be controlled via this first data bus (DB1) and - of which a second brake actuator (BA2) of the respective wheel group (RG1 , RG2) is connected to the second data bus (DB2) and can be controlled via this second data bus (DB2).
6. Vehicle according to one of the preceding claims, characterized by the fact that The above-mentioned wheel group as the first wheel group (RG1) together with a second wheel group (RG2) forms a component of a chassis, in particular a bogie, - wherein in the first and second wheel group (RG1, RG2) a first brake actuator (BA1) is connected to the first data bus (DB1) and can be controlled via this first data bus (DB1) and - wherein in the first and second wheel group (RG1, RG2) a second brake actuator (BA2) is connected to the second data bus (DB2) and can be controlled via this second data bus (DB2).
7. Vehicle according to claim 6, characterized by the fact that 202500125 15 - the first and second wheel groups (RG1, RG2) of the chassis each have a third brake actuator (BA3), - wherein the third brake actuators (BA3) are each connected to the same data bus - be it the first data bus (DB1), the second data bus (DB2) or a third data bus (DB3) - or to different data buses, preferably one of the third brake actuators (BA3) to the first data bus (DB1) and the other of the third brake actuators (BA3) to the second data bus (DB2).
8. Vehicle according to claim 7, characterized by the fact that - the third brake actuators (BA3) are each connected to the first data bus (DB1) and - the control unit (SE) is designed such that it increases the braking force of the first and third brake actuators via the first data bus (DB1) if the second data bus (DB2) has failed, and increases the braking force of the second brake actuators via the second data bus (DB2) if the first data bus (DB1) has failed.
9. Vehicle according to claim 7, characterized by the fact that - the third brake actuators (BA3) are each connected to the third data bus (DB3), - in the event of a failure of one of the three data buses, the braking force of the brake actuators connected to the other data buses is increased by the braking force that the brake actuators of the failed data bus would generate if the data bus were operational.
10. Vehicle according to one of the preceding claims, characterized by the fact that - at least one of the brake actuators, at least one of the wheel groups, is a friction brake and - at least one other brake actuator of this wheel group is a wear-free brake (e.g. rotating eddy current brake).
11. Vehicle according to one of the preceding claims, characterized by the fact that 202500125 16 - the first brake actuator (BA1) belongs to a first actuator group of the vehicle, which, in addition to the first brake actuator (BA1), includes one or more further brake actuators, and - the second brake actuator (BA2) belongs to a second actuator group of the vehicle, which in addition to the second brake actuator (BA2) includes one or more further brake actuators, - wherein the brake actuators of the first actuator group are connected to the first data bus (DB1) and can be controlled via this first data bus (DB1), and - wherein the brake actuators of the second actuator group are connected to the second data bus (DB2) and can be controlled via this second data bus (DB2).
12. Vehicle according to claim 11 , characterized by the fact that The control unit (SE) is designed such that it increases the braking force of the brake actuators of the first actuator group if the second data bus (DB2) has failed, and increases the braking force of the brake actuators of the second actuator group if the first data bus (DB1) has failed.
13. Vehicle according to one of the preceding claims 11 to 12, characterized by the fact that the control unit (SE) - in the event of a failure of the second data bus (DB2), the braking force of the first actuator group is increased by the braking force that the second actuator group would generate if the second data bus (DB2) were operational, and - in the event of a failure of the first data bus (DB1), the braking force of the second actuator group is increased by the braking force that the first actuator group would generate if the first data bus (DB1) were operational.
14. Vehicle according to one of the preceding claims, characterized by the fact that the vehicle has a carriage with two bogies (FW1 , FW2), in particular bogies, each with a first and a second wheel group (RG1 , RG2), wherein 202500125 17 - the wheel groups of the two chassis each have a first, a second and a third brake actuator (BA1, BA2, BA3), - the first brake actuators (BA1) are connected to the first data bus (DB1) and can be controlled via this first data bus (DB1), - the second brake actuators (BA2) are connected to the second data bus (DB2) and can be controlled via this second data bus (DB2), - the third brake actuators (BA3) of one of the two bogies are connected to the first data bus (DB1) and can be controlled via this first data bus (DB1), and the third brake actuators (BA3) of the other of the two bogies are connected to the second data bus (DB2) and can be controlled via this second data bus (DB2).
15. Method for operating a vehicle equipped with brake actuators, characterized by the fact that - one wheel group (RG1) of the vehicle is equipped with at least two brake actuators, - a first brake actuator (BA1) of the wheel group (RG1) is connected to a first data bus (DB1) and is controlled via this first data bus (DB1) by a control unit (SE) and - a second brake actuator (BA2) of the wheel group (RG1) is connected to a second data bus (DB2) and is controlled by the control unit (SE) via this second data bus (DB2).