阅读说明：本技术 用于制动设备的控制系统和用于车辆的自主制动方法 (Control system for a brake system and autonomous braking method for a vehicle ) 是由 M·马夸特 于 2020-09-30 设计创作，主要内容包括：本发明涉及一种用于车辆的至少两个摩托化制动设备的控制系统,其中控制系统被设计为在自主模式下将两个摩托化制动设备中至少一个摩托化制动设备操控为使得车辆能借助于至少一个操控的摩托化制动设备来制动,其中控制系统在自主模式期间附加地设计为：在存在自己确定的或提供的关于在第一摩托化制动设备处存在至少一个功能障碍方面的信息时操控第一摩托化制动设备来实施预先给定的测试功能；并且只要关于由操控的第一摩托化制动设备实施的实际功能方面的至少一个传感器值处在至少一个预先给定的正常值域内,就使自主模式继续,其方式是第二摩托化制动设备能在考虑至少一个额定量的情况下被操控为使得车辆能借助于操控的第二摩托化制动设备来制动。(The invention relates to a control system for at least two motorized brake devices of a vehicle, wherein the control system is designed to actuate at least one of the two motorized brake devices in an autonomous mode such that the vehicle can be braked by means of the at least one actuated motorized brake device, wherein the control system is additionally designed during the autonomous mode to: actuating the first motorized brake device to carry out a predetermined test function when information is available which is determined or provided by the first motorized brake device regarding the presence of at least one malfunction at the first motorized brake device; and the autonomous mode is continued as long as at least one sensor value for the actual function performed by the actuated first motorized brake device is within at least one predefined normal value range, in that the second motorized brake device can be actuated, taking into account at least one rated quantity, such that the vehicle can be braked by means of the actuated second motorized brake device.)

1. A control system (10) for at least two motorized braking devices (12, 14) of a vehicle,

wherein the control system (10) is designed to operate at least the two motorized brake devices (12, 14) in an autonomous mode in such a way that at least one of the two motorized brake devices (12, 14) can be actuated in consideration of at least one self-determined or provided rated quantity (16) with respect to the target deceleration to be autonomously implemented of the vehicle, in such a way that the vehicle can be braked by means of at least one actuated motorized brake device (12, 14),

it is characterized in that the preparation method is characterized in that,

the control system (10) is additionally designed during the autonomous mode to: in the presence of information (24) determined or provided by itself regarding the presence of at least one malfunction at a first motorized brake device (12) of the two motorized brake devices, the first motorized brake device (12) is actuated to implement a predetermined test function; and is

The autonomous mode is continued as long as at least one sensor value (28) determined or provided by itself in relation to the actual function performed by the first motorized brake device (12) controlled to perform the test function is within at least one predetermined normal value range, in that the second motorized brake device (14) of the two motorized brake devices can be controlled, taking into account the at least one setpoint value (16), in such a way that the vehicle can be braked by means of the controlled second motorized brake device (14).

2. The control system (10) according to claim 1, wherein the control system (10) is designed to command the second motorized brake device (14) without delay so that the vehicle can be transferred to a standstill of the vehicle by means of the commanded second motorized brake device (14) as long as at least one sensor value (28) is outside of its at least one normal value range.

3. A braking system for a vehicle, the braking system having:

the control system (10) according to claim 1 or 2;

a first motorized braking device (12) acting in concert; and

a second, co-acting motorized brake device (14).

4. A braking system according to claim 3, wherein the second motorized braking device (14) comprises a hydraulic aggregate having at least one pump operable by means of a pump motor.

5. A braking system according to claim 4, wherein the first motorized braking device (12) comprises an electromechanical brake booster preceded by a master brake cylinder of the hydraulic aggregate.

6. Braking system according to any one of claims 3 to 5, wherein the second motorized braking device (14) has at least one sensing device (30) by means of which the at least one sensor value (28) can be measured and provided to the control system (10).

7. Brake system according to claims 5 and 6, wherein at least one hydraulic pressure sensor is arranged as at least one sensor device (30) on and/or in the hydraulic aggregate, by means of which the at least one sensor value (28) can be measured and supplied to the control system (10).

8. An autonomous braking method for a vehicle equipped with two motorized braking devices (12, 14):

operating the two motorized braking devices (12, 14) in an autonomous mode during the vehicle travel has the steps of:

autonomously specifying (S1 a) at least one rated quantity (16) with respect to a rated deceleration of the vehicle to be autonomously implemented; and is

Actuating at least one of the two motorized brake devices (12, 14) taking into account the at least one setpoint quantity (16) such that the vehicle is braked (S1 b) by means of the at least one actuated motorized brake device (12, 14);

the method is characterized by comprising the following steps:

manipulating (S3 a) a first of the two motorized brake devices (12) to carry out a predetermined test function when it is ascertained that at least one malfunction exists at the first motorized brake device (12);

determining (S3 b) at least one sensor value (28) relating to an actual functional aspect implemented by a first motorized brake device (12) manipulated for implementing the test function; and is

As long as the at least one sensor value (28) is within at least one predefined normal value range, the autonomous mode is continued in that a second motorized brake device (14) of the two motorized brake devices is actuated, taking into account the at least one setpoint quantity (16), in such a way that the vehicle is braked (S5) by means of the actuated second motorized brake device (14).

9. Method according to claim 8, wherein the second motorized brake device (14) is commanded without delay so that the vehicle is transferred (S7) to its stopped state by means of the commanded second motorized brake device (14) as long as the at least one sensor value (28) is outside its at least one normal value range.

10. Method according to claim 8 or 9, wherein the at least one sensor value (28) is measured by means of at least one hydraulic pressure sensor, by means of at least one deceleration sensor and/or by means of at least one wheel sensor.

Technical Field

The invention relates to a control system for at least two motorized brake systems and a brake system for a vehicle. The invention also relates to an autonomous braking method for a vehicle equipped with two motorized braking devices.

Background

Brake systems for vehicles equipped with two motorized brake devices are known from the prior art. For example, the brake system of DE 102012222974 a1 has an electromechanical brake booster upstream of its master brake cylinder as its first motorized brake system and a hydraulic unit with at least one pump which can be operated by means of a pump motor as its second motorized brake system.

Disclosure of Invention

The invention provides a control system for at least two motorized brake devices having the features of claim 1, a brake system for a vehicle having the features of claim 3 and an autonomous braking method for a vehicle equipped with two motorized brake devices having the features of claim 8.

THE ADVANTAGES OF THE PRESENT INVENTION

The invention provides the possibility of extending the feasibility of an autonomous mode in which a vehicle equipped with two motorized brake devices can be autonomously braked in such a way that, even if there is at least one dysfunction at the first of the two motorized brake devices of the vehicle, the autonomous mode can continue with good driving comfort and high safety standards being ensured, but the first motorized brake device can also be used as a "Back-Up-brake". The autonomous mode may be understood in particular as an autonomous speed control mode or an autonomous driving mode. Therefore, the present invention also contributes to improvement of the autonomous travel mode/the implementability of autonomous travel of the vehicle. The invention thereby also improves the applicability of the vehicle using the invention for autonomous driving.

Note that: the use of the invention on vehicles equipped with two motorized braking devices generally does not require the extension of the hardware or sensing means of the respective vehicle. Alternatively, the invention can be implemented by means of the hardware and sensor devices of a vehicle equipped with two motorized brake systems, which are already known from the prior art and are usually built on the vehicle. The invention is therefore cost-effective and can be implemented without increasing the overall weight of a vehicle equipped with two motorized brake devices. The invention can be implemented, for example, by means of a corresponding configuration/programming of the control system according to the invention.

In an advantageous embodiment of the control system, the control system is designed to actuate the second motorized brake device without delay so that the vehicle can be transferred to the standstill of the vehicle by means of the actuated second motorized brake device as long as the at least one sensor value lies outside its at least one normal value range. In this way it can be ensured that: in which the first motored brake device is no longer rapidly transferred to its stopped state as a "Back-Up-brake" for the case of failure of the second motored brake device. This ensures high safety standards for vehicle occupants and other traffic members that may be in the vehicle.

The previously described advantages also result from a braking system for a vehicle having such a control system, a first motorized braking device acting together and a second motorized braking device acting together.

For example, the second motorized brake device may comprise a hydraulic unit having at least one pump which can be operated by means of a pump motor. Since such hydraulic assemblies are often used in brake systems, a plurality of standard brake system types may be used in order to use the invention.

The first motorized brake system may in particular comprise an electromechanical brake booster which is upstream of a master brake cylinder of the hydraulic aggregate. Advantageously, such an electromechanical brake booster can interact with a hydraulic unit.

Preferably, the second motorized brake device has at least one sensor device, by means of which at least a sensor value can be measured and provided to the control system. Since the second motorized brake device is generally independent/almost independent of the presence of the at least one dysfunction on the first motorized brake device, the at least one sensor device of the second motorized brake device can be reliably used to check whether the first motorized brake device is still at least serving as a "Back-Up-brake" for the case of a failure of the second motorized brake device. The at least one sensing device may be, for example: at least one deceleration sensor; at least one wheel sensor, such as in particular at least one wheel speed sensor and/or at least one wheel speed detector; at least one hydraulic pressure sensor; and/or a camera system designed for ambient monitoring.

Preferably, at least one hydraulic pressure sensor is arranged on and/or in the hydraulic aggregate as the at least one sensor device, by means of which the at least one sensor value can be measured and supplied to the control system. By means of the at least one hydraulic pressure sensor, it can be reliably checked whether the electromechanical brake booster, which is actuated as a test function for slightly increasing the pressure in at least some of the volumes of the hydraulic aggregate, still has a certain minimum functionality, which still makes it suitable as a "Back-Up-brake". Thus, sensor types that are typically already built on/in the hydraulic unit can be used to implement the present invention.

Furthermore, the implementation of an autonomous braking method for a vehicle equipped with two motorized braking devices also provides the advantages set forth above. It is explicitly pointed out that: the autonomous braking method may be extended in accordance with the embodiments of the control system and the braking system set forth above.

Drawings

Further features and advantages of the invention are explained below with reference to the drawings. Wherein:

FIG. 1 shows a flow chart illustrating an embodiment of an autonomous braking method for a vehicle equipped with two motorized braking devices; and is

Fig. 2 shows a schematic diagram of an embodiment of the control system or of a brake system acting together with the control system.

Detailed Description

Fig. 1 shows a flow chart for explaining an embodiment of an autonomous braking method for a vehicle equipped with two motorized braking devices.

By means of the autonomous braking method described below, two motorized braking devices of the vehicle are operated in an autonomous mode during the travel of the vehicle. The autonomous mode is to be understood as meaning an autonomous/automatic mode in which the vehicle is braked/can be braked without a braking request by its driver, that is to say without the driver actuating a brake actuating element of the vehicle, such as a brake pedal. This autonomous mode can be understood in particular as: an autonomous/automatic speed control mode, such as an adaptive cruise control mode; or autonomous/automatic driving mode. An autonomous/automatic driving mode may be understood in particular as a driver-less driving mode.

Note that: the implementability of the autonomous braking method described below is not limited to a particular vehicle type of the respective vehicle/motor vehicle. The feasibility of this autonomous braking method generally requires only that the respective vehicle be equipped with its two motorized braking devices. For example, a hydraulic unit having at least one pump which can be operated by means of a pump motor and an electromechanical brake booster which is arranged upstream of a master brake cylinder of the hydraulic unit can be operated as a motorized brake system by means of the autonomous braking method.

During the driving of the vehicle, which is carried out in the autonomous mode, method step S1 is carried out first and this method step S1 is repeated, if appropriate, a plurality of times. In sub-step S1a of method step S1, at least one rated quantity in terms of a rated deceleration to be autonomously implemented of the vehicle is autonomously specified. For this purpose, at least one part of the surroundings of the vehicle is investigated with respect to a target deceleration which may be to be carried out by the vehicle, for example by means of sensors and/or an evaluation system of the vehicle and/or by means of sensors and/or an evaluation system outside the vehicle. Preferably, the at least one setpoint quantity is set autonomously by a sensor and/or evaluation system of the vehicle and/or a sensor and/or evaluation system outside the vehicle in such a way that the correspondingly decelerated vehicle complies with a predefined setpoint driving pattern or implements an advantageous driving pattern. The at least one setpoint value can also be specified in sub-step S1a as being equal to zero autonomously as a function of the setpoint deceleration, as long as a constant speed maintenance or acceleration of the vehicle is advantageous in view of the conditions prevailing in at least part of the surroundings of the vehicle.

In a next substep S1b of method step S1, at least one of the two motorized brake devices is actuated, taking into account the at least one rated quantity, such that the vehicle is braked by means of the at least one actuated motorized brake device. Preferably, at least one of the two motorized brake devices is actuated such that the vehicle is braked with an actual deceleration corresponding to the at least one rated value by means of the at least one actuated motorized brake device.

If this is desired, the vehicle can be braked only by means of the actuated first motorized brake device, provided that a defined target deceleration of the vehicle can be brought about by means of only the first motorized brake device of the two motorized brake devices. In this case, the first motorized brake device is used as the "active brake" or "service brake" for braking the vehicle during method step S1, while the second of the two motorized brake devices of the vehicle is present only as a "Back-Up brake", "emergency brake" ("Back-Up-brake") or as an "auxiliary brake" during the implementation of method step S1. Alternatively, however, the first motorized brake system and the second motorized brake system can also be used jointly for braking the vehicle when method step S1 is carried out.

During method step S1, optional substep S1c may also be carried out at least once, in which substep S1c it is determined whether at least one malfunction is present at the first motorized brake device. The presence of at least one dysfunction at the first motorized brake device may also be understood as a failure of the first motorized brake device. To implement sub-step S1c, the sensing means of the first motorized braking device can be used. For example, in the case of a first motorized brake system designed as an electromechanical brake booster, the voltage present at the windings of the motor of the electromechanical brake booster can be measured by means of the sensor device of the electromechanical brake booster and compared with a predefined voltage threshold value. In this case, the voltage threshold value can be predefined such that, if the voltage present at the winding falls below the predefined voltage threshold value, there is a high probability of an undervoltage being present at the motor of the electromechanical brake booster, which undervoltage at least indicates a malfunction of the electromechanical brake booster.

Upon ascertaining that at least one malfunction is present at the first brake system, a transition is made from method step S1 to method step S2. Method step S2 is carried out/repeated within a predefined or waiting transition time interval. In the case of method step S2, after each execution of the above-described substep S1a of method step S2, substep S2a of method step S2 is executed, in which substep S2a only the second motorized brake system is actuated, taking into account the at least one setpoint variable, such that the vehicle is braked only by means of the actuated second brake system. Thus, during method step S2, the second motorized brake device is used as an "active brake" or "foundation brake" for braking the vehicle. This may also be referred to as Degradation of the first motored brake equipment.

In the event that it is recognized that at least one malfunction is present at the first motorized brake system, method step S3 is also carried out. For example, method step S3 may begin immediately after identifying at least one malfunction at the first motorized brake device. Alternatively, however, it is also possible to wait for a predefined waiting time after the identification of the presence of at least one malfunction at the first motorized brake system before starting the implementation of method step S3.

In substep S3a of method step S3, the first motorized brake device is actuated to implement a predetermined test function. The test function performed by actuation of the first motorized brake device can be understood as an action of the first motorized brake device which causes at least a slight slowing of the vehicle as long as the test function can actually be performed by means of the first motorized brake device. Thus, the test function may cause a "test braking" of the vehicle. Preferably, the vehicle is only slightly decelerated by means of the first motorized braking device (actually) implementing the test function, so that neither the vehicle occupants nor other traffic members are irritated by the slowing of the vehicle. For example, in the case of a first motorized brake system designed as an electromechanical brake booster, the motor of the electromechanical brake booster is actuated as a test function to adjust the at least one adjustable piston of the (downstream) master brake cylinder by means of the motor operation, so that the master brake cylinder pressure/preload present in the master brake cylinder and usually also the at least one brake pressure in the at least one wheel brake cylinder connected to the master brake cylinder are increased (slightly).

Furthermore, in a following sub-step S3b of method step S3, at least one sensor value is determined/measured with respect to the actual function carried out by the first motorized brake device manipulated for carrying out the test function. At least one determined/measured sensor value is to be understood as a sensor variable which is increased or decreased by means of the first motorized brake system (actually) performing the test function. For measuring the at least one sensor value, at least one sensor device of the second motorized brake system and/or a sensor external to at least one brake system of the vehicle is preferably used. In this way, the second motorized brake system can be operated in a simple manner, without any problems, in order to ensure that the first motorized brake system is not damaged. In this way it is possible to prevent: the checking of the first motorized brake device, which is carried out by means of method step S3, is also hampered by faults that may be present at the sensor device of the first motorized brake device, which faults lead to the unreasonable assumption that at least one malfunction is present at the first motorized brake device. Method step S3 therefore causes a "good check" (Goodcheck), by means of which not only the functional capability/reliability of the first motorized brake device can be checked, but also the functional capability/reliability of the sensor device of the first motorized brake device (indirectly).

The at least one sensing device may be, for example: at least one deceleration sensor; at least one wheel sensor, such as in particular at least one wheel speed sensor and/or at least one wheel speed detector; at least one hydraulic pressure sensor; and/or a camera system designed for ambient monitoring. However, the examples listed here for the at least one sensing device should not be interpreted in a closed manner.

Preferably, the at least one sensor value is measured by means of at least one hydraulic pressure sensor, by means of at least one deceleration sensor/acceleration sensor and/or by means of at least one wheel sensor. In the case of the first motorized brake system being designed as an electromechanical brake booster, the test function described above can be verified, for example, not only as a function of the master brake cylinder pressure/pre-pressure and/or the detected increase in at least one brake pressure, but also as a function of the detected deceleration of the vehicle. Thus, the test function can be verified using the type of sensors that are typically already built on the vehicle.

Preferably, method step S3 is carried out during method step S2/transition time interval. The transition time interval of method step S2 can be adapted accordingly such that method step S3 is executed during the execution of method step S2 even after waiting a predefined waiting time before the start of method step S3. In this case, the transition time interval may be waited until the end of method step S3.

As long as the at least one sensor value is within the at least one predetermined normal value range, a transition is made from method step S3 to (optional) method step S4, in which method step S4 it is determined that: there is still at least a partial functional capability of the first motorized brake device which is sufficient to bring about a standstill of the vehicle by means of the first motorized brake device (without jointly using the second motorized brake device) even in the event of complete failure of the second motorized brake device. The first motorized brake device is therefore still suitable at least as a "Back-Up brake", "emergency brake" ("Back-Up-brake") or as an "auxiliary brake".

As long as the at least one sensor value is within the at least one predefined normal value range, the autonomous mode is therefore continued by means of method step S5 in that the second motorized brake device is actuated, taking into account the at least one setpoint variable, in such a way that the vehicle is braked by means of the actuated second motorized brake device. In method step S5, the autonomous mode may be continued as a "restricted autonomous driving mode", for example for ending an already started autonomous driving of the vehicle to a destination predefined on the driver' S side and/or for continuing an autonomous driving of the vehicle to a repair shop.

As long as the at least one sensor value is outside its at least one normal value range, a transition is made from method step S3 to (optional) method step S6, in which method step S6 it is determined that: it is ensured that the first motorized brake device does not have a partial functional capability which, in the event of complete failure of the second motorized brake device, is still sufficient to bring about a standstill of the vehicle by means of the first motorized brake device (without the common use of the second motorized brake device). In this regard, the first motorized brake device cannot be used at all as a "backup brake", an "emergency brake", or an "auxiliary brake".

As long as the at least one sensor value is outside its at least one normal value range, the second motorized brake device is therefore actuated as method step S7 without delay such that the vehicle is transferred to its standstill by means of the actuated second motorized brake device.

The autonomous braking method described here therefore enables the driving carried out in the autonomous mode to be continued while ensuring good driving comfort and a high safety standard, as long as the first motorized braking device can still be at least supplied as a "Back-Up brake", "emergency brake" ("Back-Up-brake") or as an "auxiliary brake". However, it is additionally possible, when implementing the autonomous braking method, to identify when the first motorized brake system can no longer be used at all as a "Back-Up brake", "emergency brake" ("Back-Up-brake") or "auxiliary brake", and to react correspondingly if necessary.

Fig. 2 shows a schematic diagram of an embodiment of the control system or of a brake system acting together with the control system.

The control system 10 shown schematically in fig. 2 is designed to: at least two motorized brake devices 12 and 14 of the vehicle are operated in an autonomous mode. This autonomous mode can again be understood as: an autonomous/automatic speed control mode, such as an adaptive cruise control mode; or an autonomous/automatic driving mode (driving mode without driver). For this purpose, the control system 10 is designed such that, during the autonomous mode, at least one of the two motorized brake devices 12 and 14 is actuated/can be actuated by means of at least one control signal 12a and/or 14a of the control system 10, taking into account at least one rated quantity 16 with respect to the rated deceleration to be autonomously implemented by the vehicle. In this way, the vehicle is braked/can be braked by means of at least one actuated motorized brake device 12 and/or 14.

The control system 10 can be understood as a control electronics, in particular an (integrated) control unit, which is designed only for actuating the two motorized brake devices 12 and 14. Likewise, the control system 10 may also be configured to: in addition to the two motorized brake systems 12 and 14, at least one other vehicle component of the vehicle is also actuated. The control system 10 may in particular be a central vehicle control system of a vehicle.

The first motorized brake device 12 may, for example, include an electromechanical brake booster. Alternatively or additionally, the second motorized brake device 14 may comprise a hydraulic unit having at least one pump which can be operated by means of a pump motor. Preferably, the electromechanical brake booster used as the first motorized brake system 12 is in this case located upstream of the master brake cylinder of the hydraulic aggregate.

The at least one setpoint quantity 16 may be provided to the control system 10, for example, by a sensor and/or evaluation system 18 of the vehicle. Likewise, the at least one nominal quantity 16 may also be provided to the control system 10 by sensors and/or an evaluation system 20 outside the vehicle. Alternatively, the vehicle sensors and/or evaluation system 18 and/or the vehicle-external sensors and/or evaluation system 20 can also provide the control system 10 with data 22 suitable for specifying a favorable target deceleration of the vehicle, which data are then taken into account by the control system 10 to determine the at least one setpoint amount 16. The sensors and/or evaluation system 18 of the vehicle can provide the at least one setpoint quantity 16 and/or the data 22 to the control system 10 via the bus connection of the vehicle without problems. The sensor and/or evaluation system 20 outside the vehicle can likewise reliably provide the at least one setpoint quantity 16 and/or the data 22 to the control system 10 by means of wireless data transmission.

The control system 10 is additionally designed during this autonomous mode to: in the presence of the information 24 about the presence of at least one malfunction at the first motorized brake device 12 of the two motorized brake devices, the first motorized brake device 12 is actuated to carry out a predefined test function. The information 24 can be provided to the control system 10 by a sensor device 26, such as in particular the sensor device 26 of the first motorized brake device 12. Alternatively, however, the sensor device 26 may also output only at least one sensor device signal to the control system 10, wherein the control system 10 then determines this information as a function of the at least one sensor device signal itself.

The test function performed by means of the control system 10 by means of which the first motorized brake device 12 is controlled/able to be controlled can be understood as an action of the first motorized brake device 12 which causes at least a slight slowing of the vehicle as long as the test function can actually be performed by means of the first motorized brake device 12. As already explained above, for example, in the case of the first motorized brake system 12 being designed as an electromechanical brake booster, the motor of the electromechanical brake booster is controlled as a test function by means of the resulting motor operation to adjust the at least one adjustable piston of the (downstream) master brake cylinder, so that the master brake cylinder pressure/preload present in the master brake cylinder and usually also the at least one brake pressure in the at least one wheel brake cylinder connected to the master brake cylinder are increased (slightly).

The control system 10 is also designed to: the test function required by the first motorized brake device 12 is verified as a function of at least one sensor value 28 determined by the control system 10 itself or provided to the control system 10. Preferably, the second motorized brake device 14 has at least one sensor device 30, by means of which at least the sensor value 28 can be measured and provided to the control system 10. In particular, this prevents: the malfunction/failure of the sensing means 26 of the first motorized brake device 12 prevents the verification of the test function. As the at least one sensor device 30, for example, the following sensors can be used: at least one deceleration sensor; at least one wheel sensor, such as in particular at least one wheel speed sensor and/or at least one wheel speed detector; at least one hydraulic pressure sensor; and/or a camera system designed for ambient monitoring. In the case of the first motorized brake system 12 being designed as an electromechanical brake booster, the at least one sensor value 28 can be reliably measured, for example, by means of at least one hydraulic pressure sensor, by means of a deceleration sensor/acceleration sensor of the vehicle and/or by means of a radar sensor.

As long as at least one sensor value 28 determined by the control system 10 itself or provided to the control system 10 with respect to the actual functional aspect implemented by the first motorized brake device 12 actuated to implement the test function is at least one predetermined valueThe control system 10 is designed to continue the autonomous mode in that the second motorized brake device 14 of the two motorized brake devices is/can be actuated taking into account the at least one rated quantity 16 in such a way that the vehicle is/can be braked by means of the actuated second motorized brake device 14. Otherwise, that is to say as long as the at least one sensor value 28 is outside its at least one normal value range, the control system 10 is preferably designed to: the second motorized brake device 14 is actuated without delay so that the vehicle can be transferred to its standstill by means of the actuated second motorized brake device 14. Since a value of 2.44m/s can still be reliably achieved by means of the second motorized brake system 14 designed as a hydraulic unit itself²So that the vehicle can be quickly brought to its stopped state with ease.

The control system 10 thus also brings about the advantages of the method set forth above. Also note that: other of the method steps of the method set forth above may also be implemented by means of the control system.

The representation of the control system 10 in fig. 2 as a "compact unit" is to be interpreted merely as an example. Alternatively, the control system may also comprise at least two "separate control devices". For example, the control system may include: a first motored brake device 12/control device of the electromechanical brake booster; and a second motorized brake device 14/another control device of the hydraulic aggregate.

The method set forth above and the corresponding control system 10 are particularly advantageously suitable for autonomously driven vehicles (possibly without a driver) since in the case of autonomously driven vehicles (vehicle without a driver) often a mechanical backup solution cannot exist due to the lack of a driver and/or the lack of a brake actuation element/brake pedal. However, the method and the corresponding control system 10 set forth above may ensure that: the vehicle is brought immediately to a standstill in the event that the availability of the two motorized brake devices 12 and 14 is no longer present.