DE10162689A1 - Method for monitoring sensors within a motor vehicle to ensure their correct operation using a system with a high degree of built-in redundancy to ensure that one device at each stage of a measurement chain is always working - Google Patents

Abstract

Device for monitoring sensors within a motor vehicle with sensors combined in pairs (101a, 101b - 105a, 105b) to form sensor groups (101 -105). The sensors provide measurement values for corresponding physical values. Redundant signal provision means (108, 109) deliver signals to two redundant analysis devices (110, 111). The analysis devices compare the measurement signals from each measurement group to detect any faults. An Independent claim is made for a method for monitoring sensors in a motor vehicle.

Description

The invention relates to a device for monitoring in sensor means arranged in a vehicle. Such devices are in various modifications from the prior art known.

DE 199 36 439 A1 describes a sensor arrangement with a Monitoring device known. The sensor arrangement has min at least two redundant sensors for recording a process management or process measurand. The one with the sensors summarized quantities are fed to a subtractor, which from the forms a difference between the two sensor signals. Also be the two sensor output signals each differentiated. The differentiated signals are fed to a second subtractor leads, which forms a second difference. The two differences are fed to an evaluation device in which they each are compared with a predeterminable threshold value. because an error message is generated if at least one of the Differences exceeds the relevant threshold. A disadvantage of this monitoring device is that le diglich the sensors, but neither the means of preparation the evaluation means are still redundant.

From DE 198 41 335 A1 a device for control o the control of the braking system of a vehicle is known. At the this brake system, which works on the brake-by-wire principle, is a fast and fail-safe detection of the braking request required by the driver. To achieve this, at least two measuring devices for determining the braking request  see. With these measuring devices the same becomes the brake dal actuation characteristic size recorded. This brake Desired signals are sent with a signal for monitoring purposes third measuring device compared. The device strikes propose to design the evaluation unit redundantly. The unit in who prepares the measurement data, however, is not idiotic dant designed.

With the sensor monitoring known from the prior art gene, on the one hand on a redundant design of the sensors and on the other hand on a simultaneously redundant design based on the sensors and the evaluation unit, is already one good reliability achieved what the detection of sensor error learn. However, vehicles will be used in the future to regulate the descriptive of the vehicle movement Sizes used that are even more reliable at Require detection of sensor errors than it does from a standing start Devices for monitoring Senso known in the art are able to perform. Higher reliability means in in this context, to recognize small errors immediately. I.e. at monitoring, small thresholds are to be used and it is standing only a short time available within which a sensor error must be recognized. At the same time, everyone is challenged possible individual errors that can occur on a sensor to cover the sensor monitoring. Corresponding requirements and resulting measures are also for the evaluations units and / or the processing units or provision to require funds and / or other relevant components and also to meet.

In the devices used in vehicles in the future Regulation of variables describing the movement of the vehicle it is, for example, a steer-by-wire system or a drive-by-wire system or a brake-by-wire system. All of them The basis of these systems is based on the following principle of a steer-by-wire system is explained: The system shows we at least one default means that can be actuated by the driver.  

A steer-by-wire system is one Steering wheel or a correspondingly configured joystick. By actuating the default means, the vehicle is moved supply and thus a quantity describing the vehicle movement, in the present case the one adjustable on the steerable wheels Steering angle. To be able to recognize the driver's request NEN, an actuation variable is determined, that of the driver corresponds directly to the actuation of the default means. In the case under consideration, for example, that of the driver Steering wheel actuation set the steering wheel angle determined. The actuating variable is fed to a control means. Further the controller means becomes the actual value by pressing the Specification means influenced, describe the vehicle movement fed the size. Depending on a comparison of bet Actuator means with the actual value are considered tten case associated with the front wheels steering actuator, such controlled that the actual value corresponding to the Actu supply size and thus the vehicle movement according to the loading operation of the default means stops. Accordingly, at ei steer-by-wire system the steering angle on the front wheels no longer have a mechanical connection to the steering wheel with the steering linkage of the front wheels, but with Help of control signals generated in the regulator means and the Steering actuators are set.

The above statements make the following clear: future devices have very high requirements the sensors and thus also to the monitoring of the sensors put. For example, there must be an error on the sensor occurs with which the actuation variable is determined, verver can be recognized casually. If this cannot be done, then there is a risk that the vehicle may fail due to a sensor error ler of the target course, which the driver by operating the default by means of, in the example above the steering wheel, from comes. I.e. the sensor system must have even smaller tolerances or thresholds are monitored for errors than this according to the State of the art is already done to a deviation of the  Vehicle from the course specified by the driver based on a Avoid sensor error. I.e. sensor errors must be recognized that are only small differences between the one with the Sen sor detected signal and the actual value of the correspond to physical size. This will be the beginning imagined demanded higher reliability achieved.

As already explained above, the prior art strikes one a redundant design of the sensors and the other both a redundant design of the sensors and a right redundant design of the evaluation unit. The consideration There is no provision for further redundancy. With this measure However, the reliability required can be increased monitoring of the sensors cannot be performed.

Against this background, the following task arises for the Specialist: There should be existing devices for monitoring of sensor means arranged in a vehicle that improve reliability in detection is further increased by sensor errors and thus an oversight the sensor means with very small tolerances or smoldering len is possible.

This object is achieved by the features of claims 1, 24, 25 or 27 solved.

At this point it should be noted that the inventive direction for both sensors with which a variable to be controlled is recorded, as well as for sensors with which sizes are recorded that are fed to a control system as input variables and which do not correspond to the size to be regulated can be.

According to a first solution, the device according to the invention contains device according to the known from the prior art directions for monitoring arranged in a vehicle Sensor means, at least a first and a second sensor  tel, with which measured values for a first physical Size can be determined. I.e. the device according to the invention at least points to the detection of the first physical quantity two redundant sensors. The first and the second sensor together form a first sensor group. Furthermore points the device according to the invention providing means with those with the sensors belonging to the first sensor group processed measured values and at least two redundant evaluation means are supplied. In the least two redundant evaluation means is used to detect a fault lers that on at least one of the first sensor group belonging sensor means occurs, a comparison is carried out. For this purpose, the measured values of the first sensor means are compared with the Measured values of the second sensor means compared.

To ensure the required reliability for monitoring the Sen Achieving healthcare resources is also a redundant design of the Provision means required in such a way that ei nes of these provision means one of the evaluation means is arranged. In other words: starting with the sensors resources, through the means of provision, up to the evaluations mean there are two redundant paths, which according to the State of the art is not the case. These two redundant ten paths work independently of one another and are part of one intrinsically safe sensor designs. This redundant interpretation of the Of course, paths also include those with the measurement determined by a sensor group belonging to a sensor group value each of the redundant provisioning means and thus is also fed to each of the redundant evaluation means.

The existence of two redundant paths has compared to that State of the art the following advantage: falls part of a Pfa then there is still a second complete path to the Available. In such a case, a control device can always still have to be operated to a reduced extent are not immediately switched off completely.  

In the technical implementation, there have been two advantageous ones Concepts highlighted. The first concept is the end Structural and functional value means separate from one in driving arranged control device arranged in the vehicle. This offers the greatest possible flexibility. The out Value means can, for example, be inserted into a sensor module become.

In this case, the at least two redundant have ready position means each a sample and hold member and / or one Multiplexer and / or an analog-to-digital converter. The out value means generate signals that the assigned Be Provision means are supplied to control it. because at the supply means are controlled in such a way that the measured values determined at the same times are time-synchronized read in chronologically and the processed measured values synchronously are fed to the evaluation means.

In a second concept, the evaluation means are structural or functionally in a control device arranged in the vehicle tion included. This arrangement has the advantage that for the Realization of the evaluation means no independent components are needed. Rather, the evaluation means under Ver Implementation of components of the control device realized become.

In this case, the at least two redundant have ready position means each a sample and hold member and / or one Multiplexer and / or an analog-digital converter and a Rech funds. The computer means generate signals, each the sample and hold element associated with the computer means and / or Multiplexers and / or analog-digital converters can be supplied. These components are controlled in such a way that the measured values determined synchronously at the same times read and the processed measured values synchronously off value means or arithmetic means are supplied.  

In both the first and the second concept, the scanning Holding link, the multiplexer and the analog-digital converter in Series connected. I.e. the multiplexer is the sample and hold Link downstream and the analog-to-digital converter is the Downstream multiplexer.

With the help of the sensors, quickly changing sizes should be determined the following problem arises: Are they with the help of the sensor means measured values determined at the same times not time synchronous, d. H. not at the same time, but with one temporal offset to each other evaluated, then due to the strong dynamics of the size to be measured deviations between the measured values of the first and second sensor means would occur and it would with the use of small smoldering len or tolerances on the presence of a sensor error, although in reality both sensor means are not faulty.

To solve this problem, both concepts provide that with the help of the means of provision with those to the sensor means belonging to the first sensor group at the same time the measured values with the evaluation means are synchronized in time be fed for evaluation. This ensures that the measured values determined with the first sensor means and the with the second sensor means measured values in the off time-synchronized value means, d. H. at the same processing time point, which is defined, for example, by a clock signal, can be evaluated. Consequently, the above be written deviations between the measured values of the two Sensor means, especially with rapidly changing signals due to the great dynamic of the measured values and a lack of time synchronous processing would occur avoided.

At this point I would like to point out the meaning of the term "zeitsyn chron ": The one taking place in the evaluation means Evaluation is clock-controlled. I.e. to determine by egg The measured values are given at a first time at predetermined times of the first sensor means with the measured values of the second sensor  compared by means. Accordingly, to avoid mis learn the one with the first and the second sensor means Measured values determined at the same time for the first time second time evaluated simultaneously in the evaluation means become. To ensure this, the sensor means and the provision means with a second, higher clock be exaggerated. This will achieve that at the first time Measured values determined simultaneously in the evaluations means can be evaluated, even if it is ready means of delivery may lead to smaller time shifts the processing of the measured values comes. As long as these smaller ones Time shifts are smaller than that caused by the first bar predetermined time interval, it is ensured that this Time shifts are not related to such a time shift in the Evaluation means, which in turn lead to an error in the Evaluation leads.

To implement the requirement of The evaluation means or the computers generate time synchronism means a first signal with which the sample and hold element derge is controlled that with the to the first sensor Grouped sensor means generated measured values time syn chronically, especially at a first point in time, and be cached. Generate alternatively or in addition the evaluation means or the computing means a second signal, with which the multiplexer and / or the analog-digital converter are controlled in such a way that the measured values, in particular the measured values temporarily stored in the sample-and-hold elements te, synchronized in time, in particular at a second time, in read the multiplexer and pass it on and / or in read the analog-digital converter and convert it there the, and the converted measured values thus synchronously off value means or arithmetic means are supplied. As before As explained above, the first concept is the evaluation means and assign the computer resources to the second concept.  

With the devices used in vehicles in the future not just one, but several different physics sizes are regulated, each one individually Representing vehicle motion descriptive size. When driving Dynamics control, for example, the yaw rate and the Slip angle. It will also be used in these in the future required devices, additionally the input variables, that do not correspond to the size to be regulated, also with the for the reliability to be regulated wake up. Consequently, there are more, at least one, in the vehicle first and a second sensor means existing sensor groups available. In doing so, they become one of the other sensors sensor means belonging to groups measured values for other physics sizes determined, these other physical sizes both among themselves and from the first phy differ physical size.

For example, the following sensor groups can be present in a vehicle:
A first sensor group, the sensor means belonging to the first sensor group being a first and a second rotation rate sensor for detecting the rotational movement of the vehicle about its vertical axis, and / or
a second sensor group consisting of a first and a two-th rotation rate sensor for detecting the rotational movement of the vehicle around its longitudinal axis, and / or
a third sensor group consisting of a first and a two th rate sensor for detecting the rotational movement of the vehicle around its transverse axis, and / or
a fourth sensor group consisting of a first and a two th acceleration sensor for detecting the lateral acceleration of the vehicle, and / or
a fifth sensor group consisting of a first and a two th acceleration sensor for detecting the longitudinal acceleration of the vehicle, and / or
a sixth sensor group consisting of a first and a second acceleration sensor for detecting the vertical acceleration of the vehicle, and / or
a seventh sensor group consisting of a first and a two th sensor means for detecting the steering wheel angle or the steering angle of the wheels.

So that the cached in the sample and hold elements Measured values processed synchronously in the analog-digital converter the multiplexer is controlled in such a way that the sensors belonging to the respective sensor group measured values determined in pairs by analog-digital Transducers are fed.

Advantageously, we carry out the comparison at least one deviation quantity is determined, which is the deviation between the measured values of the first sensor means and the measurements values of the second sensor means describes. This deviation size is compared to an associated threshold where If there is a sensor error, the deviation variable is greater than the associated threshold. With the rejection size is, for example, a difference size, which is the difference between the measured values of the two Sensor means describes, or by a quotient size, that the Relationship between the measured values of the two sensor means writes. The use of the difference size also has the intent part that any existing offsets in the sensor signals are largely eliminated.

The first physical quantity is a Transverse dynamics of the vehicle descriptive size, the one steer-by-wire control device supplied as an input variable becomes. In this case, the threshold is advantageous is determined as follows: The threshold value is determined as a function of ei determined value for the maximum permissible track offset, which the vehicle should accept if an error occurs in one of the may have sensor means belonging to the first sensor group, and to no significant difference between that of the Fah the desired course and the actual driving of the vehicle  leads a course. At the first physical quantity it can the lateral acceleration or the yaw rate of the Act vehicle or the steering angle or the steering wheel angle.

As shown above, an uncompensated sensor error leads With a steer-by-wire system, this means that based on the measured signal, which ver due to the sensor error is fake and thus the actual situation, d. H. the vehicle situation, does not correctly reflect driving signals determined for the actuators assigned to the system become. Depending on these control signals, the actu actuated and influenced the vehicle movement, although at all no influence on the vehicle movement would be required. This is incorrect due to an uncompensated sensor error Licher influence on the vehicle movement leads to a lane and thus a transverse offset of the vehicle ges, which the driver must compensate for the vehicle to the course he desires follows. The maximum permissible track ver sentence is chosen in the device according to the invention so that this does not deviate significantly from that of the Fah he desired course leads, and the driver thus only a ge must make slight compensation.

With the physical quantities, which are detected with the sensor means are, these are quantities that be the vehicle movement write. I.e. On the one hand, these quantities are information about the direction in which the vehicle is moving and on the other hand, information about the strength of this Movement takes place. These sizes are are sometimes vectorial quantities, such as the longitudinal or the Lateral or vertical acceleration. Or it is about Variables that describe a rotational movement of the vehicle, such as for example the yaw movement of the vehicle around its high axis or the rolling motion of the vehicle about its longitudinal axis or the pitching movement of the vehicle about its transverse axis. It but are also sizes that the steering wheel angle or describe the steering angle set on the steerable wheels  ben, these quantities also describe a rotary movement. The Sizes that describe a rotary movement also contain information about the direction and strength of the movement, d. H. the rotary motion. Against this background, it must be the first and two belonging to the respective sensor group th sensor means are such sensor means with which the physical quantities by amount, d. H. according to the strength of the movement gung, and by sign, d. H. according to the direction of the movement, he be caught. It has proven to be an advantage that the first and second sensor means of a sensor group in the vehicle are arranged so that each with them for a physi measured values ascertained in the same size but in have opposite sign. Through this measure you can rectified faults, so-called common-mode faults, so probably with the measured values of the first sensor means as well the measured values of the second sensor means are eliminated become. Because when processing the measured values from a There is addition with subsequent averaging, elimi kidney these rectified errors.

Concerning. the arrangement of the first and second sensor means in Vehicle can be summarized: The one Sensor means belonging to the sensor group are complementary to each other the arranged. I.e. the preferred axes or measuring axes of the at the sensor means with respect to which the measurement is made are 180 ° aligned staggered.

Advantageously, those belonging to a sensor group Sensor means each to a structural unit, a so-called called sensor module, summarized. This structural unit is attached to a location of the vehicle. These summaries Solution to a structural unit has the following advantages: If the redundant sensors are combined in one sensor module, needs the influence of installation angle errors of the sensors in the Vehicle not to be taken into account in the monitoring.  

It is also conceivable to use several different sensor groups to which different physical quantities are determined summarize a sensor module. This and also the first one The aforementioned summary of the belonging to a sensor group sensor means to a sensor module is especially for the Acceleration sensors from Advantage: Are the first and second acceleration sensors at different locations in the driving built in, so they differ with them averaged measured values, since these depend on the installation location contain different proportions on the rotary motion of the vehicle. Should those with a sensor Accelerometers belonging to the group determined measured values being compared with each other is therefore a transformation of the measured values into which the distance between the two installation locations of the acceleration sensors, the result angular velocity, the resulting angular acceleration inclination and various influences of the vehicle structure - at for example vibrations of the body, which differ Chen locations of the vehicle can be different - some hen. On the one hand this complex transformation - in the event that Transformation errors can occur - to be avoided and on the other hand the influence of vehicle vibrations is so low To keep as possible, the use of a Sensor module provided in which the belongs to a sensor group renden sensor means are assembled.

Advantageously, the converted measured values before they fed to the evaluation means and evaluated there, in the computer means filtered and / or processed. At correspond Adequate dimensioning of the filter media is achieved with the filtering averaged over time. By using it the mean values of the measured values determined with the sensor means te, the influence of a possible error is halved, whereby the monitoring threshold can be doubled. This can meet the requirements for the manufacture of the sensor medium be reduced.  

The filtering and / or processing listed above can in the evaluation means themselves or in the ones provided computing means take place, depending on which of the concepts mentioned at the beginning is being pursued.

It is also advantageous in the first concept if the in the evaluation means filtered and / or processed measurement te and / or the results of the comparison via a bus system be fed to the control device. The second concept it is also advantageous if the in the calculator means filtered or processed measured values via a bus system in the control device included evaluation means leads. As a bus system or data bus, for example a CAN bus can be used. The use of a data bus instead of an analog data line has the advantage that the transmitted measured values not due to EMC interference falsified, which is the case with analog transmission can be. This will improve the quality of surveillance of the sen increased safety means, because it can be monitored for minor errors become. You can also set up various monitors be performed. For example, with the help of a Message counter are checked whether data is transmitted at all be. Or, with the help of a cross-check Evaluation of bit errors can be detected.

Furthermore, it is advantageous that at least part of the the bus system outputs measured values back into the evaluation means or read into the computer means and a plausibility check undergoes testing. This gives the possibility of mis to those who can occur when the measured values are output know.

It is also an advantage if they talk at least two times Monitor each other's evaluation means. This can be a possibly faulty evaluation means recognized, and the associated path can be deactivated.  

Another advantage arises from the fact that for each Auswer own power supply is provided.

It is also advantageous if the threshold is dependent describe the speed of the vehicle the size is determined. This allows the threshold to match Vehicle speed adjusted for example become that with increasing vehicle speed the Threshold is reduced. In the event that the driving tool speed is not available, the smoldering alternatively depending on the yaw rate be averaged and / or influenced.

A second independent and compared to the first equal solution of the basis of the invention The task is as follows: The device for monitoring in a vehicle arranged sensor means, which is we at least a first and a second sensor means, which together form a first sensor group, and with each of them Measured values are determined for a first physical variable, has the following means: Provisioning means with which the with the sensor means belonging to the first sensor group averaged measured values are fed to evaluation means. In the Evaluation means is used to detect an error that we at least one of the sen belonging to the first sensor group Sormittel occurs, a comparison was carried out in which the Measured values of the first sensor means with the measured values of the two th sensor means are compared. To achieve the required reliability to achieve casualness for the monitoring of the sensor means, are made available with the help of the provisioning means sensor means belonging to the first sensor group at the same time the measured values with the evaluation means are synchronized in time fed for evaluation.

At this point, the following should be pointed out: Further excl Settings of this second solution result from a combination  tion of the object contained in claim 24 with the opposites the subclaims based on claim 1 directly or indi are directly related.

A third solution to the problem on which the invention is based consists of a sensor module which has at least a first and contains a second sensor means which together form a first sensor form the sor group, with the first and the second sensor average measured values for a first physical quantity be determined. The physical size becomes the first and the second sensor means according to amount and sign summarizes. The first and second sensor means are in the Sen sormodule arranged so that the respectively determined measured values have the same amount but an inverse sign. Thereby can be on the one hand common mode errors, vibration errors and Eliminate transformation errors.

As can be seen from the above, the device according to the invention advantageously in a drive by-wire system or a steer-by-wire system or a bra ke-by-wire system used, d. H. used because the inventions Invention device for monitoring sensor means Requirements for accuracy, reliability and the required minimum detection time for error detection fills that are required in such systems. This is true probably for the first solution as well as for the second solution.

At this point it should be noted that the inventive Direction not only with steer-by-wire or drive-by-wire or brake-by-wire systems can be used. Rather can the device according to the invention also used in the future Devices for regulating the driving dynamics of a vehicle (ESP system), where not only in borderline situations, in de a sufficiently large deviation between the actual value and the target value of the yaw rate is present, interventions on the brakes and / or on the engine of the vehicle, but irrespective of the size of this deviation, permanent interventions  be carried out. With such a future used future direction can be, for example, a yaw rate act through a steer-by-wire system is performed.

Further advantageous refinements can be found in the description and be taken from the drawing. It should also be the advantage liable configurations are included, which result from a be arbitrary combination of subclaims.

At this point, let's talk about the meaning of the term " dant ": A design is redundant if one Component is more often present than it is for the Rea lization of the actual function, would be required.

The embodiment is shown below with reference to the drawing described in more detail. Show it:

FIG. 1a is a schematic representation of the inventive device according to the first concept in the form of a block diagram,

FIG. 1b is a schematic representation of the inventive device according to the second concept in the form of a block diagram,

Fig. 2 is a flowchart which runs in the device according to the invention for monitoring the sensor arranged in the vehicle.

First, on the theoretical background of the Invention Appropriate device to be received, with which a eigeni Other sensors, especially for steer-by-wire or drive-by wire or brake-by-wire systems is created. The first one The individual systems listed below are by-wire systems in summary.  

Conventional devices for controlling the lateral dynamics of the vehicle descriptive size, such as a Yaw rate or vehicle dynamics control (ESP), the interventions on the Braking or performing the engine will only take place when exceeded Thresholds active. Sensor errors less than these control thresholds have no effect. At x-by- wire systems, such as a yaw rate re success, which is carried out by means of a steer-by-wire system will lead to faulty sensor signals, for example for the Steering wheel angle or the yaw rate or the Querbe acceleration immediately to a deviation from the target course. For such systems is highly accurate; reliable and immediate Obvious error detection necessary.

Against this background, the one with the invention capable of realizing sensor error detection be the monitoring thresholds necessary from a system perspective and Realize error detection times.

To meet the above requirements, the smolder defined for sensor monitoring. Then it will Sensor concept or sensor design as well as sensor specifics tion and the installation situation.

As already explained above, the permissible track offset as a result of a sensor error is relevant for determining the individual threshold values for the sensor groups. Sudden sensor errors are particularly critical. Therefore the cross offset due to a sudden error is considered. The following considerations can be approximated:

Δy is the transverse offset of the vehicle, vx is the vehicle speed in the longitudinal direction, T the time, Δ the jump in the yaw rate and Δψ the change in the yaw angle in Follow the jump in yaw rate. The one The sizes shown in dots represent the respective temporal Derivatives.

Based on equation (1), the maximum permissible sensor error and thus the threshold value for the sensor means with which the yaw rate and thus a rotational movement of the vehicle about its vertical axis is determined can be determined as follows:

where K1 is a limit value. I.e. the threshold will depending on the lateral or track offset, the vehicle ge speed and a time variable. With the sensors gyro rate sensors whose measuring axis is in Is oriented in the direction of the vertical axis of the vehicle.

With the relationship

which applies to the stationary case, and from which Δay = Δ.vx follows, the maximum permissible sensor error and thus the threshold value for the lateral acceleration sensors can be determined using equation (1) as follows:

where K2 is a limit value. I.e. the threshold will depending on the lateral or track offset and a time size esse determined.

For the sensor means with which the steering wheel angle or Steering angle is determined, the maximum allowable Sensor error and thus the threshold value according to the following approach determine:

The relationship applies in the stationary state

which is also known as the Ackermann relationship. Where is δ the steering wheel angle, i the steering ratio, l the wheelbase and vch a characteristic speed.

The threshold value results from this relationship

where K3 is a limit value. I.e. the threshold will depending on the lateral or track offset, the steering ratio tion, the wheelbase, a time variable, the vehicle speed speed and the characteristic speed.

For the sensor means with which the roll or pitch movement or the longitudinal or vertical acceleration of the vehicle is determined, the threshold values can be determined accordingly Way to be set. In these cases, you may have to  instead of the maximum permissible transverse offset of the vehicle other sizes can be used as a starting point.

If the vehicle speed is not known, the threshold values can also be formulated depending on the yaw rate. This is based on the relationship that applies in the steady state

out, assuming that the lateral acceleration ay is less than or maximum equal to the ma is the maximum possible lateral acceleration.

This results in the threshold value for the sensor means for detecting the yaw rate

and for the sensor means for detecting the steering angle or the steering wheel angle

The next step is after setting the thresholds values the sensor design or the sensor concept.

As already explained above, with x-by-wire systems even the smallest sensor errors can be recognized immediately. This is not realistic due to model-based sensor monitoring can be used because this is too slow due to the model calculations and wouldn't be accurate enough. However, this requirement can be met with by means of redundant sensors. Therefore two redundant sensors are provided for each measurand. The measured variables are, for example, the transverse, the longitudinal and vertical acceleration, as well as around the yaw  speed, which is a rotational movement of the vehicle around its Vertical axis describes the roll rate that a Describes the rotational movement of the vehicle about its longitudinal axis and the pitching speed, which is a rotational movement of the vehicle describes about its transverse axis. It is also about the steering wheel angle or around the steering angle.

It must also be required that the redundant sensor signals le must be recorded at the same measurement time so that at the sensor monitoring does not change rapidly changing signals accidentally responds.

In addition, common mode errors should occur with both sensors occur in a sensor group, are suppressed. For this is a separate power supply and evaluation electronics required for each of the redundant sensors. In addition, must sen the two sensor means belonging to a sensor group arranged with different orientation in the vehicle the. But there are other ways to compensate of common mode errors conceivable. With rotation rate sensors can such errors also suppressed or com that the redundant sensors used, work according to different measuring principles. It would offer, at the same time a first rotation rate sensor, the is based on the principle of vibrating mass elements, and ei NEN rotation rate sensor based on the fiber optic principle is based.

In addition, to ensure reliable signal transmission between the sensor means and the ejector located in the control unit to ensure that there is no analog data a data bus, for example a CAN bus. Around check the function of the data transmission and thus the data bus To be able to, a so-called embassy counter can be used to determine whether the output of the measured values on the data bus without interference follows. On the other hand, in addition to the actual measured values  additional redundant, predetermined information on the data Bus are issued to the recipient, for assessment the function of data transmission.

The accuracy that can be achieved with the aid of redundant sensors when monitoring the sensor means also depends on the accuracy of the individual sensors that are used to implement the redundant sensors. The following influences on the measuring accuracy of the individual sensors must be taken into account:

• - The offset of the sensor, which is an alignable its constant value. Such an offset value can be on different ways can be determined. For example the offset value for the yaw rate sensor at the start of the journey, d. H. at the "ignition on" time, or in a state Vehicle standstill, for example depending on the Vehicle speed can be detected, determined. It offers longitudinal and / or lateral acceleration sensors to determine the offset value via a long-term comparison stuffs. This is also advantageous when the journey begins carried out. The offset value determined in this way is in a ge suitable storage means, for example an EEPROM wrote. This stored value therefore does not have to be for each start process can be determined anew. Another cast It would not be necessary to save the data until the offset has changed to a great extent. The determination of the off Alternatively, set values for the yaw rate sensor can also be used With the help of a long-term comparison. The one in Error considered in case of sensor offset is considered Called offset error.
• - The linearity of the sensor, which is not one adjustable constant value. The one in this together errors considered as a linearity error records.
• - The sensitivity of the sensor. This is a percentage error from the actual value of the sensor signal  depends. The error considered in this context is referred to as sensitivity error.
• - The crosstalk of the sensor. Among them, the following is to be ver stand: A yaw rate sensor should be in the vehicle be installed so that its measuring axis is exactly parallel to the Vertical axis of the vehicle is aligned. Because of a The parallel alignment is usually tolerances not quite reached, d. H. the measuring axis of the yaw rate speed sensor has an angle error. This angular mistake This means that, for example, during a driving maneuver, with the power components parallel to the transverse axis of the vehicle the yaw rate sensor measured values lie finished, although there is no yaw rate, d. H. it will a roll angular velocity to the yaw rate coupled. This, in the context of the invention Direction phenomenon called crosstalk also occurs with acceleration sensors. The considered error is referred to as a crosstalk error.
• - The g-sensitivity: This is the falsification measurement signal due to the influence of one on the Sensor acting acceleration that is not the size speaks, which should be detected with the help of the sensor. The errors considered in this context are called g- Called sensitivity error.
• - The dynamics of the sensor. This means that the Sensor has a certain dead phase that passes until the exit of the sensor the signal after exposure to the external influence is applied. The error considered in this context is referred to as dynamic error.
• - Installation angle in the vehicle. I.e. the one built into the vehicle Sensor is installed slightly tilted, which causes an angular misalignment of the measuring axis. The one in this context The error considered is called the angle error.
• - The body of the vehicle performs translational and / or rotational structural vibrations by going from place to place the body can be different. This structural swing conditions lead to shares in the sensor signals and thus in  the measured values determined with the aid of the sensor means. Become for example the redundant ones belonging to a sensor group te sensor means at different locations on the body brought, so contain those determined with these sensor means The measured values differ from the structural vibrations originating shares. In this respect, these vibration errors are too consider. These vibration errors do not need to be to be taken into account if they belong to a sensor group sensor means are attached to the same installation location.
• - Are the sensor means belonging to a sensor group installed in different locations, they must be installed with measured values of a transforma determined by these sensor means tion to be compared with each other that can. With these transformations, transformations ons errors that must be taken into account. For the case that the sensor belonging to a sensor group medium at the same installation location, do not need Transformation errors to be considered.

The maximum deviation of the measured value determined using the sensor means from the measured variable corresponds to the sum of the influences listed above.
Maximum measurement error = offset error
+ Linearity error
+ Sensitivity error
+ Crosstalk errors
+ g sensitivity error
+ Dynamic error
+ Angle error
+ Vibration error
+ Transformation error.

Since the sensor monitoring by means of two redundant sensors the derived thresholds are too doubled PelN.  

In order to achieve the required monitoring accuracy, the influence of the individual measurement errors must be as small as possible. This is achieved through the following measures:

• - The mean value is determined using the sensor means measured values used. This enables the influence of a halved error, which doubles the threshold can be.
• - By a comparison, preferably at the time of Ignition actuated using the ignition key the influence of the offset can be greatly reduced.
• - The sensitivity is increased by an expansion of the threshold depending on the measured value. at for example, the threshold is dependent on the Lateral acceleration modified.
• - The g sensitivity is also widened by the Threshold value taken into account.
• - The sensor means belonging to a sensor group are in housed a sensor module. This makes the influence eliminated from installation angle errors of the sensors in the vehicle. In addition, no vibration errors and no trans formation errors are taken into account.
• - Compensation of the relative angle of ge to a sensor group hearing sensor means by additional measurement of the Störgrö SEN. This can be for the acceleration sensors and for the Sensors with which the yaw rate or roll motion movement or the pitching movement of the vehicle is detected, be performed.

The individual figures are discussed below.

In Fig. 1a, the structure of the device according to the invention after the first concept. In this concept, the evaluation means 110 and 111 are structurally and functionally separate from a control device 117 arranged in the vehicle.

The device according to the invention has different sensor groups pen, each consisting of a first and a second sensor means exist. These are:

A sensor group 101 , which consists of the sensor means 101 a and 101 b. These sensor means are longitudinal acceleration sensors. With said first sensor means 101a he mediated measured values ax1 are both Bereitstellungsmit stuffs supplied 108 and 109 via the input. 1 Accordingly, the measurement b determined with the second sensor means 101 are values ax2 the two deployment means 108 and 109 supplied via the input. 2

A sensor group 102 , which consists of the sensor means 102 a and 102 b. These sensor means are transverse acceleration sensors. With said first sensor means 102a he mediated measured values y1 are the two Bereitstellungsmit stuffs supplied 108 and 109 via the input. 3 Accordingly, the b to the second sensor means 102 determined measured values are fed to the two ay2 deployment means 108 and 109 via the input. 4

A sensor group 103 , which consists of the sensor means 103 a and 103 b. These sensor means are vertical acceleration sensors. With said first sensor means 103 a determined measured values az1 the two Bereitstellungsmit are fed 108 and 109 via the input 5 stuffs. Accordingly, the b to the second sensor means 103 are determined measured values az2 the two deployment means 108 and 109 supplied via the input. 6

A sensor group 104 , which consists of the sensor means 104 a and 104 b. These sensor means are yaw speed sensors with which the rotational movement of the vehicle is detected about its vertical axis. The measured values psi1 determined with the first sensor means 104 a are fed to the two provision means 108 and 109 via the input 7 .

Correspondingly, the measured values psi2 determined with the second sensor means 104 are fed to the two provision means 108 and 109 via the input 8 .

A sensor group 105 , which consists of the sensor means 105 a and 105 b. These sensor means are sensors for detecting the steering angle or the steering wheel angle. With said first sensor means 105 a determined measured values LW1 the two deployment means are supplied via the input 108 and 109. 9 Accordingly, the tel 105 b determined with the second sensor having measurement values LW2 are both Deployment means 108 and 109 supplied via the input 10th

In FIG. 1, for the sake of clarity, the sensor groups for detecting the pitching movement and the rolling movement of the vehicle have been omitted. The representation of different sensor groups in FIG. 1 is not to be understood as meaning that only this combination of sensor groups can be arranged in a vehicle. Any subset of the sensor groups shown in FIG. 1 can be installed in the vehicle. Furthermore, the illustration in FIG. 1 should not be understood to mean that only sensor group 101 corresponds to the first sensor group. For example, sensor groups 104 or 102 or 105 come into question as the first sensor group.

The provision means 108 consist of a sample and hold element 108 a, a downstream multiplexer 108 b and an in turn downstream analog-to-digital converter 108 c. The measured values supplied to the provision means 108 are read into the sample-and-hold element 108 a and stored there temporarily. The time at which the data Datasl are passed on from the sample-and-hold element 108 a to the multiplexer 108 b is determined by the signal W generated by an OR gate 108 d. To determine the signal W, a signal SM is supplied to the OR gate 108 d by an evaluation means 110 and a signal SMB by an evaluation means 111 . The two redundant evaluation means are each a microcontroller.

The multiplexer 108 b has the task of synchronously supplying the measured values determined with the sensor means belonging to a sensor group to the analog-digital converter 108 c. The multiplexer 108b is controlled via the signals Controll, which are supplied to the preparation means 108 by the evaluation means 110 . With the aid of the signals control, the analog-digital converter 108 c is likewise controlled, and thus a time-synchronous conversion of the measured values is ensured. The converted measured values are output as signals Data1 from the provision means 108 to the evaluation means 110 . In other words, the data request is realized with the aid of the Controll signals. In addition, the temperature is communicated to the provision means 108 via the signals control, which temperature is then taken into account in the processes running in the provision means.

At this point it should be noted that the means of provision do not necessarily have to have a sample and hold element. This can be dispensed with if the Multi plexer is fast enough and / or for each sensor means own analog-digital converter is provided.

The converted measured values Da tal are first filtered in the evaluation means 110 , as a result of which averaging is carried out. The measured values prepared in this way are then evaluated in the evaluation means 110 to determine whether there is a sensor error or not. The result of this monitoring, together with the processed measured values, is fed to a CAN interface 112 as signals D1. Starting from this CAN interface, the data D1 ′ generated in it are fed to a CAN bus 116 . In the CAN interface 112 , the data D1 is converted into the data D1 'which meet the protocol requirements required for the CAN bus.

At this point it should be noted that as an alternative to a CAN bus also a TTP bus system (TimeTriggeredProtocol bus system; miss tolerant), an Ethernet connection, an optical data bus or a transmission system that works according to the Flexray standard can be used.

The provision means 109 are identical to the provision means 108 except for the missing OR gate, ie they also contain a sample and hold element 109 a, a downstream multiplexer 109 b and a downstream analog-to-digital converter 109 c. The functions of these components are identical to the functions of the corresponding components of the provision means 108 . The sample and hold element 109 a is controlled via the signal SMB generated in the evaluation means 111 . The multiplexer 109 b and the analog-digital converter 109 c are controlled by the evaluation means 111 via the signals Control2. The converted measured values are output as signals Data2 from the preparation means 109 to the evaluation means 111 .

At this point it should be noted that the signals SM and SMB as well as Control1 and Control2 synchronize the provision means 108 and 109 .

Corresponding to the evaluation means 110 , the converted measurement values Data2 are first filtered in the evaluation means 111 . The measured values prepared in this way are then evaluated. The result of this monitoring, together with the prepared measured values, is fed to a CAN interface 115 as signals D2. The data D2 'generated in this CAN interface are also fed to the CAN bus 116 .

Via the cross check signals, the two evaluators 110 and 111 can check and monitor each other. On the one hand, you can determine whether the measured values processed in you are identical. On the other hand, they can mutually determine whether the other evaluation means is still working.

As shown in FIG. 1 a, data are also read back into the evaluation means 110 and 111 starting from the CAN interfaces 112 and 115 . This means that the CAN interfaces can be checked by the evaluation means.

The CAN bus 116 passes the signals D1 'and D2', which are combined to form the signals D, to a control device 117 . The control device thus has the measured values and the result of the monitoring of the sensor means. The control device 117 is, for example, a drive-by-wire system or a steer-by-wire system or a brake-by-wire system or a driving dynamics control in which the control of the yaw rate is at least is carried out by steering interventions. In accordance with the control algorithm stored in it, the control device generates signals S1 which are fed to an actuator system 118 assigned to it. The variable to be controlled is set by appropriately controlling the actuator system. The control device receives feedback on the respective state of the actuator system via the signals S2.

Depending on the result of the monitoring of the sensor system taking place in the evaluation means 110 and 111 , ie depending on the severity of an existing sensor error, the control running in the control device is either partially or completely switched off.

The illustration in FIG. 1a to extracts that it is in which of the components 109, 111 and 115 path formed around the main path, whereas the properties of the components 108, 110 and 112 be path represents a substitute path.

In Fig. 1a, two temperature sensors 106 and 107 are Darge presents. The measured values generated with the temperature sensor 106 are fed to the evaluation means 110 , and the measured values generated with the temperature sensor 107 are fed to the evaluation means 111 . With the help of these measured values, both evaluation means can compensate for any temperature-related drifts in the measured values determined with the sensor means.

In the following, 1b to Fig. Received, in which the structure of the inventive apparatus according to the second concept is is set. In this concept, the evaluation means are structurally or functionally contained in a control device arranged in the vehicle.

The device shown in Fig. 1b is constructed with respect to the sensor means 101 to 105 and with respect to the components 106 , 107 , 108 , 109 , 112 , 115 , 116 and 118 identical to that shown in Fig. 1a. The components listed above have the same function both in FIG. 1a and in the device shown in FIG. 1b, which is why these components and their function in connection with FIG. 1b are no longer discussed.

In contrast to the device shown in FIG. 1a, the device according to FIG. 1b contains on the one hand computing means 110 *, which together with the components 108 form provision means 119 . On the other hand, the device contains computer means 111 *, which together with the components 109 form means 120 . The provision means 119 and 120 have the task of supplying the measured values determined with the aid of the sensor means to the evaluation means 117 a and 117 b assigned to the respective provision means, both of which are contained in the control device.

The converted measured values Da tal are at least filtered in the computer means 110 *, as a result of which averaging is carried out. The measured values D1 * prepared in this way are fed into a CAN bus 116 as data D1 '* via a CAN interface 112 . The converted measured values Data2 are filtered in the computer means 111 *, as a result of which averaging is carried out. The measured values D2 * prepared in this way are fed into a CAN bus 116 as data D2 '* via a CAN interface 115 .

The CAN bus 116 feeds the signals D1 '* and D2' *, which are combined to form the signals D *, to the evaluation means 117 a and 117 b. The actual monitoring of the sensor means is carried out in these evaluation means. The evaluation means pass on the result of the monitoring to the control device 117 .

As already stated, the sample and hold elements are the The multiplexer and the analog-digital converter are controlled in such a way that the measured values are fed to the evaluation means synchronously the. In addition, it is also through appropriate constructive Measures ensure that it is present in the under construction lines with no significant differences in runtime between the measured values of those belonging to a sensor group Sensor means comes.

In the following, FIG. 2 is discussed, in which the sequence of the monitoring of the sensor means according to the invention is shown with the aid of a flow chart. The steps shown in FIG. 2 essentially take place in blocks 110 and 111 shown in FIG. 1a and in blocks 117 a and 117 b shown in FIG. 1b.

The method according to the invention begins with a step 201 , which is followed by a step 202 . In step 202 , the sum of the measured values is determined, which are available at the time at which the ignition key is turned. Since the sensor means are arranged in such a way that they record the physical quantities with the same amount but an inverse sign, a difference is formed in the actual sense when the sum is formed. With the help of this sum, the offset of the sensor means is determined, and can thus be compensated for in the subsequent comparisons for monitoring the sensor means.

In a subsequent step 203 , the actual comparison is carried out to monitor the sensor means belonging to a sensor group. For this purpose, the sum of the measured values determined with the first sensor means and the measured values determined with the second sensor means is formed, which, as mentioned above, involves the formation of a difference. This sum is compared to a threshold. The threshold value is the one represented by equations 2, 3, 4, 2 'or 4', depending on which sensor means belonging to a sensor group are monitored. If the sum is greater than the respective threshold value, there is a sensor error. In step 203 , various individual monitors can take place. A sum is usually formed for each computing cycle and monitoring is thus carried out. However, long-term monitoring can also be carried out in which sensor errors due to the temperature drift of the sensor means are determined. For this purpose, the sum of a currently available measured value and a measured value that was available, for example, when the vehicle was started is formed. The consideration regarding temperature drift can be made, for example, for the duration of the respective trip or for the entire life of a sensor means.

If it is determined in step 203 that there is no sensor error, a branch is made to step 204 , in which the actual x-by-wire control takes place. The jump back from step 204 to step 202 indicates that the monitoring of the sensor means is permanent.

If, on the other hand, it is determined in step 203 that there is a sensor error, a branch is made to step 205 . In step 205 , depending on the severity of the error that has occurred, either the x-by-wire control is partially or completely switched off. Following step 205 , step 206 is carried out, with which the monitoring of the sensor means is ended.

In conclusion, it should be noted that the play chosen representation have no restrictive effect should.

Claims (28)

1. Device for monitoring sensor means arranged in a vehicle, said sensor means being at least a first and a second sensor means ( 101 a, 101 b, 102 a, 102 b, 103 a, 103 b, 104 a, 104 b, 105 a, 105 b), which together form a first sensor group ( 101 , 102 , 103 , 104 , 105 ) and with which measured values (axi, ayi, azi, psii, Lwi) are determined for a first physical quantity,
The device has preparation means ( 108 , 109 , 119 , 120 ) with which the measured values determined with the sensor means belonging to the first sensor group are prepared and at least two redundant evaluation means ( 110 , 111 , 117 a, 117 b) are supplied,
a comparison is carried out in each of the at least two redundant evaluation means for detecting an error which occurs in at least one of the sensor means belonging to the first sensor group, in which the measured values of the first sensor means are compared with the measured values of the second sensor means, characterized by
that there are at least two redundant provision means, one of which is assigned to one of the evaluation means. 2. Device according to claim 1, characterized in that the evaluation means ( 110 , 111 ) are structurally and functionally separate from a control device ( 117 ) arranged in the vehicle in the vehicle. 3. Device according to claim 2, characterized in that the at least two redundant provision means ( 108 , 109 ) each have a sample and hold element ( 108 a, 109 a) and / or a multiplexer ( 108 b, 109 b) and / or have an ana log-digital converter ( 108 c, 109 c). 4. The device according to claim 2, characterized in that the evaluation means ( 110 , 111 ) generate signals (Controll, Control2, SM, SMB), which are supplied to the respectively assigned means of supply ( 108 , 109 ) for controlling them, the means of supply are controlled in such a way that the measured values (axi, ayi, azi, psii, Lwi) determined at the same times are read in synchronously and the processed measured values (Data1, Data2) are fed to the evaluation means synchronously. 5. Device according to claim 1, characterized in that the evaluation means (117 a, 117 b) are present structurally or func tionally in a arranged in the vehicle control device (117). 6. The device according to claim 5, characterized in that the at least two redundant provision means ( 119 , 120 ) each have a sample and hold element ( 108 a, 109 a) and / or a multiplexer ( 108 b, 109 b) and / or have an ana log-digital converter ( 108 c, 109 c) and a computer means ( 110 *, 111 *). 7. The device according to claim 6, characterized in that the computer means ( 110 *, 111 *) generate signals (Control, Control2, SM, SMB), each of the sample-and-hold member ( 108 a, 109 a ) and / or multiplexers ( 108 b, 109 b) and / or analog-digital converters ( 108 c, 109 c) are supplied, these components being controlled in such a way that the measured values (axi, ayi, azi, psii, Lwi) read in synchronously and the processed measured values (Data1, Data2) are fed synchronously to the evaluation means or computer means. 8. The device according to claim 4 or 7, characterized in that
that the evaluation means ( 110 , 111 ) or the computer means ( 110 *, 111 *) generate a first signal (SM, SMB) with which the sample-and-hold element ( 108 a, 109 a) is controlled in such a way that the with the measured values (axi, ayi, azi, psii, Lwi) generated by the sensor means belonging to the first sensor group ( 101 , 102 , 103 , 104 , 105 ) are read in synchronously, in particular at a first point in time, and are temporarily stored, and / or
that the evaluation means ( 110 , 111 ) or the computer means ( 110 *, 111 *) generate a second signal (Control1, Control2) with which the multiplexer ( 108 b, 109 b) and / or the analogue-digital converter ( 108 c, 109 c) are controlled in such a way that the measured values, in particular the measured values temporarily stored in the sample-and-hold elements (Datas1, Da tas2), are read into the multiplexer in a time-synchronous manner, in particular at a second point in time, and passed on by it ben and / or read into the analog-to-digital converter and converted there, and the converted measured values are thus supplied to the evaluation means or computer means synchronously. 9. The device according to claim 1, characterized, that further, from at least a first and a second Existing sensor groups are present, whereby with the sen belonging to one of the other sensor groups measure values for other physical quantities  be averaged, these other physical Sizes both among themselves and from the first physi differentiate calic size. 10. The device according to claim 9 and claim 3 or 6, characterized, that the multiplexer is controlled in such a way that the with the sensor belonging to the respective sensor group measured values determined in pairs to the analog-digital Transducers are fed. 11. The device according to claim 1 or 9, characterized in that
that the sensor means belonging to the first sensor group ( 104 ) are a first ( 104 a) and a second ( 104 b) rotation rate sensor for detecting the rotational movement of the vehicle about its vertical axis, and / or
that a second sensor group is present, which consists of a first and a second rotation rate sensor for detecting the rotational movement of the vehicle about its longitudinal axis, and / or
that a third sensor group is present, which consists of a first and a second rotation rate sensor for detecting the rotational movement of the vehicle about its transverse axis, and / or
that a fourth sensor group ( 102 ) is present, which consists of a first ( 102 a) and a second ( 102 b) acceleration sensor for detecting the lateral acceleration of the vehicle, and / or
that a fifth sensor group ( 101 ) is present, which consists of a first ( 101 a) and a second ( 101 b) acceleration sensor for detecting the longitudinal acceleration of the vehicle, and / or
that a sixth sensor group ( 103 ) is present, which consists of a first ( 103 a) and a second ( 103 b) acceleration sensor for detecting the vertical acceleration of the vehicle, and / or
that a seventh sensor group ( 105 ) is present, which consists of a first ( 105 a) and a second ( 105 b) sensor means for detecting the steering wheel angle or the steering angle of the wheels. 12. The device according to claim 1, characterized in that
that at least one deviation variable is determined to carry out the comparison, which describes the deviation between the measured values of the first sensor means and the measured values of the second sensor means, and
that this deviation quantity is compared with an associated threshold value, a sensor error being present when the deviation quantity is greater than the associated threshold value. 13. The apparatus according to claim 12, characterized in
that the first physical quantity is a quantity describing the lateral dynamics of the vehicle (ayi, psii, Lwi), and that this quantity is fed to a steer-by-wire control device as an input variable and / or control variable, and
that the threshold value is determined as a function of a value for the maximum permissible track offset that the vehicle may have when an error occurs in one of the sensor means belonging to the first sensor group. 14. The apparatus of claim 1 or 9, characterized, that it belongs to the respective sensor group the first and second sensor means are such with which the physical quantity according to amount and time Chen is detected, the first and second sensors with tel are arranged in the vehicle so that the mitit measured values have the same amount but an inverse sign  exhibit. 15. The apparatus of claim 1 or 9, characterized, that the sensor means belonging to a sensor group each because of a structural unit, especially a sen sormodule, are summarized in one place of driving Stuff is attached. 16. The device according to claim 8, characterized in that the converted measured values (Data1, Data2) are first filtered and / or processed before they are evaluated in the evaluation means ( 110 , 111 , 117 a, 117 b). 17. The apparatus of claim 2 and 16, characterized in that the filtering and / or processing in the evaluation means ( 110 , 111 ) itself takes place. 18. The apparatus according to claim 5 and 16, characterized in that the filtering and / or processing takes place in the computing means ( 110 *, 111 *) contained in the preparation means ( 119 , 120 ). 19. The apparatus according to claim 17 or 18, characterized in
that the measured values filtered and / or processed in the evaluation means ( 110 , 111 ) and / or the results of the comparison are fed to the control device ( 117 ) via a bus system, and / or
that the computer means (110 *, 111 *) filtered or processed measurement values via a bus system to the evaluation means contained in the control device (117) (117 a, 117 b) are fed. 20. The apparatus according to claim 19, characterized, that at least part of the output on the bus system Measured values again in the evaluation means or in the computer read in and subjected to a plausibility check will. 21. The apparatus according to claim 2, characterized in that the at least two redundant evaluation means ( 110 , 111 ) monitor each other. 22. The apparatus according to claim 2, characterized in that a separate voltage supply is provided for each evaluation means ( 110 , 111 ) and the associated processing means ( 108 , 109 ). 23. The device according to claim 13, characterized, that the threshold is also dependent on the Ge speed of the vehicle describing size or egg ner describing the yaw rate of the vehicle Size is determined. 24. Device for monitoring sensor means arranged in a vehicle, wherein it is at least a first and a second sensor means ( 101 a, 101 b, 102 a, 102 b, 103 a, 103 b, 104 a, 104 b, 105 a, 105 b), which together form a first sensor group ( 101 , 102 , 103 , 104 , 105 ) and with which measured values (axi, ayi, azi, psii, Lwi) are determined for a first physical quantity,
The device has provision means ( 108 , 109 , 119 , 120 ) with which the measured values determined with the sensor means belonging to the first sensor group are supplied from evaluation means ( 110 , 111 , 117 a, 117 b), the evaluation means, in order to detect an error which occurs on at least one of the sensor means belonging to the first sensor group, a comparison is carried out in which the measured values of the first sensor means are compared with the measured values of the second sensor means, characterized in that
that with the aid of the provision means, the measured values determined at the same time with the sensor means belonging to the first sensor group are supplied to the evaluation means synchronously with the evaluation. 25. A method for monitoring sensor means arranged in a vehicle, said sensor means being at least a first and a second sensor means ( 101 a, 101 b, 102 a, 102 b, 103 a, 103 b, 104 a, 104 b, 105 a, 105 b), which together form a first sensor group ( 101 , 102 , 103 , 104 , 105 ) and with which measured values (axi, ayi, azi, psii, Lwi) are determined for a first physical quantity,
in which, with the aid of provision means ( 108 , 109 , 119 , 120 ), the measured values determined with the sensor means belonging to the first sensor group are processed and at least two redundant evaluation means ( 110 , 111 , 117 a, 117 b) are supplied,
a comparison is carried out in each of the at least two redundant evaluation means for detecting an error which occurs in at least one of the sensor means belonging to the first sensor group, in which the measured values of the first sensor means are compared with the measured values of the second sensor means, characterized,
that there are at least two redundant provision means, one of which is assigned to one of the evaluation means. 26. Use of the device according to claim 1 or 24 in one drive-by-wire system or a steer-by-wire system or a brake-by-wire system.   27. Sensor module, which has at least a first and a second Contains sensor means, which together form a first sensor group form, with the first and second sensor means each measured values for a first physical quantity be, the physical size with the first and the second sensor means according to amount and sign is detected, and wherein the first and the second sensor are arranged in the sensor module so that the respective because measured values determined the same amount but inverse Show signs. 28. Sensor module according to claim 27, characterized, that the sensor module further, from at least a first and a second sensor means existing sensor groups contains, with the to another sensor group belonging sensor means measured values for further physical cal sizes are determined, these further physical quantities both among themselves and from the first physical size.