Knorr-Bremse will begin series production of a redundant braking system for Level 4 autonomous trucks in 2027, giving the vehicle a second, fully independent control path that can take over full ABS braking and stability control if the primary system fails. As automation shifts driving-dynamics responsibility from the driver to the vehicle itself, the German commercial-vehicle systems supplier says fail-active architectures — including redundant braking and steering — are the technological foundation Level 4 trucks need to operate without a driver ready to intervene. The system can run automatically as a “virtual driver” or be switched to manual control at any time, and it supports fallback strategies ranging from minimum-risk maneuvers to continuing a trip with reduced functionality. Knorr-Bremse validated key elements of the architecture through its participation in the ATLAS-L4 research project, a German government-funded effort to demonstrate driverless highway trucking.
Highlights
- The redundant braking system (rGSBC) enters series production in 2027, giving Level 4 trucks a second independent control path with full ABS if the primary system fails.
- The system runs automatically as a “virtual driver” or switches to manual control, supporting fallback strategies from minimum-risk maneuvers to reduced-function “mission-complete” operation.
- Redundant steering options include the redundant Electric Power Steering (rEPS) and the redundant electrohydraulic superimposed steering (rAHPS), plus a Steer-by-Brake redundancy layer.
- Knorr-Bremse validated elements of the architecture through the ATLAS-L4 research project and is now running specific Level 4 pilot projects with select customers.
Redundancy as the Foundation for Driverless Operation
Knorr-Bremse’s case for redundancy rests on a simple shift: once a truck drives itself, the vehicle — not a human — has to detect and compensate for any system failure while keeping control at all times. The rGSBC redundant braking system, built on the company’s Global Scalable Brake Control (GSBC) platform, adds a second independent path that delivers full ABS functionality and wheel-by-wheel brake pressure control if the primary system goes down. Standardized interfaces allow the system to operate automatically or hand control back to a human driver, and it supports operating strategies from a minimum-risk stop to continuing the trip with reduced functionality — flexibility the company says also improves total cost of ownership for fleet operators.
The steering side gets equivalent treatment: the redundant Electric Power Steering (rEPS) duplicates both actuators and control electronics, and combining it with a Steer-by-Brake function adds a further independent redundancy layer for controlled guidance during critical failures. The redundant electrohydraulic superimposed steering (rAHPS) offers an alternative architecture supporting the same driver-assistance and automated-driving functions.
Bernd Spies, Member of the Executive Board of Knorr-Bremse AG and responsible for the Commercial Vehicle Systems Division, said: “Highly automated driving in the commercial vehicle sector is gaining momentum worldwide—albeit at different paces in different regions. Robust, fail-active vehicle architectures are crucial for the next step. This is precisely where we bring our systems expertise to bear in our partnerships with vehicle manufacturers: We develop redundancy solutions for braking and steering functions and implement them in specific applications together with vehicle manufacturers. The impending series production readiness of our redundant braking system is an important milestone in making Level 4 architectures scalable and economically viable.”
From Research Project to Series Production
The ATLAS-L4 project gave Knorr-Bremse an early testbed for validating the redundant architecture; the company is now running specific Level 4 pilot programs with select customers to build integration experience ahead of the 2027 launch. Initial deployments may focus on hub-to-hub transport, with North America emerging as the leading early market as fleet operators weigh driver shortages, safety requirements, and cost pressure. Knorr-Bremse frames the effort within a broader industry move toward X-by-wire vehicle concepts and software-defined vehicle architectures, which it expects to bring centralized control, high sensor-data availability, and continuous software updates to commercial trucks.
ADAS Complements the L4 Push
Separate from the L4 redundancy work, Knorr-Bremse continues expanding its Advanced Driver Assistance Systems (ADAS) lineup. The Fusion Front ADAS fuses radar and camera data for the Advanced Emergency Braking System (AEBS) and its pedestrian-detection extension (PAEBS), along with Lane Keeping Assist and Lane Departure Warning — functions that help vehicle manufacturers meet the European General Safety Regulation II (GSR II). A companion Proximity System adds close-range detection through the Blind Spot Information System and Moving Off Information System. Knorr-Bremse ADAS has already contributed to one vehicle manufacturer’s 3-star Euro NCAP commercial-vehicle rating, with further features in development to meet additional protocol requirements.
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