Method and device for braking vehicle by redundant braking system

Abstract

The invention provides a method for braking a vehicle through a redundant braking system, and the method comprises the steps: obtaining the rotating speed Vm of a motor in response to a fault signal received from a main braking system of the vehicle; calculating a wheel speed v of a wheel of the vehicle based on the motor rotation speed Vm; and generating a brake command based on the wheel speed v to control a brake actuator of the vehicle to brake the wheels.

Description

Technical Field

[0001] The present disclosure relates generally to the field of vehicle braking, and more particularly to a method and apparatus for braking a vehicle via a redundant braking system. Background Art

[0002] At present, more and more vehicles (especially electric vehicles or hybrid vehicles) on the market use a braking scheme that uses a main braking system in conjunction with a redundant braking system, so that in the event of a failure in the main braking system, the redundant braking system can still be used to provide the required braking capacity, thereby ensuring safe driving and improving the driving and riding experience. The role of the redundant braking system is particularly critical in autonomous driving vehicles. According to the automotive autonomous driving classification standard, when an autonomous driving vehicle is driving at level L3 and above, it cannot be expected to rely on the driver's operation to achieve control of the vehicle. On the contrary, the vehicle control system is responsible for the safe driving of the vehicle. In such a scenario, the introduction of a redundant braking system prevents the loss of control over the vehicle's braking capacity due to a failure in the main braking system. For the braking system (including the main braking system and the redundant control system), the wheel speed is an essential key parameter for achieving braking. The wheel speed is usually provided by a wheel speed sensor (WSS) attached to the wheel and transmitted to the main braking system, so that the main braking system can control the magnitude of the braking force acting on the wheel at least based on the wheel speed. However, there may be a failure scenario where the primary brake system fails and cannot achieve accurate brake control, and the wheel speed data provided by the wheel speed sensor cannot be transmitted to the redundant brake system, resulting in the redundant brake system being unable to complete the braking function as a substitute for the primary brake system. In addition, the wheel speed sensor itself may fail, resulting in the inability to provide wheel speed data to the primary brake system.

[0003] In the prior art, in order to provide the redundant braking system with the wheel speed data necessary for accurate braking control for the above or other fault scenarios, the following two solutions are usually adopted: In the first solution, a set of redundant wheel speed sensors coupled to the redundant braking system is additionally installed at the wheel to provide the redundant wheel speed data to the redundant braking system. In the second solution, the original single-output channel wheel speed sensor (coupled only with the main braking system) is changed to a dual-output channel wheel speed sensor (coupled with both the main braking system and the redundant braking system) to provide wheel speed data to the main braking system and the redundant braking system respectively.

[0004] However, the above two solutions in the prior art significantly increase the hardware cost. For example, the additional set of redundant wheel speed sensors installed in the first solution and the dual-output channel wheel speed sensors in the second solution both involve hardware additions and changes, which lead to undesirable cost increases. In addition, the new wheel speed sensors will also bring additional research and development costs, and may require new designs for the vehicle body structure (e.g., steering knuckles). Therefore, a more cost-saving and easy-to-implement solution is needed to achieve vehicle braking through a redundant braking system for the above-mentioned failure scenarios of the main braking system or the wheel speed sensor. Summary of the invention

[0005] It is desired to provide a method and device for braking a vehicle through a redundant braking system, which does not require any hardware addition or change, but instead utilizes an electronic control unit of the redundant braking system to calculate the wheel speed based on the motor speed, so that in the event of a failure of the main braking system or the wheel speed sensor, the redundant braking system can provide accurate braking control for the vehicle.

[0006] According to one aspect of the present disclosure, a method for braking a vehicle through a redundant braking system is provided, comprising: obtaining a motor speed Vm in response to receiving a fault signal from a main braking system of the vehicle; calculating a wheel speed v of a wheel of the vehicle based on the motor speed Vm; and generating a braking command based on the wheel speed v to control a brake actuator of the vehicle to brake the wheel.

[0007] According to another aspect of the present disclosure, there is provided an apparatus for braking a vehicle by a redundant braking system, comprising: a memory; and a control unit. The control unit is coupled to the memory and configured to execute a method according to any one of the various embodiments of the present disclosure.

[0008] According to yet another aspect of the present disclosure, a computer-readable medium is provided, which stores a computer program including instructions, which, when executed by a control unit, configure the control unit to perform a method according to any one of the various embodiments of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Various embodiments of the claimed subject matter will now be described by way of example with reference to the accompanying drawings. In the different drawings, the same reference numerals are used to denote the same or similar components.

[0010] Figure 1A-1B A schematic diagram showing the principles of two solutions for providing wheel speed data to a redundant braking system in the prior art.

[0011] Figure 2A schematic diagram showing an example working principle of a primary braking system or a redundant braking system according to an embodiment of the present disclosure is shown.

[0012] Figure 3 A schematic diagram showing the composition of an exemplary overall braking system and the interactions between the various subsystems / components therein according to an embodiment of the present disclosure.

[0013] Figure 4 A flow chart of a method for braking a vehicle by a redundant braking system according to an embodiment of the present disclosure is shown.

[0014] Figure 5 A block diagram of a device that can be used to implement a method for braking a vehicle by using a redundant braking system according to an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0015] In the following description, many specific details are set forth to provide a thorough understanding of the embodiments of the present disclosure. However, those skilled in the relevant art will recognize that the present disclosure can be practiced without one or more of the specific details, or alternative methods, components, etc. can be used to practice the present disclosure. In some instances, well-known structures and operations are not shown or described in detail to avoid unnecessarily obscuring the present disclosure.

[0016] As discussed in the background technology section above, in a vehicle (e.g., an autonomous vehicle) in which a primary braking system and a redundant braking system are used in conjunction, there may be such a failure scenario: the primary braking system fails and cannot achieve accurate braking control, and at the same time, the wheel speed data provided by the wheel speed sensor cannot be transmitted to the redundant braking system, resulting in the redundant braking system being unable to perform the braking function as a substitute for the primary braking system. In addition, the wheel speed sensor itself may fail, resulting in the inability to provide wheel speed data to the primary braking system at all.

[0017] In the prior art, for the above or other failure scenarios, two solutions are usually adopted to provide the redundant braking system with the wheel speed data necessary for achieving accurate braking control. Figure 1A-1B A schematic diagram showing the principles of two solutions for providing wheel speed data to a redundant braking system in the prior art.

[0018] like Figure 1A As shown, in a first solution, the main braking system 102 can be coupled with four existing wheel speed sensors (WSS) 104 to obtain wheel speed data. The main braking system 102 can generate a braking command 106 based on at least the wheel speed data provided by the existing wheel speed sensors 104 to achieve braking of the vehicle. In addition, Figure 1AIt is also shown that four redundant wheel speed sensors 110 can be added and coupled to the redundant braking system 108 to provide redundant wheel speed data to the redundant braking system 108. In this way, in the event that the main braking system 102 or the wheel speed sensor 104 coupled to the main braking system 102 fails, the redundant braking system 108 can generate a braking command 112 based on at least the redundant wheel speed data provided by the redundant wheel speed sensor 110 to achieve braking of the vehicle in the event that the main braking system fails.

[0019] Figure 1B FIG. 2 shows a second solution for providing wheel speed data to a redundant braking system in the prior art. Figure 1B As shown, the wheel speed sensor 104' is changed into a dual-output channel wheel speed sensor, which can be coupled to the main braking system 102' and the redundant braking system 108' through two independent output channels at the same time to provide wheel speed data to the main braking system 102' and the redundant braking system 108' respectively. In this way, in the case that the main braking system 102' fails and cannot generate the braking command 106', the redundant braking system 108' can generate the braking command 112' by using the wheel speed data provided through another output channel, thereby achieving braking of the vehicle.

[0020] However, if Figure 1A-1B The above two solutions in the prior art shown above significantly increase the hardware cost. For example, the additional set of redundant wheel speed sensors 110 in the first solution and the dual-output channel wheel speed sensor 104' in the second solution both involve hardware addition and modification, thereby bringing about an undesirable cost increase. In addition, the new wheel speed sensor will also bring about additional research and development costs, and may require a new design for the vehicle body structure (e.g., steering knuckle).

[0021] To this end, the present disclosure provides a method and device for braking a vehicle through a redundant braking system, which does not require any hardware addition or change, but instead utilizes the electronic control unit of the redundant braking system to calculate the wheel speed based on the motor speed, so that in the event of a failure of the main braking system or the wheel speed sensor, the redundant braking system can provide accurate braking control for the vehicle.

[0022] First combine Figure 2To illustrate the example working principle of the main braking system or the redundant braking system. For ease of understanding, examples of the main braking system may include, but are not limited to, electronic body stability systems (ESP, ESC, VSC, VSM), vehicle dynamic control systems (VDC), dynamic stability control systems (DSC), dynamic stability tracking control systems (DSTC), active stability control systems (ASC), and the like as known to those skilled in the art. Examples of redundant braking systems may include, but are not limited to, electronic brake boosters, intelligent decoupling control systems (DPB), and the like. In addition, the concepts of the main braking system and the redundant braking system can be used interchangeably. The two cooperate with each other in function, so that in the event of a failure of any braking system, the other braking system can respond quickly to provide accurate braking control, thereby ensuring safe driving, for example, allowing the vehicle to be parked safely and smoothly by the side of the road.

[0023] like Figure 2 As shown, the braking system 202 includes an electronic control unit (ECU) 204 and a hydraulic adjustment unit 206. The wheel speed sensor 208 attached to each wheel can provide a wheel speed signal to the ECU 204 of the braking system 202. The ECU 204 can generate a braking command based on at least the wheel speed signal, and transmit the braking command to the hydraulic adjustment unit 206. The hydraulic adjustment unit 206 is used to distribute the size of the brake hydraulic pressure to be applied to each wheel via the corresponding hydraulic pipeline (e.g., hydraulic pipeline 212) based on the braking command, and transport the corresponding amount of brake fluid in the hydraulic master cylinder to the corresponding hydraulic pipeline (e.g., hydraulic pipeline 212) through the hydraulic pump. Each hydraulic pipeline (e.g., hydraulic pipeline 212) contains a plurality of solenoid valves (e.g., solenoid valve 214), and each solenoid valve can be a boost valve or a pressure limiting valve. By controlling the opening and closing of each solenoid valve in the corresponding hydraulic pipeline, or adjusting the size of the opening of each solenoid valve, the size of the brake hydraulic pressure acting on each wheel can be controlled and adjusted. The brake actuator (e.g., brake actuator 210) located at each wheel can brake the wheel under the action of brake hydraulic pressure. The brake actuator can be a brake caliper installed at the brake disc, which can clamp toward the wheel and achieve vehicle deceleration / braking through the friction between the brake pad and the brake disc.

[0024] It should be noted that in order to make the drawings clear, Figure 2 In the figure, only the associated wheel speed sensor 208, brake actuator 210, hydraulic line 212 and solenoid valve 214 are marked with reference numerals for one wheel. However, it should be understood that such reference numerals are also applicable to the other wheels.

[0025] Figure 3 A schematic diagram showing the composition of an exemplary overall braking system and the interactions between the various subsystems / components therein according to an embodiment of the present disclosure.

[0026] like Figure 3 As shown, the overall braking system of the vehicle includes a main braking system 304 , a vehicle control unit (VCU) 308 , and a redundant braking system 312 , which are all coupled to a CAN bus unit 310 and implement bidirectional communication with the CAN bus unit 310 . Figure 3 Also shown is a wheel speed sensor 302 coupled to a primary brake system 304, a resolver sensor 306 coupled to a redundant brake system 312, and a brake actuator 314. Note that for clarity of the drawings, Figure 3 Only some subsystems / components and example structures of the overall braking system of the vehicle are shown. Those skilled in the art should understand that the overall braking system of the vehicle also includes other subsystems / components not shown or structures different from the structures shown. Among them, for the main braking system 304 and the redundant braking system 312, only the subcomponents ECU 316 and ECU 318 are shown, and other subcomponents and structures (for example, refer to Figure 2 The hydraulic adjustment unit, hydraulic lines, etc. discussed above are not shown in the figure for the sake of clarity. Figure 3 Shown in.

[0027] like Figure 3 As shown, and combined with Figure 2 As an example of the working principle of the braking system discussed, the ECU 316 of the main braking system 304 can receive wheel speed data from the wheel speed sensor 302 attached to each wheel, and generate a braking command based on the wheel speed data to achieve braking of the wheel through the brake actuator 314.

[0028] When the braking function is implemented through the main braking system 304, the following faults may be encountered: the main braking system 304 fails and cannot implement accurate braking control, and the wheel speed data provided by the wheel speed sensor 302 cannot be transmitted to the redundant braking system 312, resulting in the redundant braking system 312 being unable to complete the braking function as a substitute for the main braking system 304; or the wheel speed sensor 302 itself may fail, resulting in the inability to provide wheel speed data to the main braking system 304. The failures that may occur in the main braking system 304 may include power supply failure, hardware damage, software failure, etc., and various other failures that can be understood by those skilled in the art that cause the main braking system to fail to complete the required braking function. Therefore, when a failure occurs in the main braking system 304 or the main braking system 304 determines that one or more wheel speed sensors 302 coupled thereto have failed, the ECU 316 of the main braking system 304 can send a fault signal to the redundant braking system 312 via the CAN bus unit 310 to notify the redundant braking system 312 of the failure of the main braking system 304 or one or more wheel speed sensors 302 and instruct the redundant braking system 312 to take over the braking function.

[0029] After receiving the above fault signal sent by the main brake system 304, the redundant brake system 312 can obtain the motor speed Vm from the VCU 308 through the CAN bus unit 310. The VCU 308 is a core electronic control unit for implementing vehicle control decisions.

[0030] The motor speed Vm may be provided by a resolver sensor 308. The resolver sensor may be deployed in a power system unit in a hybrid vehicle and an electric vehicle. Specifically, the magnetic coupling amount between the primary winding and the two secondary windings of the resolver sensor changes according to the position of a rotating component (e.g., a rotor mounted on a motor shaft), thereby providing accurate shaft rotation data. Figure 3 As shown, the resolver sensor 306 can provide the speed Vm of the corresponding motor and output it to the VCU 308. It should be understood that in one embodiment, the signal output by the resolver sensor 306 may not be directly used as the motor speed Vm. Instead, further signal processing (e.g., analog-to-digital conversion) may be required to convert the output signal into the motor speed Vm that can be used by the redundant braking system 312. Such signal processing is known to those skilled in the art and is not described in detail herein. Figure 3 and will not be described in detail herein.

[0031] Next, the ECU 318 of the redundant braking system 312 can calculate the wheel speed v of the wheel based on the motor speed Vm. The wheel speed v can be obtained by multiplying the motor speed Vm with the transmission ratio coefficient i and the rolling circumference C of the wheel. That is, the wheel speed v can be calculated based on the following formula: v=Vm*i*C.

[0032] The rolling circumference of a wheel is usually fixed for a specific vehicle, which can be obtained by testing, or can be obtained by calculation based on other parameters (e.g., rolling radius). The value of the rolling circumference of a wheel can usually be stored in a memory of a control unit (e.g., VCU, ECU) of the vehicle.

[0033] The transmission ratio coefficient is used to characterize the ratio of the speeds of the two transmission mechanisms before and after the reducer of the vehicle. The value of the transmission ratio coefficient i may depend on the type of the reducer of the vehicle. In other words, the value of the transmission ratio coefficient of a specific type of reducer is fixed. Thus, in one embodiment, the redundant braking system 312 may obtain the value of the transmission ratio coefficient i from the VCU 308 via the CAN bus unit 310, or the value of the transmission ratio coefficient i may also be stored in the memory of the ECU 318.

[0034] In addition, the reducer of some electric vehicles or hybrid vehicles includes multiple gears, wherein the value of the transmission ratio coefficient i corresponding to each gear may be different, and each gear and the value of the transmission ratio coefficient i corresponding thereto may be stored in the memory of the control unit (e.g., VCU, ECU) of the vehicle in the form of a table or other data structure. In this case, in one embodiment, the value of the transmission ratio coefficient i can be determined based on the gear in which the reducer is when the redundant braking system 312 receives a fault signal from the main braking system 304. For example, when the above-mentioned fault signal is received, the value of the transmission ratio coefficient i corresponding to the current gear of the reducer can be provided to the redundant braking system 312 by the VCU 308. Alternatively, the current gear information can be provided to the redundant braking system 312 by the VCU 308, and the redundant braking system 312 can determine the value of the transmission ratio coefficient i by its ECU 318 based on the gear information.

[0035] In one embodiment, the vehicle may include four independently controlled motors ( Figure 3 In this case, four resolver sensors 306 can be installed in pairs with each of the four independently controlled motors to provide speed information for each corresponding motor. The four resolver sensors can therefore provide: left front wheel motor speed Vm_FL, right front wheel motor speed Vm_FR, left rear wheel motor speed Vm_RL, and right rear wheel motor speed Vm_RR.

[0036] The ECU 318 of the redundant braking system 312 may further calculate the corresponding wheel speeds at the four wheels, namely, the left front wheel speed v_FL, the right front wheel speed v_FR, the left rear wheel speed v_RL, and the right rear wheel speed v_RR based on the following equations:

[0037] v_FL=Vm_FL*i*C

[0038] v_FR=Vm_FR*i*C

[0039] v_RL=Vm_RL*i*C

[0040] v_RR=Vm_RR*i*C,

[0041] Where i and C are the transmission ratio coefficient discussed above and the rolling circumference of the wheel, respectively.

[0042] Based on the calculated wheel speed v, the ECU 318 of the redundant braking system 312 can generate a braking command to control the brake actuator 314 to achieve corresponding braking of each wheel. Figure 2 As discussed, the ECU 318 can generate a braking command for the hydraulic adjustment unit. The hydraulic adjustment unit can allocate the size of the brake hydraulic pressure to be applied to each wheel via the corresponding hydraulic pipeline based on the braking command, and deliver the corresponding amount of brake fluid in the hydraulic master cylinder to the corresponding hydraulic pipeline through the hydraulic pump, and control and adjust the size of the brake hydraulic pressure acting on each wheel by controlling the opening and closing of each solenoid valve in the corresponding hydraulic pipeline, or adjusting the size of the opening of each solenoid valve. The brake actuator 314 (e.g., brake caliper) located at each wheel can achieve vehicle deceleration / braking through the friction between the brake pad and the brake disc under the action of the brake hydraulic pressure, so that the vehicle can be parked safely and smoothly by the side of the road.

[0043] It should be noted that although Figure 3 Specifically shown are four resolver sensors mounted in pairs with four independently controlled motors (not shown), however, the method of braking a vehicle by a redundant braking system disclosed herein is not limited to the power system structure of four independently controlled motors, but is also applicable to other power system structures. For example, for an application scenario where one motor drives the front wheels and another motor drives the rear wheels, the resolver sensor mounted in pairs with each motor can provide the motor speed for the corresponding motor. And the redundant braking system can calculate the wheel speed of the two front wheels / rear wheels driven by the motor based on the corresponding motor speed.

[0044] Figure 4 A flow chart of a method for braking a vehicle by a redundant braking system according to an embodiment of the present disclosure is shown.

[0045] In step S410, in response to receiving a fault signal from the main brake system of the vehicle, the redundant brake system may obtain the motor speed Vm, wherein the fault signal is sent by the main brake system in response to a fault in the main brake system and / or a fault in a wheel speed sensor coupled to the main brake system.

[0046] In step S420, the ECU of the redundant braking system can calculate the wheel speed v of the vehicle's wheel based on the motor speed Vm. The wheel speed v of the wheel can be calculated by multiplying the motor speed Vm with the transmission ratio coefficient i and the rolling circumference C of the wheel. In one embodiment, the value of the transmission ratio coefficient i can be determined based on the model of the vehicle's reducer. In another embodiment, when the reducer includes multiple gears, the redundant braking system can determine the value of the transmission ratio coefficient i based on the gear position in which the reducer is when the fault signal is received. The motor speed Vm can be provided by a rotary sensor. Among them, in an application scenario where the vehicle includes four independently controlled motors, four rotary sensors can be installed in pairs with each of the four independently controlled motors to provide speed information for each corresponding motor. The four rotary sensors can therefore provide: the left front wheel motor speed Vm_FL, the right front wheel motor speed Vm_FR, the left rear wheel motor speed Vm_RL, and the right rear wheel motor speed Vm_RR. Further, the left front wheel speed v_FL, the right front wheel speed v_FR, the left rear wheel speed v_RL, and the right rear wheel speed v_RR can be calculated according to the following formula:

[0047] v_FL=Vm_FL*i*C

[0048] v_FR=Vm_FR*i*C

[0049] v_RL=Vm_RL*i*C

[0050] v_RR=Vm_RR*i*C.

[0051] In step S430, the ECU of the redundant braking system may generate a braking command based on the wheel speed v to control the brake actuator of the vehicle to brake the wheel. Specifically, the ECU of the redundant braking system may generate a braking command so that the hydraulic adjustment unit allocates the magnitude of the braking hydraulic pressure to be applied to each wheel via the corresponding hydraulic pipeline based on the braking command. The brake actuator (e.g., brake caliper) located at each wheel may decelerate / brake the vehicle through the friction between the brake pad and the brake disc under the action of the braking hydraulic pressure, so that the vehicle can be parked safely and smoothly by the side of the road.

[0052] Figure 5A block diagram of a device 500 that can be used to implement a method for braking a vehicle using a redundant braking system according to an embodiment of the present disclosure is shown. In one example, the device 500 may include an electronic control unit of the vehicle, for example, as described above with reference to Figure 2 ECU 204 discussed, or reference Figure 3 ECU 318 of redundant braking system 312 discussed, among others.

[0053] The example device 500 includes a control unit 504 connected to an internal communication bus 502, and the control unit 504 is used to execute instructions in a memory 506 to implement the method of braking a vehicle through a redundant braking system described in detail above. Examples of the control unit 504 may include a central processing unit (CPU), a microcontroller, etc. The memory 506 suitable for tangibly embodying computer program instructions and data includes various forms of memory, such as EPROM, EEPROM, and flash memory devices, etc. The device 500 may also include an input interface 508 and an output interface 510. The input interface 508 is used to receive input signals and data, including, for example, from a primary braking system (e.g., Figure 3 A main brake system 304 as shown indicates a main brake system failure and / or a wheel speed sensor coupled to the main brake system (e.g., Figure 3 The output interface 510 is used to send output signals and data, for example, a braking command for a hydraulic adjustment unit generated based on the wheel speed v.

[0054] The computer program may include instructions executable by a computer, which are used to cause the control unit 504 of the device 500 to perform the method of braking a vehicle by a redundant braking system of the present disclosure. The program can be recorded on any data storage medium including a memory. For example, the program can be implemented in digital electronic circuits, or in computer hardware, firmware, software, or a combination thereof. The process / method steps described in the present disclosure can be performed by a programmable processor that executes program instructions to perform methods, steps, operations by operating on input data and generating outputs.

[0055] In addition to what is described herein, various modifications may be made to the disclosed embodiments and implementations of the present invention without departing from the scope of the disclosed embodiments and implementations of the present invention. Therefore, the descriptions and examples herein should be interpreted as illustrative rather than limiting. The scope of the present invention should be measured only by reference to the claims.

Claims

1. A method for braking a vehicle by means of a redundant braking system, comprising: In response to receiving a fault signal from a main brake system of the vehicle, obtaining a motor speed Vm; Calculating the wheel speed v of the vehicle's wheels based on the motor speed Vm; A braking command is generated based on the wheel speed v to control a brake actuator of the vehicle to brake the wheel.

2. The method according to claim 1, wherein: Calculating the wheel speed v based on the motor speed Vm includes: multiplying the motor speed Vm by a transmission ratio coefficient i and a rolling circumference C of a wheel to calculate the wheel speed v.

3. The method according to claim 2, wherein: The value of the transmission ratio coefficient i is determined based on the model of the reducer of the vehicle.

4. The method according to claim 3, wherein: The value of the transmission ratio coefficient i is further determined based on the gear position of the reducer when the fault signal is received.

5. The method according to claim 1, wherein: The fault signal is sent by the main brake system in response to a fault in the main brake system and / or a fault in a wheel speed sensor coupled to the main brake system.

6. The method according to claim 2, wherein: The motor speed Vm is provided by a resolver sensor.

7. The method according to claim 6, wherein: The vehicle includes four independently controlled motors and four resolver sensors respectively installed at the four independently controlled motors.

8. The method according to claim 7, in, The four resolver sensors respectively provide the left front wheel motor speed Vm_FL, the right front wheel motor speed Vm_FR, the left rear wheel motor speed Vm_RL, and the right rear wheel motor speed Vm_RR; and Calculating the wheel speed v based on the motor speed Vm includes calculating the left front wheel speed v_FL, the right front wheel speed v_FR, the left rear wheel speed v_RL, and the right rear wheel speed v_RR according to the following formula: v_FL=Vm_FL*i*C v_FR=Vm_FR*i*C v_RL=Vm_RL*i*C v_RR=Vm_RR*i*C.

9. A device for braking a vehicle by means of a redundant braking system, comprising: Memory; A control unit is coupled to the memory, wherein the control unit is configured to execute the method according to any one of claims 1-8.

10. A computer readable medium storing a computer program comprising instructions which, when executed by a control unit, cause the control unit to be configured to perform the method according to any one of claims 1 to 8.

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