Multi-device monitoring of the output of a wheel speed sensor

Abstract

The present disclosure relates to a processing system for a vehicle and, in particular, techniques for wheel speed detection with increased reliability. An exemplary device for processing wheel speed signals generally comprises: a first controller configured to receive and process a wheel speed signal to identify a first wheel speed for a wheel of a vehicle; and a second controller configured to receive and process the wheel speed signal to identify a second wheel speed for the same wheel, comparing the first wheel speed with the second wheel speed to identify any error related to the processing of the wheel speed signal.

Description

REFERENCE TO A RELATED REGISTRATION

[0001] This application claims the benefit and priority of the preliminary US patent application No. 63 / 719,064, filed on November 11, 2024, which is hereby expressly incorporated herein in its entirety and for all applicable purposes as if fully executed below. AREA OF REVELATION

[0002] The present disclosure relates to a processing system for a vehicle and, in particular, techniques for wheel speed detection with increased reliability. DESCRIPTION OF THE STATE OF THE TECHNOLOGY

[0003] Vehicles can be equipped with various control systems designed to improve their functionality, safety, and efficiency. These systems manage and regulate different vehicle components to achieve specific performance outcomes. At the heart of these systems are feedback loops, sensors, actuators, and control algorithms that monitor and adjust various parameters. For example, a vehicle might include multiple external cameras to capture views around the vehicle, which are then displayed to the driver on front-facing screens. Vehicle control systems also play a crucial role in detecting vehicle speed. This is often achieved through wheel speed sensors. These sensors generate signals that are processed by electronic control units (ECUs) to determine the wheel speed.Accurate wheel speed measurement is crucial for the safe and efficient operation of modern vehicles. Reliable wheel speed data forms the basis for important systems such as anti-lock braking systems (ABS), traction control, and stability management, and directly impacts vehicle responsiveness and occupant safety. Deviations in wheel speed measurement can lead to performance losses, increased wear on mechanical components, and impaired safety functions. SUMMARY

[0004] Certain aspects of the present disclosure relate to a device for processing wheel speed signals. The device generally includes: a first controller configured to receive and process a wheel speed signal to identify a first wheel speed for a wheel of a vehicle; and a second controller configured to receive and process the wheel speed signal to identify a second wheel speed for the same wheel, comparing the first wheel speed with the second wheel speed to identify any error related to the processing of the wheel speed signal.

[0005] Certain aspects of the present disclosure relate to a method for processing wheel speed signals. The method generally includes: processing a wheel speed signal via a first controller to identify a first wheel speed for a wheel of a vehicle; and processing the wheel speed signal via a second controller to identify a second wheel speed for the wheel of the vehicle, comparing the first wheel speed with the second wheel speed to identify any error related to the processing of the wheel speed signal.

[0006] Certain aspects of the present disclosure relate to a vehicle. The vehicle generally includes: a wheel; a wheel speed sensor configured to generate a wheel speed signal for the wheel; a first controller configured to receive and process the wheel speed signal to identify a first wheel speed for the wheel; and a second controller configured to receive and process the wheel speed signal to identify a second wheel speed for the vehicle's wheel, comparing the first wheel speed with the second wheel speed to identify any fault related to the processing of the wheel speed signal. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1A illustrates an exemplary vehicle according to certain embodiments. Fig. Figure 1B illustrates a vehicle chassis according to certain embodiments. Fig. 2A is a schematic block diagram of components of a vehicle according to certain embodiments. Fig. 2B is a schematic block diagram of alternative components of a vehicle according to certain embodiments. Fig. Figure 3 illustrates a processing system with multiple electronic control units (ECUs) in which each of several wheel sensor signals is processed by the multiple ECUs, according to certain aspects of the present disclosure. Fig. Figure 4 illustrates an exemplary current sensing system for identifying the wheel speed at each of several ECUs according to certain aspects of the present disclosure. Fig. Figure 5 is a flowchart illustrating exemplary processes for processing wheel speed signals according to certain aspects of the present disclosure. DETAILED DESCRIPTION

[0007] Certain aspects of this disclosure relate to devices and techniques for processing wheel speed signals. A wheel speed sensor can be used to generate a wheel speed signal for a wheel of a vehicle. The wheel speed signal can be received and processed by separate controllers to identify the wheel speed independently. For example, a first controller can process the wheel speed signal to identify a first wheel speed, while a second controller processes the same signal to identify a second wheel speed. The two derived wheel speeds are then compared to identify any errors related to the processing of the wheel speed signal. This redundant processing increases the accuracy and reliability of the wheel speed data, which is important for the safe and efficient operation of vehicles.In some cases, separate power supply sections can be used for the separate controllers. This way, if a fault occurs in one power supply section for one controller, causing that controller to stop monitoring the wheel speed, another controller can continue monitoring the wheel speed.

[0008] By utilizing redundant processing through multiple controllers, the system can identify and mitigate errors that may occur during signal processing. This leads to improved performance of critical vehicle systems such as the anti-lock braking system (ABS), traction control, and stability management. Furthermore, the use of separate power supply sections for the controllers ensures that power supply-related faults do not affect the entire wheel speed monitoring system, further enhancing the robustness of the wheel speed sensing mechanism.

[0009] Fig. Figure 1A illustrates an example vehicle 100. As in Fig. As can be seen in Figure 1A, the vehicle 100 has several external cameras 102 and one or more front displays 104. Each of these external cameras 102 can capture a particular view or perspective of the exterior of the vehicle 100. The images or videos captured by the external cameras 102 can then be displayed on one or more displays in the vehicle 100, for example, the one or more front displays 104, for viewing by a driver.

[0010] How Fig. As can be seen from 1B, the vehicle 100 can include a chassis 106 which includes a frame 108 that provides a primary structural element of the vehicle 100. The frame 108 can be formed from one or more beams or other structural elements, or it can be integrated into the body of the vehicle (i.e., a unibody construction).

[0011] In embodiments where the vehicle 100 is a battery electric vehicle (BEV) or possibly a hybrid vehicle, a large battery 110 is mounted on the chassis 106 and can occupy a considerable area within the frame 108 (e.g., at least 80 percent of it). For example, the battery 110 can store between 100 and 200 kilowatt-hours (kWh). The battery 110 can be a lithium-ion battery or another type of rechargeable battery. The battery can essentially have a planar shape.

[0012] The power of the battery 110 can be supplied to one or more drive units 112. Each drive unit 112 can consist of an electric motor and possibly a reduction gear. In some embodiments, there is a single drive unit 112 that drives either the front wheels or the rear wheels of the vehicle 100. In another embodiment, there are two drive units 112, each driving either the front wheels or the rear wheels of the vehicle 100. In yet another embodiment, there are four drive units 112, each driving one of the four wheels of the vehicle 100.

[0013] The drive units 112 can be powered by one or more power electronics units 114 from the battery 110. The power electronics 114 can include inverters configured to convert direct current (DC) from the battery 110 into alternating current (AC), which is supplied to the motors of the drive units 112.

[0014] The drive units 112 are connected to two or more hubs 116, to which wheels can be mounted. Each hub 116 incorporates a corresponding brake 118, such as the illustrated disc brakes. The drive units 112 or other components may also enable regenerative braking. Each hub 116 is further connected to the frame 108 via a suspension 120. The suspension 120 may include metal or air springs for shock absorption. The suspension 120 may be designed as a pneumatic or hydraulic suspension, allowing the ride height of the chassis 106 relative to a support surface to be adjusted. The suspension 120 may include a damper, the damper's characteristics being either fixed or electronically adjustable.

[0015] In the embodiment of Fig. In 1B and in the discussion below, vehicle 100 is a battery-powered electric vehicle. However, the systems and procedures described herein can be used for any type of vehicle, including internal combustion engine (ICE) vehicles, hybrid powertrains, hydrogen fuel cell powertrains, or other types of powertrains that require warm-up in preparation for use, such as diesel engines.

[0016] Fig. 2A illustrates exemplary components of vehicle 100. Fig. 1A. As in Fig. As shown in Figure 2A, the vehicle 100 includes the cameras 102, one or more front displays 104, a user interface 200, one or more sensors 202, a motion sensor 203, and a tracking system 204. The one or more sensors 202 may include ultrasonic sensors, radio detection and range measurement sensors (RADAR sensors), light detection and range measurement sensors (LIDAR sensors), or other sensor types. The tracking system 204 may be implemented as a GPS receiver (Global Positioning System receiver). The user interface 200 allows a user, for example, a driver or passenger in the vehicle 100, to provide input.

[0017] The components of the vehicle 100 may include one or more temperature sensors 205. The temperature sensors 205 may include sensors configured to detect an ambient air temperature, a battery temperature 110, a power electronics temperature 114, a temperature of each drive unit 112 and / or each motor of each drive unit 112, or the temperature of any other component of the vehicle 100.

[0018] A control system 206 executes instructions to perform at least some of the actions or functions of the vehicle 100, including those relating to Fig. 4 and Fig. 5 functions described. For example, the control system 206, as described in Fig. Figure 2 shows that the vehicle 100 includes one or more electronic control units (ECUs) configured to perform at least some of its actions or functions, including those described herein. In certain embodiments, each ECU is responsible for a specific group of functions. Each ECU may be a computer system, and each ECU may include the functionality described herein.

[0019] Certain features of the embodiments described herein may be controlled by a telematics control module ECU (TCM-ECU). The TCM-ECU may provide a wireless vehicle communication gateway to support functions such as, but not limited to, over-the-air (OTA) software updates, vehicle-to-the-Internet communication, vehicle-to-a-computer communication, on-board navigation, vehicle-to-vehicle communication, vehicle-to-landscape feature communication (e.g., automated toll road sensors, automated toll plazas, power delivery devices at charging stations), or automated calling functionality.

[0020] Certain features of the embodiments described herein can be controlled by a central gateway module ECU (CGM-ECU). The CGM-ECU can serve as the vehicle's communication hub, connecting and transmitting data to and from the various ECUs, sensors, cameras, microphones, motors, displays, and other vehicle components. The CGM-ECU can include a network switch that provides connectivity via Controller Area Network (CAN) ports, Local Interconnect Network (LIN) ports, and Ethernet ports. The CGM-ECU can also act as the master controller over the various vehicle modes (e.g., road mode, park mode, off-road mode, towing mode, camping mode) and thereby control certain vehicle components related to switching the vehicle into one of the vehicle modes.

[0021] In various embodiments, the CGM-ECU collects sensor signals from one or more sensors of the vehicle 100. For example, the CGM-ECU can collect data from cameras 102 and sensors 202. The sensor signals collected by the CGM-ECU are then forwarded to the corresponding ECUs to perform, for example, the operations and functions described herein.

[0022] The control system 206 may also include one or more additional ECUs, such as, but not limited to: a Vehicle Dynamics Module ECU (VDM ECU), an Experience Management Module ECU (XMM ECU), a Vehicle Access System ECU (VAS ECU), a Near Field Communication ECU (NFC ECU), a Body Control Module ECU (BCM ECU), a Seat Control Module ECU (SCM ECU), a Door Control Module ECU (DCM ECU), a Rear Zone Control ECU (RZC ECU), an Autonomy Control Module ECU (ACM ECU), an Autonomous Safety Module ECU (ASM ECU), a Driver Monitoring System ECU (DMS ECU), and / or a Winch Control Module ECU (WCM ECU).If the vehicle 100 is an electric vehicle, one or more ECUs can provide functions related to the vehicle's battery pack, such as a battery management system ECU (BMS-ECU), a battery power isolation ECU (BPI-ECU), a balancing voltage temperature ECU (BVT-ECU), and / or a thermal management module ECU (TMM-ECU). In various configurations, the XMM-ECU transmits data to the TCM-ECU (e.g., via Ethernet, etc.). Additionally or alternatively, the XMM-ECU can transmit other data (e.g., audio data from microphones 208, etc.) to the TCM-ECU.

[0023] With reference to Fig. 2B: In some embodiments, the control system 206 can be implemented as a plurality of zone controllers 206a, 206b, 206c. Each zone controller 206a, 206b, 206c can control a subset of the vehicle's systems. The subset of systems controlled by each zone controller 206a, 206b, 206c can generally be assigned based on location within the vehicle 100. For example, a west zone controller 206a can control systems on the driver's side of the vehicle 100, an east zone controller 206b can control systems on the passenger side of the vehicle 100, and a south zone controller 206c can control systems in the rear of the vehicle. Each zone controller 206a, 206b, 206c can implement some of the functions that are assigned to the control system 206's ECUs. Fig. 2A. The functions of the ECUs can be distributed among the zone controllers 206a, 206b, 206c, such that only one zone controller 206a, 206b, 206c implements the functions of each ECU. Alternatively, the functions of an ECU can be duplicated among multiple zone controllers 206a, 206b, 206c, with each zone controller executing the functions of the ECU for the part of the vehicle to which that zone controller 206a, 206b, 206c is assigned. The zone controllers 206a, 206b, 206c can be interconnected via a network 206d, for example, an Ethernet network, a Controller Area Network (CAN), or another network type.

[0024] Certain aspects of this disclosure relate to techniques for sensing wheel speed. In some aspects, a speed sensor can be implemented for each wheel of the vehicle. That is, four wheel sensors, one for each wheel of a vehicle, can be implemented. In some cases, errors can occur during the processing of the wheel sensor signals, causing safety problems for the vehicle. Some aspects of this disclosure relate to the redundant processing of wheel sensor signals. For example, a sensing signal from one wheel sensor can be forwarded to at least two ECUs for processing. The sensing signal can be processed independently by the ECUs to derive a wheel speed. The wheel speeds derived by the ECUs can be compared to identify one or more errors, for example, a processing error in the derivation of the wheel speed.For example, let's assume that a difference between the derived wheel speeds from two or more ECUs exceeds a predefined threshold. In this case, a fault flag can be set to indicate a fault, and in response, one or more safety actions can be taken, such as bringing the vehicle to a safe stop or notifying the driver.

[0025] Fig. Figure 3 illustrates a processing system with multiple ECUs, in which each of the multiple wheel speed sensor signals is processed by the multiple ECUs according to certain aspects of this disclosure. As shown, four sensors can be present, for example, a wheel speed sensor 302 for a front left wheel (FL), a wheel speed sensor 304 for a rear left wheel (RL), a wheel speed sensor 306 for a front right wheel (FR), and a wheel speed sensor 308 for a rear right wheel (RR). Each of the sensor signals can be transmitted to at least two ECUs, for example, ECUs 310 and 312. For example, ECU 310 can receive wheel speed sensor signals from the respective sensors 302 and 304, and in some aspects, also receive wheel speed sensor signals from the respective sensors 306 and 308. Similarly, the ECU 312 can receive wheel sensor signals from the respective sensors 302, 304 and in some aspects also receive wheel sensor signals from the respective sensors 306, 308.The ECUs 310, 312 can process any wheel sensor signal to derive a wheel speed.

[0026] In some aspects, the wheel speed sensor signal can include a current that is supplied serially to the ECUs. A measuring resistor in each ECU can be used to measure the current, which indicates the wheel speed.

[0027] Fig. Figure 4 illustrates an exemplary current sensing system 400 for identifying the wheel speed at each of several ECUs according to certain aspects of the present disclosure. As shown, the current sensing system 400 can include ECUs 1 to N, where N is an integer greater than 1. As shown, each ECU 1-N can have a respective processor 4021 to 402. N (hereinafter collectively referred to as "402 Processors") and a corresponding transconductance interface 4041 to 404 N(hereinafter collectively referred to as “interfaces 404”) for current detection (e.g., interface 404 of ECU 1). For example, a wheel speed sensor (labeled “WSS”) may include a current source 420 that draws a current from the interfaces 404 of the ECUs. Each of the interfaces 404 connects a respective measuring resistor 4061 to 406. N a (collectively referred to as "measuring resistors 406"). The current generated via the current source 420 flows through the measuring resistors 406 of the interfaces 404. That is, the measuring resistors 406 can, as shown, be part of a series path via the ECUs, with the current for wheel speed detection flowing through the ECUs on the series path.

[0028] Each of the interfaces 404 connects to a respective measuring amplifier 4401 to 440. NOne amplifier (collectively referred to as "Amplifier 440"). Each of the measuring amplifiers 440 detects a voltage across an associated sense resistor, indicating the current generated by the current source 420. The detected voltage indicates the wheel speed. The detected voltage can be provided to one of the processors 402 to display the wheel speed. Although an example of a transconductance interface is described for clarity, any suitable implementation of a transconductance interface may be used.

[0029] In some aspects, each of the 404 interfaces can have a respective switch 4081 to 408. N(hereinafter collectively referred to as "switch 408") between the power source 420 and a voltage supply rail (Vdd). The switches 408 can be controlled to disable one or more of the ECUs. For example, switch 4082 of interface 4042 can be closed to disable ECU N. As another example, switch 4081 of interface 4041 can be closed to disable ECU 2 through ECU N.

[0030] In some cases, ECUs process sensor signals with the same latency and without networking or power supply dependencies between the ECUs. For example, each ECU can be part of an associated power supply area, such as power supply areas 1-N. Each power supply area can draw power from an independent power source, so power supply-related faults do not affect multiple ECUs. In other words, even if a problem occurs in one power supply area that causes an ECU to stop working, other ECUs can still power the WSS (e.g., power source 420), allowing wheel speed monitoring to continue. For example, if a fault occurs in power supply area N, switch 408 can N will be opened, which will disable ECU N, while ECU 1 and ECU 2 will continue to monitor the wheel speed.

[0031] While Fig. Figure 4 illustrates an exemplary technique for wheel speed detection using current sensing for better understanding. Certain aspects of this disclosure can be implemented using any suitable wheel sensing technique. In some aspects, a pulse-width modulated (PWM) signal can be provided to each ECU via the wheel sensor, with the ECU detecting the duty cycle of the PWM signal and displaying the wheel speed. In some cases, a single-edge nibble transmission (SENT) protocol can be used to transmit the detected wheel speed to each ECU.

[0032] Again with reference to Fig. 3. In some aspects, the ECU 310 can be a brake box for a vehicle, and the ECU 312 can be a West Zone control unit, such as the West Zone control unit 206a, which in relation to Fig. 2B was described. In some embodiments, the ECU 312 can be a first-party ECU (e.g., an ECU from a vehicle manufacturer) and the ECU 310 can be a third-party ECU (e.g., an ECU from a vehicle supplier). In some aspects, the processing system 300 can be Fig. 3. Include a controller 380. In some implementations, the controller 380 may correspond to the Autonomous Control Module (ACM) ECU, which, with respect to Fig. As described in section 2A, the wheel speeds detected by ECUs 310 and 312 can be transmitted to controller 280. Controller 380 can compare the detected wheel speeds and identify whether a difference between the wheel speeds exceeds a threshold. If so, controller 380 can output an error flag, as described herein.

[0033] Fig. Figure 5 is a flowchart illustrating exemplary processes 500 for processing wheel speed signals according to certain aspects of the present disclosure. The processes 500 can be performed, for example, by a processing system such as the processing system 300 of Fig. 3 will be carried out.

[0034] In block 502, the processing system can be controlled via a first controller (e.g., ECU 310 from Fig. 3 or ECU 1 of Fig. 4) Process a wheel speed signal to identify a first wheel speed for a wheel of a vehicle. A wheel speed sensor (e.g., wheel speed sensor 302 from Fig. 3 or power source 420 from Fig. 4) can generate the wheel speed signal for the wheel of the vehicle.

[0035] In block 504, the processing system can be controlled via a second controller (e.g., ECU 312 from Fig. 3 or ECU 2 of Fig. 4) Process the wheel speed signal to identify a second wheel speed for the vehicle's wheel. The first wheel speed can be compared with the second wheel speed to identify any error related to the processing of the wheel speed signal. For example, the processing system can be controlled via a third controller (e.g., controller 380 of Fig. 3) Compare the first wheel speed and the second wheel speed to identify the fault.

[0036] In some aspects, the first controller can have at least one first measuring resistor (e.g., measuring resistor 4061 from Fig. 4) include. The second controller can include at least one second measuring resistor (e.g., measuring resistor 4062 from Fig. 4) include. The at least one first measuring resistor and the at least one second measuring resistor can be part of a series path, and the wheel speed signal can include a current provided on the series path. In some aspects, processing the wheel speed signal via the first controller can include the acquisition, via the first controller (e.g., via the 4401 amplifier of Fig. 4), a voltage across at least one first measuring resistor to identify the first wheel speed. Processing the wheel speed signal via the second controller can include the acquisition, via the second controller (e.g., via the amplifier 4402 of Fig. 4) a voltage across which at least one second measuring resistor is included to identify the second wheel speed. The first controller and the second controller can be part of different power supply areas (e.g., drawing power from separate power sources).

[0037] In some aspects, the wheel speed signal for the first controller is provided with a first latency, and the wheel speed signal for the second controller is provided with a second latency. The difference between the first and second latencies can be smaller than a predefined latency difference threshold.

[0038] In some aspects, the processing system can generate another wheel speed signal for a further wheel of the vehicle via an additional wheel speed sensor (e.g., wheel speed sensor 304). The processing system can process this additional wheel speed signal via the first controller to identify a third wheel speed for this additional wheel, and via the second controller to process it again to identify a fourth wheel speed for this additional wheel. The processing system can then compare the third wheel speed with the fourth wheel speed to identify any further errors related to the processing of the wheel speed signal for the additional wheel speed sensor.

[0039] The descriptions of the various embodiments of this disclosure are presented for illustrative purposes. Many modifications and variations will be apparent to the person skilled in the art without affecting the scope of protection or the spirit of the described embodiments. The terminology used herein has been chosen to explain the principles of the embodiments, their practical application, or the technical improvement over technologies available on the market, or to enable other persons skilled in the art to understand the embodiments disclosed herein.

[0040] The foregoing refers to the embodiments presented in this disclosure. However, the scope of this disclosure may extend beyond the specifically described embodiments. Instead, any combination of features and elements, regardless of whether they relate to different embodiments, is considered for implementing and practicing the presented embodiments. Furthermore, while the embodiments disclosed herein may have advantages over other possible solutions or over the prior art, the embodiments may have some advantages or no particular advantage at all. Therefore, the considerations, features, embodiments, and advantages discussed herein are merely illustrative.

[0041] Aspects of the present disclosure may take the form of a complete hardware implementation, a complete software implementation (including firmware, resident software, microcode, etc.), or an embodiment combining software and hardware aspects, all of which may be generally referred to herein as a “circuit”, “module”, or “system”.

[0042] Various aspects of the present disclosure are described by explanatory text, flowcharts, block diagrams of computer systems, and / or block diagrams of machine logic included in embodiments of computer program products (CPPs). In all flowcharts, the operations may be performed in a different sequence than depicted in a particular flowchart, depending on the technology. For example, again depending on the technology, two operations shown in successive flowchart blocks may be performed in reverse order, as a single integrated step, concurrently, or in a manner that overlaps at least partially in time.

[0043] An embodiment of a computer program product (“CPP embodiment” or “CPP”) is a term used in the present disclosure to describe any group of one or more storage media (also called “media”) that are together enclosed in a group of one or more storage devices, which together include machine-readable code corresponding to instructions and / or data for performing computer operations specified in a particular CPP claim. A “storage device” is any tangible device in which instructions for use by one or more computer processing devices can be stored and retained.The computer-readable storage medium may be, without limitation, an electronic storage medium, a magnetic storage medium, an optical storage medium, an electromagnetic storage medium, a semiconductor storage medium, a mechanical storage medium, or a suitable combination of the foregoing. Certain types of storage devices that include these media are: floppy disk, hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), read-only memory for compact discs (CD-ROM), digital versatile discs (DVD), memory stick, floppy disk, mechanically coded devices (such as punched cards or pits / lands formed in a primary surface of a disk), or any suitable combination of the foregoing.According to the use of this term in the present disclosure, a computer-readable storage medium refers to non-transient storage and not to transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide, light pulses traveling through a fiber optic cable, electrical signals transmitted through a wire, and / or other transmission media. As those skilled in the art know, during the normal operation of a storage device, e.g., during access, defragmentation, or data cleanup, data is typically moved at certain times, but the storage device remains non-transient during these operations because the data remains non-transient during storage. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 63 / 719,064

[0001]

Claims

[1] Device for processing wheel speed signals, comprising: a first controller configured to receive a wheel speed signal and process the wheel speed signal to identify a first wheel speed for a wheel of a vehicle; and a second controller configured to receive and process the wheel speed signal to identify a second wheel speed for the vehicle's wheel, comparing the first wheel speed with the second wheel speed to identify any fault related to the processing of the wheel speed signal. [2] Device according to claim 1, further comprising a wheel speed sensor configured to generate the wheel speed signal for the wheel of the vehicle. [3] Device according to claim 1, further comprising a third controller configured to compare the first wheel speed and the second wheel speed in order to identify the fault. [4] Device according to claim 1, wherein: the first control includes at least one first measuring resistor; the second control includes at least one second measuring resistor, wherein the at least one first measuring resistor and the at least one second measuring resistor are part of a series path; and The wheel speed signal includes a current provided on the series path. [5] Device according to claim 4, wherein: the first controller is configured to detect a voltage across at least one first measuring resistor in order to identify the first wheel speed; and the second controller is configured to detect a voltage across at least one second measuring resistor in order to identify the second wheel speed. [6] Device according to claim 1, wherein the first controller and the second controller are part of different power supply areas. [7] Device according to claim 1, wherein: the wheel speed signal of the first controller is provided with a first latency; and The wheel speed signal of the second controller is provided with a second latency, where the difference between the first latency and the second latency is smaller than a predetermined latency difference threshold. [8] Device according to claim 1, wherein: the first controller is further configured to receive another wheel speed signal and to process the additional wheel speed signal in order to identify a third wheel speed for another wheel of the vehicle; and The second controller is further configured to receive the additional wheel speed signal and to process the additional wheel speed signal in order to identify a fourth wheel speed for the other wheel of the vehicle. [9] Device according to claim 8, wherein the third wheel speed is compared with the fourth wheel speed to identify a further error related to the processing of the wheel speed signal for the further wheel speed sensor. [10] Method for processing wheel speed signals, comprising: Processing a wheel speed signal via a first controller to identify a first wheel speed for a wheel of a vehicle; and Processing the wheel speed signal via a second controller to identify a second wheel speed for the vehicle's wheel, comparing the first wheel speed with the second wheel speed to identify any error related to the processing of the wheel speed signal. [11] Method according to claim 10, further comprising generating the wheel speed signal for the wheel of the vehicle via a wheel speed sensor. [12] Method according to claim 10, further comprising comparing the first wheel speed and the second wheel speed via a third control to identify the fault. [13] Method according to claim 10, wherein: the first control includes at least one first measuring resistor; the second control includes at least one second measuring resistor; the at least one first measuring resistor and the at least one second measuring resistor are part of a series path; and The wheel speed signal includes a current provided on the series path. [14] Method according to claim 13, wherein: The processing of the wheel speed signal via the first controller includes sensing a voltage across the at least one first measuring resistor via the first controller to identify the first wheel speed; and The processing of the wheel speed signal via the second controller includes the detection of a voltage across at least one second measuring resistor via the second controller in order to identify the second wheel speed. [15] Method according to claim 10, wherein the first control and the second control are part of different power supply areas. [16] Method according to claim 10, wherein: the wheel speed signal of the first controller is provided with a first latency; and The wheel speed signal of the second controller is provided with a second latency, where the difference between the first latency and the second latency is smaller than a predetermined latency difference threshold. [17] The method of claim 10, further comprising: Generating another wheel speed signal for another wheel of the vehicle via another wheel speed sensor; Processing the additional wheel speed signal via the first controller to identify a third wheel speed for the other wheel of the vehicle; and Processing the additional wheel speed signal via the second controller to identify a fourth wheel speed for the other wheel of the vehicle. [18] Method according to claim 17, further comprising comparing the third wheel speed with the fourth wheel speed to identify a further error related to the processing of the wheel speed signal for the further wheel speed sensor. [19] Vehicle, comprising: a wheel; a wheel speed sensor configured to generate a wheel speed signal for the wheel; a first controller configured to receive and process the wheel speed signal to identify a first wheel speed for the wheel; and a second controller configured to receive and process the wheel speed signal to identify a second wheel speed for the vehicle's wheel, comparing the first wheel speed with the second wheel speed to identify any fault related to the processing of the wheel speed signal. [20] Vehicle according to claim 1, further comprising a third controller configured to compare the first wheel speed and the second wheel speed in order to identify the fault.

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