Method and device for managing the implementation of a braking function of an electric vehicle by means of a redundant braking system

Abstract

The invention relates to a method for managing the implementation of a braking function of an electric vehicle by means of a redundant braking system (100). The braking system comprises a primary braking device (104), specifically a hydraulic braking device, and a secondary braking device (106), specifically a regenerative braking device. The system (100) includes a computer device (102) for managing the implementation of the braking function. The invention also relates to a device implementing such a method, as well as to a motor vehicle equipped with a braking system (100) comprising such a device (102). Figure for the abstract: 1

Description

Title of the invention: Method and device for managing the implementation of a braking function of an electric vehicle by means of a redundant braking system. Technical field of the invention

[0001] The present invention relates to the field of braking systems for electric vehicles. In particular, the invention relates to a method for managing, by means of a computer device embedded in an electric vehicle, the implementation of a braking function using a redundant braking system comprising a primary braking system and a secondary braking system that operate independently of each other. The invention also relates to a device implementing such a method, as well as a vehicle comprising such a device. The invention is applicable to electric vehicles, particularly those operating autonomously. Prior art

[0002] Autonomous vehicles are increasingly used in logistics applications, particularly for short-distance delivery (i.e., the last mile). Since such vehicles are designed to operate without any human supervision, it is important that they be equipped with various components or systems that can ensure safety in emergency situations. In particular, the braking system is one such system that requires redundancy. It is essential to always be able to stop a vehicle safely, especially one designed to operate autonomously.

[0003] Until now, redundant braking capabilities have been primarily based on the addition of a second, independent braking system. However, this solution presents obvious problems related to vehicle manufacturing costs and the bulk of the materials required to integrate a second braking system.

[0004] Other existing systems use two separate braking actuators, such as an electric machine in regenerative mode and a mechanical brake. In such a system, the primary braking system is the electric machine in order to maximize energy recovery. If the available regenerative power of the electric machine is insufficient to stop the vehicle within a given distance, the mechanical brake is then used to implement the braking function. However, there is no redundancy with respect to the two braking actuators. Furthermore, such a system is intended to be integrated into collision avoidance logic, to to prevent the vehicle from colliding with potential obstacles. Therefore, these systems are designed to participate in emergency braking situations, not as a redundant braking system for an autonomous vehicle. Furthermore, the performance of the electric motor is not controlled. In the event of a power loss due to a powertrain failure, the electric braking may operate at a lower level than intended, potentially exceeding the planned stopping distance.

[0005] Another type of existing redundant braking system is designed based on two hydraulic brake controllers and two electric parking brake systems. However, some sections of the hydraulic brake lines are shared between the two hydraulic brake controllers, which means that this redundancy system is not robust in the event of a hydraulic circuit failure.

[0006] Another existing braking system is designed based on two air pressure brake controllers and a pneumatic spring braking system. However, such braking systems are better suited to large, heavy vehicles, especially those with multiple trailers that need to be connected to the braking system, such as trucks, buses, or trains.

[0007] None of the existing approaches provides a redundant braking system that improves braking capabilities while compensating for possible malfunctions of a main braking system without requiring additional hardware components. Summary of the invention

[0008] The invention aims to overcome the drawbacks of existing approaches. In particular, the objective of the invention is to provide a redundant braking system for an electric vehicle that can build upon the vehicle's existing braking system while improving braking capacity. Furthermore, the invention aims to solve the space constraints prevalent in existing approaches by reducing the need for additional hardware components to enable redundancy. More specifically, the objective of the invention is to provide a braking system that adapts to the braking conditions of a braking system based on the determined braking capabilities of the braking system. In this way, the invention aims to provide a low-cost redundant braking solution that can be used with any electric vehicle.

[0009] To achieve these goals, the invention relates, according to a first aspect, to a method of managing, by means of a computer device embedded on board an electric vehicle, the implementation of a braking function of said vehicle by means of a redundant braking system which includes a primary braking system and a secondary braking equipment that operates independently of each other, said primary braking equipment being hydraulic braking equipment and said secondary braking equipment being regenerative braking equipment, the method comprising the steps of: i. receive, by a braking management module which is part of a braking redundancy management module of said device, data characterizing a braking command; ii. determine, by a braking performance monitoring module of said braking redundancy management module, data characterizing a first set of information, said first set of information stipulating, for each of said primary and secondary braking equipment, an operating state and / or a braking capacity; iii. determine, by said braking performance monitoring module, data characterizing a second set of information based on data characterizing a wheel speed of said vehicle, said second set of information stipulating a distribution of braking intensity between said primary braking equipment and said secondary braking equipment; iv. determine, by said braking management module, data characterizing a braking power to be applied by said primary braking equipment and said secondary braking equipment as a function of said data characterizing a first set of information and said data characterizing a second set of information; v. to determine, by said braking management module, data characterizing a braking instruction, based on said data characterizing a braking power, for said primary braking equipment and said secondary braking equipment; and vi. to trigger, by said device, the implementation of said braking function by said primary braking equipment and said secondary braking equipment on the basis of said data characterizing a braking instruction.

[0010] According to one variant, step ii) may include the steps of: • determine, using a primary braking monitoring module of said braking redundancy management module, a current operating state of said primary braking equipment; and • determine, using said primary braking monitoring module, said data characterizing an operating state and / or a capacity braking of said primary braking equipment based on said current operating state of said primary braking equipment.

[0011] According to another variant, step ii) may include the steps of: • determine, using a charge state monitoring module of said braking redundancy management module, a charge state value of a battery of said vehicle; • determine, using a temperature monitoring module of said brake redundancy management module, a temperature value of said secondary braking equipment; • determine, using a braking power detection module of said braking redundancy management module, a value for the braking power of said secondary braking equipment; and • determine, using a secondary braking monitoring module of said braking redundancy management module, said data characterizing an operating state and / or a braking capacity of said secondary braking equipment as a function of said value of the state of charge of a battery, said value of a temperature of said secondary braking equipment and said value of a braking power of said secondary braking equipment.

[0012] According to yet another variant, step ii) may include a step consisting of reducing, using said secondary braking monitoring module, a power of said secondary braking equipment if said value of a temperature of said secondary braking equipment exceeds a predefined threshold value.

[0013] According to yet another variant, step v) may comprise the steps of: • determine, using an adaptive tuning module of said brake redundancy management module, data characterizing a first torque setpoint based on said braking instruction for said secondary braking equipment; and • transmit, using said adaptive adjustment module, said data characterizing a first torque setpoint to said secondary braking equipment.

[0014] According to yet another variant, step v) may comprise the steps of: • determine, using said adaptive adjustment module, data characterizing a second torque setpoint if an estimated torque of said secondary braking equipment, based on said first torque setpoint, is less than a torque requested in the data characterizing a braking instruction; and • transmit, using said adaptive adjustment module, said data characterizing a second torque setpoint to said secondary braking equipment.

[0015] According to yet another variant, said process may further comprise the steps of: • monitor, using a first supervisory module of said device, a first operating state of said braking redundancy management module; and • trigger, using said first supervisory module, the implementation of said braking function by said primary braking equipment and said secondary braking equipment when said braking redundancy management module is inoperative.

[0016] According to yet another variant, said method may further include a step consisting of monitoring, using a second supervisory module of said braking redundancy management module, a second operating state of said first supervisory module to determine whether said first supervisory module is operational or not.

[0017] According to yet another variant, said process may further comprise the steps of: • receive, using said first monitoring module, said data characterizing a braking command and said data characterizing a wheel speed; and • trigger, using said first supervisory module, the implementation of said braking function by said primary braking equipment and said secondary braking equipment on the basis of said data characterizing a wheel speed after having received said data characterizing a braking instruction determined by said braking redundancy management module.

[0018] According to yet another variant, said process may further comprise the steps of: • receive, from said brake redundancy management module, data characterizing a third set of information, which includes said data characterizing a first set of information, said data characterizing a second set of information, said data characterizing a braking power, and said data characterizing a braking instruction; and • trigger, using said first supervisory module, the implementation of the braking function by said primary braking equipment and said secondary braking equipment if there is no consistency between the data characterizing a braking command, the wheel speed and said data characterizing a third set of information.

[0019] According to yet another variant, said primary braking equipment and said first supervisory module can be powered by a first power supply of said vehicle, and said secondary braking equipment and said brake redundancy management module can be powered by a second power supply of said vehicle.

[0020] According to yet another variant, said process may further comprise the steps of: • trigger, via said brake redundancy management module, the implementation of said braking function by said secondary braking equipment if said first power supply fails; and • trigger, by said first supervisory module, the implementation of said braking function by said primary braking equipment if said second power supply unit is faulty.

[0021] According to yet another variant, said method may further include a step of increasing an input voltage level of the rotor coils of said secondary braking equipment if a speed of said vehicle is less than a predefined value in order to increase an induced magnetic field.

[0022] According to a second aspect, the invention relates to a device for managing the implementation of a braking function of an electric vehicle, said device comprising an information processing unit, with one or more processors, and a data storage medium, which jointly implement a method as described above.

[0023] According to a third aspect, the invention relates to an electric vehicle equipped with a braking system, which includes a primary braking equipment and a secondary braking equipment and a device as described above. Brief description of the drawings

[0024] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0025] [Fig-1] is a functional diagram of a braking system for an electric vehicle according to the invention;

[0026] [Fig.2] is a functional diagram of a braking system of an electric vehicle according to the invention;

[0027] [Fig.3] is a flowchart of a process according to the invention;

[0028] [Fig.4] is an illustration of at least one step of a process according to the invention;

[0029] [Fig.5] is an illustration of at least one step of a process according to the invention;

[0030] [Fig.6] is an illustration of at least one step of a process according to the invention; and

[0031] [Fig.7] is an illustration of at least one step of a process according to the invention. Detailed description of the invention

[0032] Figure 1 illustrates a braking system 100 of an electric vehicle according to the invention. The braking system 100 comprises a primary braking unit 104 and a secondary braking unit 106, which operate independently of each other. More specifically, the primary braking unit 104 is a hydraulic braking unit and the secondary braking unit 106 is a regenerative braking unit, also called an electric motor.

[0033] The system 100 further comprises a device 102 for managing the implementation of a braking function of an electric vehicle within the meaning of the present invention, as described below, which implements a method for managing the implementation of a braking function of an electric vehicle within the meaning of the present invention, as described further below. To this end, the device 102 according to the invention is notably capable of operating the primary braking equipment 104 and the secondary braking equipment 106 according to certain conditions, as will be described below. It includes, for this purpose, an information processing unit, comprising at least one processor, and a data storage medium, which are configured to implement the method according to the invention.

[0034] The device 102 according to the invention comprises a braking redundancy management module 108, which enables, firstly, the implementation of the braking function and, secondly, the activation of braking redundancy means. The braking redundancy management module 108 comprises a braking performance monitoring module 112 for determining an operating state and / or braking capacity for each of the braking devices, a primary braking monitoring module 116, and a secondary braking monitoring module 118. The primary braking monitoring module 116 and the secondary braking monitoring module 118 are connected to the braking performance monitoring module 112.The secondary braking monitoring module 118 uses a charge state monitoring module 120, a temperature monitoring module 122 and a braking power detection module 124 to monitor the secondary braking equipment 106.

[0035] The brake redundancy management module 108 further includes a brake management module 110 for receiving a brake command and providing a brake instruction to the primary braking equipment 104 and to the equipment secondary braking 106. The braking redundancy management module 108 further includes an adaptive adjustment module 126 to generate a torque demand, according to a braking instruction, for the secondary braking equipment 106.

[0036] The computer device 102 further comprises a first supervisory module 128 and a second supervisory module 130. Preferably, the second supervisory module 130 is part of the braking redundancy management module 108. In one embodiment, the functionalities of the first supervisory module 128 and the second supervisory module 130 can be controlled by a common processor.

[0037] Figure 2 illustrates the power supply to the braking system 100 of a vehicle electrical according to the invention. It should be noted that the computer device 102 and the corresponding modules are the same as those illustrated in [Fig. 1], and that they are identified by the same reference numerals in [Fig. 2]. As illustrated, a first power supply 202 provides power to the primary braking equipment 104 and the first supervisory module 128, while a second power supply 204 powers the secondary braking equipment 106 and the brake redundancy management module 108.

[0038] According to the invention, all the elements described above contribute to enabling the implementation of a method for managing the implementation of a braking function of an electric vehicle, as described below in relation to [Fig.3].

[0039] Figure 3 illustrates a flowchart of the method according to the invention. According to a first step 302 of the method, the braking management module 110 receives data characterizing a braking command, which may be stipulated by a user or a vehicle control unit. Upon receiving the braking command, according to a second step 304 of the method, the braking performance monitoring module 112 determines data characterizing a first set of information. The first set of information includes at least one operating state or braking capacity, or a combination of these parameters, for each of the primary braking equipment 104 and secondary braking equipment 106. For this purpose, the braking performance monitoring module 112 is connected to the primary braking monitoring module 116 and the secondary braking monitoring module 118.

[0040] The primary braking monitoring module 116 is connected to the primary braking equipment 104, which it monitors in order to determine its performance (i.e., braking capacity). In particular, the primary braking monitoring module 116 monitors the operation of the primary braking equipment 104 and determines data characterizing a current operating state, on the basis of which it determines data characterizing an operating state and / or a capacity primary braking equipment 104. The primary braking monitoring module 116 sends data relating to the operating status and / or braking capacity of the primary braking equipment 104 to the braking performance monitoring module 112. The primary braking monitoring module 116 also receives data characterizing a wheel speed from a wheel speed sensor 114.

[0041] The secondary braking monitoring module 118 is connected to the state of charge monitoring module 120, the temperature monitoring module 122, and the braking power detection module 124 to monitor and determine the performance of the secondary braking equipment 106. The state of charge monitoring module 120 determines the state of charge of the vehicle's battery. Since the secondary braking equipment 106 cannot be used if the battery is fully charged, the battery's state of charge is monitored to determine whether regenerative braking is available and to assess its regenerative braking capabilities. The temperature monitoring module 122 determines the temperature of the secondary braking equipment 106.Since the secondary braking equipment 106 operates in a degraded mode beyond a predefined threshold value, the temperature of the secondary braking equipment 106 is monitored to determine whether regenerative braking is available or if a degraded mode is in operation. The braking power detection module 124 determines a braking power value for the secondary braking equipment 106. Alternatively, the braking power detection module 124 determines a negative torque value applicable by the secondary braking equipment 106. Thus, the secondary braking monitoring module 118 determines data characterizing an operating state and / or braking capacity of the secondary braking equipment 106 based on the battery state of charge value, the temperature value, and the braking power value of the secondary braking equipment 106.

[0042] Based on the data received from the primary brake monitoring module 116 and the secondary brake monitoring module 118, the brake performance monitoring module 112 determines the first set of information.

[0043] According to a third step 306 of the process, the braking performance monitoring module 112 determines data characterizing a second set of information as a function of the vehicle's wheel speed. The second set of information specifies a distribution of braking intensity between the primary braking equipment 104 and the secondary braking equipment 106 as a function of wheel speed. The braking performance monitoring module 112 determines a total braking intensity applied as a function of the variation in The wheel speed is subtracted from the total braking force the value of the braking power of the secondary braking equipment 106, thus determining the distribution of braking force. In other words, the distribution of braking force can vary between the primary braking equipment 104 and the secondary braking equipment 106. For example, in some cases, the primary braking equipment 104 may have a greater braking force distribution than the secondary braking equipment 106. In other cases, the primary braking equipment 104 may have a lesser braking force distribution than the secondary braking equipment 106. In still other cases, the braking force may be distributed equally between the primary braking equipment 104 and the secondary braking equipment 106.

[0044] According to a fourth step 308, the brake management module 110 determines data characterizing the braking power to be applied by the primary braking equipment 104 and the secondary braking equipment 106 based on the first and second sets of information. The brake management module 110 determines the braking power based on the braking capacities and the distribution of braking intensity for the primary braking equipment 104 and the secondary braking equipment 106. It should be noted that the braking power is applied separately by both the primary braking equipment 104 and the secondary braking equipment 106. In other words, the primary braking equipment 104 and the secondary braking equipment 106 operate independently of each other, thus ensuring redundancy in the vehicle's braking function.For example, if the primary braking equipment 104 fails, the secondary braking equipment 106 independently performs the braking function and vice versa.

[0045] According to a fifth step 310 of the process, the braking management module 110 determines data characterizing a braking instruction to be transmitted, based on the previously determined braking power data, to the primary braking equipment 104 and the secondary braking equipment 106. The braking instruction is determined based on the braking power for each of the primary braking equipment 104 and secondary braking equipment 106. The braking instruction includes a quantity of torque to be applied by the primary braking equipment 104 and the secondary braking equipment 106.

[0046] The braking instruction corresponding to the primary braking equipment 104 is directly supplied to it by the braking management module 110. Conversely, for the implementation of the braking function using the secondary braking equipment 106, the braking instruction received from the braking management module 110 is supplied to the adaptive control module 126, which filters the instruction before sharing This is linked to the secondary braking equipment 106. The adaptive control module 126 is configured to determine data characterizing an initial torque setpoint based on a braking instruction. Specifically, the adaptive control module 126 converts the braking instructions received from the brake management module 110 to be compatible with the secondary braking equipment 106. In other words, the adaptive control module 126 converts the braking instructions into a format understood by the secondary braking equipment 106.

[0047] Furthermore, the adaptive control module 126 determines data characterizing a second torque setpoint if an estimated torque of the secondary braking equipment 106 is less than the torque required by a braking instruction. In other words, the adaptive control module 126 adapts and determines a torque setpoint so that the secondary braking equipment 106 performs the braking function in accordance with the braking instruction.

[0048] Figure 4 illustrates the operation of the adaptive control module 126. In this figure, vehicle speed is represented on the x-axis and torque on the y-axis. In particular, a default setting for a torque setpoint as a function of vehicle speed is shown when the accelerator pedal is released and no torque demand is received. Line 402 represents the torque setpoints in vehicles equipped with a standard braking system, while line 404 represents the torque setpoints in an electric vehicle equipped with the braking system according to the invention.

[0049] It should be noted that in vehicles equipped with the standard braking system, the regenerative torque decreases progressively with vehicle speed, and no regenerative braking is required below a predefined speed, for example, 9 km / h. These two conditions mean that a vehicle stops the braking force at 9 km / h.

[0050] On the contrary, the braking system 100 of the present invention is configured to adapt a regenerative braking torque setpoint to follow the braking commands, thus enabling the vehicle to come to a complete stop down to 0 km / h. The setting is adapted to correspond to the braking instruction from the braking management module 110. In other words, a low-speed deceleration torque can be generated to allow the regenerative braking to stop the vehicle after receiving the braking instruction. The braking command is then conditioned by a maximum stopping distance dependent on the vehicle's environment. Consequently, an initial torque setpoint is determined in a closed-loop system powered by the electric machine based on an estimated torque feedback. If the estimated torque is less than the required torque, the initial torque setpoint is increased.For this purpose, a conventional PID controller is incorporated to control performance. of the setpoint, thus avoiding overshoot, oscillation, and steady-state error. It should be noted that any other control logic can be applied to achieve the desired performance.

[0051] The adaptive control module 126 sends the initial torque command to the secondary braking unit 106 to control the regenerative braking operation. And, as already mentioned, the performance of the secondary braking unit 106 is measured by the load monitoring module 120, the temperature monitoring module 122, and the braking power detection module 124.

[0052] Next, according to a sixth step 312 of the process, the device 102 according to the invention causes the implementation of the braking function by the primary braking equipment 104 and the secondary braking equipment 106 on the basis of the braking instruction determined by the braking management module 110. As a result, the primary braking equipment 104 and the secondary braking equipment 106 perform a corresponding braking function.

[0053] Furthermore, the redundancy of the braking function is ensured by the first supervisory module 128 and the second supervisory module 130, which monitor each other. More specifically, the first supervisory module 128 receives data from the second supervisory module 130 characterizing the operating state of the braking redundancy management module 108. Similarly, the second supervisory module 130 receives data characterizing the operating state of the first supervisory module 128. Thus, the first supervisory module 128 and the second supervisory module 130 mutually monitor each other's operating states. If the braking redundancy management module 108 is not operational, the braking function is controlled by the first supervisory module 128.In particular, the first supervisory module 128 generates braking instructions and transmits the instruction to the primary braking equipment 104 and the secondary braking equipment 106.

[0054] The first supervisory module 128 receives the braking commands and the vehicle's wheel speed. The first supervisory module 128 also receives the third set of information, comprising the first set of information, the second set of information, the braking power, and the braking instruction. The first supervisory module 128 enables the primary braking equipment 104 and the secondary braking equipment 106 to implement the braking function if the vehicle speed is not reduced even after the braking instruction has been transmitted. Similarly, if there is no consistency between the third set of information, the braking instructions, and the vehicle's wheel speed, the first supervisory module 128 enables the primary braking equipment 104 and to the secondary braking equipment 106 to implement the braking function.

[0055] Figures 5 to 7 illustrate the characteristics of various modules associated with the secondary braking equipment 106. Figure 5 illustrates in particular the operation of the temperature monitoring module 122 according to the invention. Line 502 represents the vehicle speed and line 504 the temperature of the secondary braking equipment 106. Detection and activation of temperature overheating are indicated by line 506. It should be noted that the temperature monitoring module 122 is able to detect any overheating of the secondary braking equipment 106, informing the secondary braking monitoring module 118 of the temperature increase, thus determining the braking capabilities of the secondary braking equipment 106 as a function of temperature.

[0056] Figure 6 illustrates an example of adaptation by the secondary braking monitoring module 118 due to an overheating situation. It can be seen that the power available in the electric machine / secondary braking equipment 106 is reduced as its temperature increases, in order to prevent damage to the secondary braking equipment 106. The normalized temperature of the electric machine is shown on the x-axis. The regenerative power is shown on the y-axis. The normalized temperature of the electric machine is calculated on the basis of a measured temperature divided by a maximum device temperature. When the available power decreases, the machine load decreases and, consequently, the temperature of the electric machine is controlled. Even if Figure 6 shows that the power available in the electric machine is reduced as its temperature increases, the regenerative power of the electric machine is reduced as the regenerative power decreases.[6] shows a stepwise variation of the regenerative braking torque; a polynomial function (linear or higher order) can be applied to determine the braking capabilities of the secondary braking equipment 106. Therefore, the secondary braking monitoring module 118 reduces the power of the secondary braking equipment 106 if the temperature of the secondary braking equipment 106 exceeds a predefined threshold value. The predefined threshold value is a temperature value beyond which the performance of the secondary braking monitoring module 118 is reduced.

[0057] Figure 7 illustrates a regenerative braking curve. Figure 7 shows, among other things, the regenerative braking torque deployed in a conventional electric vehicle equipped with a synchronous electric machine, as a function of its rotational speed. It should be noted that a high-speed region exhibits lower torque performance, because the stator coils cannot be supplied with a higher voltage level. Furthermore, a low-speed region exhibits an early drop in torque down to 0 Nm. Conventionally, when the stator coils are not energized with the required current, energy cannot be stored in the battery, and The regenerative torque drops. One solution is to increase the strength of the induced magnetic field of the rotor by rotating at a higher speed. However, according to the invention, in order to stop the vehicle at a reduced speed, the current in the rotor coil is increased to generate a stronger magnetic field, even at low speeds. In other words, the input voltage to the rotor coil of the secondary braking equipment is increased as soon as the vehicle speed falls below a predefined value. In [Fig. 7], line 702 shows a regenerative braking torque curve of an existing electric vehicle, line 704 shows a regenerative braking torque curve of the electric vehicle according to the invention, and area 706 illustrates a gain zone in which zero speed is reached.

[0058] Furthermore, from the point of view of power supply redundancy, if the first power supply unit 202 or its connection fails, the brake redundancy management module 108 is able to stop the vehicle using the secondary braking equipment 106. Similarly, if the second power supply unit 204 or its connection fails, the first supervisory module 128 detects that the brake redundancy management module 108 is inoperative, and the first supervisory module 128 controls the implementation of the braking function by the primary braking equipment 104.

[0059] Thus, thanks to the method, device and system according to the invention described above, a solution is provided to improve the braking capabilities of autonomous electric vehicles by providing redundant braking which does not require any additional hardware component.

Claims

Demands

1. A method for managing, by means of a computer device (102) installed on board an electric vehicle, the implementation of a braking function of said vehicle by means of a redundant braking system (100) comprising a primary braking unit (104) and a secondary braking unit (106) that operate independently of each other, said primary braking unit (104) being a hydraulic braking unit and said secondary braking unit (106) being a regenerative braking unit, said method comprising steps of: i. receive, by a braking management module (110) which is part of a braking redundancy management module (108) of said device (102), data characterizing a braking command; ii. determine, by means of a braking performance monitoring module (112) of said braking redundancy management module (108), data characterizing a first set of information, said first set of information stipulating, for each of said primary (104) and secondary (106) braking equipment, an operating state and / or a braking capacity; iii. determine, by said braking performance monitoring module (112), data characterizing a second set of information based on data characterizing a wheel speed of said vehicle, said second set of information stipulating a distribution of braking intensity between said primary braking equipment (104) and said secondary braking equipment (106); iv. determine, by said braking management module (110), data characterizing a braking power to be applied by said primary braking equipment (104) and said secondary braking equipment (106) as a function of said data characterizing a first set of information and said data characterizing a second set of information;

2. v. determine, by said braking management module (110), data characterizing a braking instruction, based on said data characterizing a braking power, for said primary braking equipment (104) and said secondary braking equipment (106); and to trigger, by said device (102), the implementation of said braking function by said primary braking equipment (104) and said secondary braking equipment (106) on the basis of said data characterizing a braking instruction, characterized in that step ii) comprises the steps of: • determine, using a primary braking monitoring module (116) of said braking redundancy management module (108), a current operating state of said primary braking equipment (104); and • determine, using said primary braking monitoring module (116), said data characterizing an operating state and / or a braking capacity of said primary braking equipment (104) on the basis of said current operating state of said primary braking equipment (104). A method according to claim 1, characterized in that step ii) comprises the steps of: • determine, using a charge state monitoring module (120) of said brake redundancy management module (108), a charge state value of a battery of said vehicle; • determine, using a temperature monitoring module (122) of said brake redundancy management module (108), a temperature value of said secondary braking equipment (106); • determine, using a braking power detection module (124) of said braking redundancy management module (108), a value for the braking power of said secondary braking equipment (106); and • determine, using a secondary braking monitoring module (118) of said redundancy management module braking (108), said data characterizing an operating state and / or a braking capacity of said secondary braking equipment (106) as a function of said value of the state of charge of a battery, said value of a temperature of said secondary braking equipment (106) and said value of a braking power of said secondary braking equipment (106).

3. Method according to claim 2, characterized in that step ii) comprises a step consisting of reducing, using said secondary braking monitoring module (118), a power of said secondary braking equipment (106) if said value of a temperature of said secondary braking equipment (106) exceeds a predefined threshold value.

4. A method according to any one of the preceding claims, characterized in that step v) comprises the steps of: • determining, using an adaptive control module (126) of said brake redundancy management module (108), data characterizing a first torque setpoint based on said braking instruction for said secondary braking equipment (106); and • transmitting, using said adaptive control module (126), said data characterizing a first torque setpoint to said secondary braking equipment (106).

5. A method according to claim 4, characterized in that step v) comprises the steps of: • determining, using said adaptive control module (126), data characterizing a second torque setpoint if an estimated torque of said secondary braking equipment (106), based on said first torque setpoint, is less than a torque requested in the data characterizing a braking instruction; and • transmitting, using said adaptive control module (126), said data characterizing a second torque setpoint to said secondary braking equipment (106).

6. A method according to any one of the preceding claims, characterized in that said method further comprises the steps of: • monitor, using a first supervisory module (128) of said device (102), a first operating state of said brake redundancy management module (108); and • trigger, using said first supervisory module (128), the implementation of said braking function by said primary braking equipment (104) and said secondary braking equipment (106) when said brake redundancy management module (108) is inoperative.

7. A method according to claim 6, characterized in that said method further comprises a step of monitoring, using a second supervisory module (130) of said braking redundancy management module (108), a second operating state of said first supervisory module (128) to determine whether said first supervisory module (128) is operational or not.

8. A method according to any one of claims 6-7, characterized in that said method further comprises the steps of: • receiving, using said first supervisory module (128), said data characterizing a braking command and said data characterizing a wheel speed; and • triggering, using said first supervisory module (128), the implementation of said braking function by said primary braking equipment (104) and said secondary braking equipment (106) on the basis of said data characterizing a wheel speed after having received said data characterizing a braking instruction determined by said brake redundancy management module (108).

9. A method according to claims 6-8, characterized in that said method further comprises the steps of: • receiving, from said braking redundancy management module (108), data characterizing a third set of information, which includes said data characterizing a first set of information, said data characterizing a second set information, said data characterizing a braking power and said data characterizing a braking instruction; and • cause, with the aid of said first supervisory module (128), the implementation of the braking function by said primary braking equipment (104) and said secondary braking equipment (106) if there is no consistency between the data characterizing a braking command, the wheel speed and said data characterizing a third set of information.

10. A method according to claims 6-9, characterized in that said primary braking equipment (104) and said first supervisory module (128) are powered by a first power supply (202) of said vehicle, and said secondary braking equipment (106) and said brake redundancy management module (108) are powered by a second power supply (204) of said vehicle.

11. A method according to claims 6-10, characterized in that said method further comprises the steps of: • triggering, by said brake redundancy management module (108), the implementation of said braking function by said secondary braking equipment (106) if said first power supply unit (202) is faulty; and • triggering, by said first supervisory module (128), the implementation of said braking function by said primary braking equipment (104) if said second power supply unit (204) is faulty.

12. A method according to any one of the preceding claims, characterized in that said method further comprises a step of increasing an input voltage level of the rotor coils of said secondary braking equipment (106) if a speed of said vehicle is less than a predefined value in order to increase an induced magnetic field.

13. Computer device (102) for managing the implementation of a braking function of an electric vehicle, characterized in that said device (102) comprises a processing unit

14. information, with one or more processors, and a data storage medium, which jointly implement a method according to one of the preceding claims. Electric vehicle comprising a braking system (100), characterized in that said braking system (100) comprises a primary braking equipment (104), a secondary braking equipment (106) and a device (102) according to claim 13.

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