Device and method for providing sensor data

Abstract

The invention relates to a device for providing sensor data (10) of a sensor (20) for a redundantly controllable vehicle system (50). The device comprises a first controller (110) which is designed to control the vehicle system on the basis of the sensor data (10); a second controller (120) which is designed to control the vehicle system on the basis of the sensor data (10); a switching device (130) which is designed to selectively forward the sensor data (10) to the first controller (110) indirectly via the second controller (120) or to provide the sensor data (10) directly to the first controller (110).

Description

[0001] DESCRIPTION

[0002] Device and method for providing sensor data

[0003] The present invention relates to an apparatus and a method for providing sensor data and, in particular, to an apparatus and a method for sharing wheel speed sensors for redundant systems in automated driving vehicles.

[0004] In automated vehicles, a large number of vehicle systems are designed redundantly. These include, for example, braking systems, steering systems, gearshifts, stability systems, assistance systems, and more. Each of the vehicle systems is typically controlled by an associated controller. A conventional redundant braking system may, for example, comprise two main service brake controllers, whereby only one brake controller is responsible for executing the service braking requests at any one time. The braking requests are regulated, for example, via wheel speed sensors. If there is only one speed sensor (e.g. per wheel), the currently active service brake controller also reads the sensor data from the speed sensor. If the sensor data from the speed sensor is to be read by the other controller, a handover to the other controller (including the service braking functionality) takes place.

[0005] If a fault is detected in one brake control system, the system switches to the other. The same applies to other redundant vehicle control systems (such as the steering and stability systems). However, a complete replacement of the control system is often complex and not always necessary.

[0006] There is therefore a need for flexible ways to quickly and reliably detect and remedy errors in vehicle control systems.

[0007] At least some of the above-mentioned problems are solved by a device according to claim 1, a braking system according to claim 11 and a method according to claim 12. The dependent claims define further advantageous embodiments of the subject matter of the independent claims.

[0008] The present invention relates to a device for providing sensor data from a sensor for a redundantly controllable vehicle system. The device comprises a first controller, a second controller, and a switching device. The first controller is configured to control the vehicle system based on the sensor data. The second controller is (likewise) configured to control the vehicle system based on the sensor data (e.g., if the first controller does not do so). The switching device is configured to optionally forward the sensor data to the first controller indirectly via the second controller or to provide it directly.

[0009] In the context of the present disclosure, the terms "direct" and "indirect" provision refer to the provision of sensor data without a detour via another controller (direct provision) or with a detour via another controller (indirect provision). It is understood that even with direct provision, other components may be present between the controller and the sensor (such as a pneumatic module). These other components may, for example, be components of the vehicle system controlled by the controller (e.g., the primary braking system).

[0010] This is particularly a redundant controller, where the second controller serves as a backup controller, for example, if the first controller is defective. The switching device itself can also be a controller or can be housed entirely or partially in one of the vehicle controllers or in the sensor. Separate sensor lines or read permissions can be assigned to control and forward the sensor data, whereby the sensor can be configured to provide sensor data to only one unit at a given time (e.g., with valid read permissions).

[0011] Optionally, the first controller can be designed to control the vehicle system, while in parallel (e.g., simultaneously) the sensor data is read by the second controller and forwarded to the first controller. Forwarding of the sensor data by the second controller to the first controller does not necessarily mean that the first controller is defective or incapable of controlling the vehicle system. Rather, it only requires an error in the acquisition of the sensor data by the first controller or a faulty forwarding of the sensor data to optionally leave the reading of the sensor data to the second controller. Likewise, it need only be a test to test the functionality of the second controller.In this way, the accuracy and reliability of reading the sensor data can be significantly increased, as the most suitable controller can take over the reading of the sensor data and permanent monitoring becomes possible.

[0012] Therefore, the switching device is optionally configured to monitor the correct acquisition of the sensor data by the first controller and / or the second controller. This allows a technical defect to be detected in a timely manner when one of the controllers is reading the sensor data, and immediate countermeasures can be taken. This check can, for example, be performed regularly at predetermined intervals.

[0013] Optionally, the switching device is further designed to carry out the monitoring depending on the situation, which includes at least one of the following situations:

[0014] - Vehicle has a predetermined speed (e.g. when stationary or at constant speed),

[0015] - Vehicle is not on a slope,

[0016] - a vehicle engine is switched off,

[0017] - a vehicle brake is released,

[0018] - a vehicle brake is activated.

[0019] The vehicle brake can be, for example, the parking brake or the service brake. Optionally, the first controller and the second controller are configured to read (acquire) or forward the sensor data from the sensor at approximately the same speed. This offers the advantage that both controllers can be switched to read sensor data equally, in order to use the best controller for acquiring the sensor data or to test each other. Thus, for example, no difference in speed can be detected when receiving sensor data. In other words, whether a respective controller obtains the sensor data directly or via the other controller will be virtually the same (or within tolerances).

[0020] Optionally, the switching device is further configured to control the provision of the sensor data by granting or revoking read rights. Optionally, before a change in read rights, a check can be performed to determine whether error-free reading of the sensor data is possible by the first controller and / or by the second controller or by the respective other controller. This ensures, in particular, that if read rights are revoked and re-assigned, the new controller (e.g., the second controller) is actually capable of capturing the sensor data or reading it more accurately than the other controller (e.g., the first controller).

[0021] Optionally, the sensor can be controlled via separate lines to the first controller and the second controller, whereby a special protocol can be used for querying. In this case, dedicated read rights would not be required. Instead, the first controller and the second controller agree on who may access the sensor using the special protocol. Therefore, according to exemplary embodiments, the switching device can be implemented decentrally, with a first part being implemented in the first controller and a second part in the second controller. The sensor itself therefore does not need to be connected to a vehicle bus, but is in direct communication with the controllers. Optionally, the switching device is further configured to selectively provide or change the provision of the sensor data depending on the situation, which includes at least one of the following situations:

[0022] - when the vehicle is stationary,

[0023] - only for a predetermined period of time,

[0024] - only for the duration of a (read) error,

[0025] - only until the next vehicle stop,

[0026] - immediately after detecting a reading error,

[0027] - a test operation initiated by an autonomous driving system,

[0028] - Initialization of a system (e.g. a restart or a final test before departure),

[0029] - Receiving instructions from an external system (e.g. from an autonomous driving system or vehicle central computer),

[0030] - an autonomous driving mode is engaged,

[0031] - an autonomous driving mode is terminated (is not engaged).

[0032] This offers the advantage that changing controllers doesn't result in a temporary loss of sensor data in a potentially critical situation (e.g., during braking) simply because the previous controller couldn't read optimal sensor data. However, in the event of a total failure in reading sensor data, the controller can also be replaced immediately.

[0033] Optionally, the sensor monitoring can be performed using additional sensors. For example, to monitor speed sensors, different speed sensors on different wheels can be used to perform a plausibility analysis (e.g., they should all deliver the same rotational speed when driving straight ahead).

[0034] According to further embodiments, regular monitoring of otherwise correctly functioning sensor data acquisition can be carried out by the primary system (or similarly by the secondary system). For this purpose, a targeted switch in sensor data acquisition can be carried out at regular intervals in order to monitor the correct functioning of the other braking system. This offers the advantage that dormant errors can be detected in a timely manner. These errors can, for example, relate to incorrect installation of a speed sensor or detect a changed orientation of the speed sensor, which can occur, for example, as a result of vibrations and leads to incorrect sensor data. In particular, faults in the connection or in the electrical connection of the sensor can also be detected by the secondary system (e.g. a cable break / loose contact, etc.).

[0035] Optionally, the vehicle system includes a braking system. The braking system may include a primary brake with one or more electropneumatic modules and a secondary brake. For example, the first controller may control the primary brake, and the second controller may control the secondary brake (or vice versa). The primary brake may, for example, brake pneumatically. The secondary brake may, for example, also brake (electro-)pneumatically or by electric motor. The secondary brake may also be the parking brake. Other components of the primary system and / or the secondary system may include a traction control system, a foot brake module, or other valves or pneumatic boosters.

[0036] Optionally, the electropneumatic module is designed to read the sensor data and either forward it to the first controller or to transfer read rights for the sensor data to the second controller.

[0037] Optionally, the first controller is configured to provide the sensor data forwarded by the second controller to at least one of the following systems:

[0038] - an anti-lock braking system,

[0039] - an electronic stability program,

[0040] - automatic traction control,

[0041] - autonomous driving system,

[0042] - central vehicle control unit (vehicle manufacturer's electronic control unit; OEM ECU), a parking brake.

[0043] For example, the autonomous driving system can (fully) control the vehicle in autonomous mode.

[0044] Embodiments also relate to a vehicle braking system which can be used in particular for a commercial vehicle, wherein the vehicle braking system has a device as described above.

[0045] The sensor can, for example, be a wheel speed sensor. However, it can also be another sensor. The sensor can also be one of a variety of different sensors, all of which are to be regularly monitored or whose readings are to be flexibly handled by other controllers. Likewise, the braking system mentioned as an example can also be another vehicle system or include such a system. Embodiments can be used for such systems in the same way.

[0046] Embodiments also relate to a method for providing sensor data from a sensor (e.g., a speed sensor) for a vehicle system that can be redundantly controlled by a first controller and a second controller. The method comprises:

[0047] - Reading the sensor data by the second controller;

[0048] - Forwarding the sensor data read by the second controller to the first controller;

[0049] - Controlling the vehicle system by a first controller based on the forwarded sensor data.

[0050] Other optional steps in the process include:

[0051] - Control of the vehicle system by the first controller based on the sensor data (e.g., if the first controller is operating correctly); - Reading of the sensor data by the first controller (e.g., if the first controller is capable of reading high-quality sensor data);

[0052] - Controlling the vehicle system by the second controller based on the sensor data read by the second controller or by the first controller (e.g., if the first controller has an error or needs to be checked).

[0053] It is understood that, in general, the two method steps of controlling are not carried out simultaneously, but that, for example, the control of the vehicle system is carried out by the second controller when the first controller is not controlling the vehicle system or is not able to do so.

[0054] It is further understood that all previously described functions of the device can be implemented as additional optional method steps. Furthermore, it is understood that the order in which they are listed does not necessarily represent the order in which the method steps are executed. The steps can also be performed in a different order, or only some of the method steps are executed.

[0055] This method, or at least parts thereof, may also be implemented or stored in the form of instructions in software or on a computer program product, wherein stored instructions are capable of carrying out the steps according to the method when the method is run on a processor. Therefore, the present invention also relates to a computer program product having software code (software instructions) stored thereon, which is configured to carry out one of the previously described methods when the software code is executed by a processing unit. The processing unit may be any form of computer or control unit having a corresponding microprocessor capable of executing software code.Embodiments also include a computer product comprising a computer-readable storage medium with stored program code that, when executed on one or more processors, carries out the method. Embodiments overcome the aforementioned problems of conventional systems by allowing, in systems with only one exemplary wheel speed sensor, information such as wheel speeds (sensor data) to be retrieved jointly from one system and made available to the other. Parallel readout can be avoided.

[0056] According to exemplary embodiments, a regular check can be performed to determine whether the sensor data of the exemplary wheel speed sensor can be correctly read by at least two redundant systems. Thus, the redundant system, which in conventional systems is only used in the event of a primary system failure, can read the sensor data and forward it to the currently active braking system. Furthermore, a continuous check of both systems can be implemented.

[0057] This approach offers the advantage that, in the event of errors that only affect the reading or forwarding of sensor data, a complete change of the exemplary brake control system, which would result in a deterioration in performance, is not necessary. This ensures the best overall performance of the entire system (e.g., the autonomous vehicle).

[0058] The embodiments of the present invention will be better understood from the following detailed description and the accompanying drawings of the various embodiments, which, however, should not be construed to limit the disclosure to the specific embodiments, but are for explanation and understanding only.

[0059] Fig. 1 shows a device for providing sensor data according to an embodiment of the present invention.

[0060] Fig. 2 illustrates working modes of a braking system according to further embodiments.

[0061] Fig. 3 shows a schematic flow diagram for a method for providing sensor data according to one embodiment. Fig. 1 shows an embodiment of a device for providing sensor data 10. The sensor data 10 can, for example, be acquired by a sensor 20 (for example a speed sensor) and are used in a vehicle system 50 (e.g. a braking device). The sensor data 10 are optionally read by a first controller 110 or a second controller 120. The first controller 110 can, for example, be a primary controller that is primarily responsible for controlling the vehicle system 50. The second controller 120 can, for example, be a secondary controller that can be used redundantly for controlling the vehicle system 50. For example, the second controller 120 can provide a backup function.For example, if the first controller 110 or a primary vehicle braking system is not operational or has a fault, the second controller 120 can take over control.

[0062] The device also comprises a switching device 130 configured to selectively provide the sensor data 10 to the first controller 110 or the second controller 120. For this purpose, the switching device 130 can, for example, assign read permissions or otherwise cause one of the controllers 110, 120 to take over the reading of sensor data 10. The sensor 20 can, for example, be configured to provide the sensor data 10 to only one receiver at a given time, e.g., the receiver that has valid read permissions at the given time. Thus, by managing the read permissions, it can be ensured which controller 110, 120 is authorized to receive the sensor data 10.

[0063] Additionally or alternatively, the switching device 130 can be designed to control the first controller 110 and / or the second controller 120 such that only one of the two controllers 110, 120 reads the sensor data 10 from the sensor 20 at a given time.

[0064] The switching device 130 can be in a vehicle control device (e.g. a

[0065] Controller) or be implemented separately or partially in the first controller 110 and / or partially in the second controller 120 (e.g., by means of installed software). It is also possible for the switching device 130 to be integrated in the sensor 20 or in an associated readout circuit in order to provide the corresponding switching functions.

[0066] According to exemplary embodiments, sensor 20 can be any vehicle sensor, but in particular a speed sensor that measures the speed of a wheel. The vehicle system 50 can be any vehicle system, but in particular it can be a braking system. The braking system can, for example, have a primary brake and a secondary brake, wherein the primary brake and / or the secondary brake can be a service brake or a parking brake. Particularly in autonomous vehicles, systems are redundant and can be used interchangeably. Exemplary embodiments can, in principle, be used for all of these systems.

[0067] For such redundant systems, it is important to ensure reliable operation at all times. Therefore, according to exemplary embodiments, regular monitoring of the primary system and / or the secondary system is performed. In this way, errors can be detected in a timely manner and, for example, issued via a warning to a driver or operator of an autonomously driving vehicle. For monitoring purposes, responsibility for reading the sensor data 10 can therefore be transferred when the vehicle is stationary and returned again when it subsequently stops. The functional test can then be performed during the intervening journey.

[0068] Fig. 2 illustrates a braking system as an exemplary embodiment for the vehicle system 50 described above, which, according to exemplary embodiments, can be operated in (at least) two operating modes. The braking system shown comprises the first controller 110, the second controller 120, the sensor 20, and an electropneumatic module 51. The first controller 110 is connected to the electropneumatic module 51 via a first control line 11 and to the second controller via a second control line 12. The sensor 20 is connected to the electropneumatic module 51 via first sensor lines 21 and to the second controller 120 via second sensor lines 22. The first sensor line 21 and the second sensor line 22 can, in particular, be separately formed lines, wherein the sensor data 10 can be read from the sensor 20 optionally via the first sensor line 21 or via the second sensor line 22.

[0069] In the illustrated embodiment, the switching device 130 is implemented in a decentralized manner. A first component (part) of the switching device 130 is implemented in the first controller 110, and a second component (part) of the switching device 130 can be implemented in the second controller 120. Both components of the switching device 130 can communicate with each other via the second control line 12 and, for example, determine which of the two controllers 110, 120 should receive or read the sensor data 10.

[0070] The first controller 110, together with the electropneumatic module 51, can form a primary braking system. The second controller 120, with appropriate actuators (not shown), can form a secondary braking system. However, it can also be the other way around, i.e., the electropneumatic module 51, together with the first controller 110, can form the secondary braking system. The primary braking system can be the braking system that is preferentially used when functioning properly. The secondary braking system can accordingly be a backup system that can be used if the primary braking system cannot be used or can only be used inadequately due to a fault.

[0071] According to exemplary embodiments, the braking system shown can be operated in (at least) two operating modes, which are described below. Signal lines via which no sensor-based signals are sent are shown in dashed lines in Fig. 2, while lines via which sensor-based signals are sent are shown with solid lines. Sensor-based signals are in particular the sensor data 10 itself, but also derived signals or data that are sent, for example, between the controllers 110, 120 (e.g., a wheel standstill signal, a determined wheel speed, a threshold value being exceeded, etc.). In operating mode 1 (see left side of Fig. 2), the sensor data 10 is provided by the sensor 20 to the electropneumatic module 51.The electropneumatic module 51 can actuate a service brake based on the provided sensor data 10 and based on control commands (via the first control line 11) from the first controller 110. The braking system shown also includes the second controller 120, which is connected to the sensor 20 via the second sensor line 22 and to the first controller 110 via the second control line 12. In the working mode 1 shown, no signals are sent via the second sensor line 22 or the second control line 12—at least no signals related to the sensor data 10.

[0072] Operating mode 2 is shown on the right side of Fig. 2. In the second operating mode, the sensor 20 provides the sensor data 10 to the second controller 120. The second sensor line 22 is used for this purpose. Accordingly, no sensor data 10 is sent via the first sensor line 21 to the electropneumatic module 51 or directly to the first controller 110. However, the second controller 120 communicates with the first controller 110 via the second control line 21 and can, according to exemplary embodiments, send the sensor data 10 itself or derived data to the first controller 110. The first controller 110 can use the forwarded sensor data 10 to control the exemplary electropneumatic module 51 (or the primary braking system).

[0073] In the second operating mode, the second controller 120 acquires and transmits the sensor data 10, so that the first controller 110 can control the electropneumatic module 51 based on the sensor data 110 received from the second controller 120. The first controller 110, together with the electropneumatic module 51, can represent or control a primary braking system. The second controller 120 can, for example, be a secondary controller that controls a secondary braking system.

[0074] Typical scenarios could look like this, for example. Since the secondary braking system may only be used very rarely and the vehicle operates reliably with the primary braking system for a long time, it may be advisable to test the secondary braking system at regular intervals. This can be achieved, among other things, by the switching device 130 switching the acquisition of the sensor data 10 while the vehicle is stationary, namely from the primary controller (first controller 110) to the secondary controller (second controller 120). In this way, it can be tested whether the secondary controller 120 can acquire the sensor data with sufficiently high quality. At the same time, dormant errors can be detected early and do not only become apparent when the vehicle is dependent on the secondary braking system.

[0075] On the other hand, the primary braking system or the first controller 110 may not be receiving relevant sensor data 10 (e.g., a wheel speed) or may only be receiving it poorly. Determining an error or defect can also be done, for example, through a plausibility analysis taking into account additional sensor data from other sensors (e.g., from other wheels). In such a failure case, the second controller 120 can be prompted to provide relevant wheel speed signal data so that the primary braking system can continue executing service braking requests, including stability functions based on wheel speed data, such as ABS (anti-lock braking system), ESP (electronic stability program), ATC (automatic traction control).

[0076] Thus, embodiments allow the electro-pneumatic module 51 to stop the normal reading of wheel speed information and allow the secondary controller 120 to instead read the exemplary speed information (wheel speed sensor). This information is forwarded from the second controller 120 (e.g., secondary brake controller) to the first controller 110 (e.g., primary brake controller), which still has control over the execution of the braking request.

[0077] Advantageously, the delay in transmitting the sensor data 10 from the electropneumatic module 51 to the first controller 110 is approximately the same as the transmission time from the second controller 120 to the first controller 110 (including any potentially required signal processing). This way, there is no loss of performance when switching via the switching device 130.

[0078] Preferably, the change between reading the sensor data from the electropneumatic module 51 or from the second controller 120 is only carried out during standstill in order to minimize the risk of data loss (e.g., ticking of the wheels).

[0079] According to exemplary embodiments, it is possible for the second controller 120 to read the sensor data 10 only for a short period of time, for example, to test a connection to the sensor 10. This brief testing can be performed particularly in non-critical driving situations (monotonous straight-ahead driving). However, according to further exemplary embodiments, it is also possible for a longer period of time (e.g., until the next or subsequent standstill of the vehicle) to be used to perform extended monitoring of the sensors 10.

[0080] If a test determines that, for example, the wheel speed information on the primary side is corrupted, according to embodiments, the secondary side (e.g., the second controller 120) may first check whether the problem also exists on its side in order to obtain more information about the cause of the error (e.g., whether it is faulty wiring or internal sensor failure).

[0081] According to embodiments, it is particularly possible for the primary and secondary braking systems to reverse responsibility for sensor data acquisition (e.g., speed sensor reading) during each standstill. The transition during standstill ensures that no relevant data is lost. Additional criteria (situations), such as minimal application of the service brake, not standing on a steep incline, or an applied parking brake, can be used to reduce or minimize the likelihood of losing relevant wheel speed data during the transition in sensor data acquisition. Fig. 3 shows a schematic flowchart for a method for providing sensor data to a vehicle system. The method comprises the following steps:

[0082] - Reading S110 of the sensor data by a second controller;

[0083] - Forwarding S120 the sensor data read by the second controller to a first controller

[0084] - Controlling S110 of the vehicle system by the first controller based on the forwarded sensor data.

[0085] It is understood that all of the previously described functions of the evaluation circuit can be implemented as additional optional process steps. Furthermore, it is understood that the order in which they are listed does not necessarily reflect the order in which the process steps are executed. The steps can also be performed in a different order, or only some of the process steps are executed.

[0086] The method may also be computer-implemented, i.e., it may be implemented by instructions stored on a storage medium capable of performing the steps of the method when run on a processor. The instructions typically comprise one or more instructions, which may be stored in various ways on different media in or peripheral to a control unit (having a processor), which, when read and executed by the control unit, cause the control unit to perform functions, functionalities, and operations necessary to carry out a method according to the present invention.

[0087] The features of the invention disclosed in the description, the claims, and the figures may be essential for the realization of the invention, both individually and in any combination. LIST OF REFERENCE SYMBOLS

[0088] 10 Sensor data

[0089] 11 first control line 12 second control line

[0090] 20 Sensor (e.g. speed sensor)

[0091] 21 first sensor line

[0092] 22 second sensor line

[0093] 50 Vehicle system 51 electropneumatic module

[0094] 110 first controller (e.g. primary controller)

[0095] 120 second controller (e.g. secondary controller)

[0096] 130 Switching device

Claims

PATENT CLAIMS 1 . Device for providing sensor data (10) of a sensor (20) for a redundantly controllable vehicle system (50), characterized by a first controller (110) which is designed to control the vehicle system based on the sensor data (10); a second controller (120) which is designed to control the vehicle system based on the sensor data (10); a switching device (130) which is designed to optionally forward the sensor data (10) to the first controller (110) indirectly via the second controller (120) or to provide it directly.

2. Device according to claim 1, wherein the first controller (110) is designed to control the vehicle system (50), while in parallel the sensor data (10) are read by the second controller (120) and forwarded to the first controller (110).

3. Device according to claim 1 or claim 2, wherein the switching device (130) is designed to monitor correct detection of the sensor data (10) by the first controller (110) and / or by the second controller (120).

4. Device according to claim 3, wherein the sensor (20) is a speed sensor and the switching device (130) is further designed to carry out the monitoring depending on the situation, which includes at least one of the following situations: - Vehicle has a predetermined speed, - Vehicle is not on a slope or on a slope, - a vehicle engine is switched off, - a vehicle brake is released, - a vehicle brake is activated.

5. Device according to one of the preceding claims, wherein the first controller (110) and the second controller (120) are designed to read the sensor data (10) from the sensor (20) at approximately the same speed and / or to provide the sensor data (10) to the other controller at the same speed as a respective controller itself could read the sensor data.

6. Device according to one of the preceding claims, wherein the switching device (130) is further designed to control the provision of the sensor data (10) by granting or withdrawing read rights and to check, before a change of read rights, whether an error-free reading of the sensor data (10) by the first controller (110) and / or by the second controller (120) is possible.

7. Device according to one of the preceding claims, wherein the switching device (130) is further designed to carry out the selective provision of the sensor data (10) depending on the situation, which includes at least one of the following situations: - when the vehicle is stationary, - only for a predetermined period of time, - only for the duration of an error, - only until the next vehicle stop, - immediately after detecting a reading error, - a test operation initiated by an autonomous driving system, - Initialization of a system, - Receiving instructions from an external system, - an autonomous driving mode is engaged, - an autonomous driving mode is terminated.

8. Device according to one of the preceding claims, wherein the vehicle system (50) is a braking system and the braking system comprises a primary brake with one or more electropneumatic modules (51) and a secondary brake, and wherein the first controller (110) is designed to primary brake, and the second controller (120) is designed to control the secondary brake.

9. Device according to claim 8, wherein the electropneumatic module (51) is designed to read the sensor data (10) and optionally forward it to the first controller (110) or to transfer a reading right of the sensor data (10) to the second controller (120).

10. The device according to claim 8 or claim 9, wherein the first controller (110) is configured to provide the sensor data (20) forwarded by the second controller (120) to at least one of the following systems: - an anti-lock braking system, - an electronic stability program, - automatic traction control, - an autonomous driving system, - a vehicle central computer, - a parking brake.

11. Vehicle braking system, in particular for a commercial vehicle, characterized by a device according to one of the preceding claims.

12. A method for providing sensor data (10) of a speed sensor (20) for a redundantly controllable vehicle system (50), the method comprising: Reading (S110) the sensor data (10) by a second controller (120); Forwarding (S120) the sensor data (10) read by the second controller (120) to a first controller (110); Controlling (S130) the vehicle system (50) by the first controller (110) based on the forwarded sensor data (10).

13. The method of claim 12, further comprising: Stopping the reading (S110) and forwarding (S120) of the sensor data (10) by the second controller (120) and, subsequently, Reading (S140) the sensor data (10) by the first controller (110).

14. A computer product comprising a computer-readable storage medium having stored program code which, when executed on one or more processors, carries out the method of claim 12.

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