Method and architecture for dynamic jump identification and mitigation

Abstract

A method for power jump identification and mitigation includes receiving sensor data, such as wheel speed, of a vehicle; determining a wheel jerk characteristic of the vehicle based on the wheel speed; determining the driving height of the vehicle; determining whether the vehicle is experiencing a dynamic jump based on a wheel jerk characteristic and the travel height of the vehicle; and in response to determining that the vehicle is experiencing the power jump, adjusting a torque of the vehicle to mitigate the power jump.

Description

Technical Field

[0001] The present disclosure relates to an architecture and method for power jump identification and mitigation. Background Art

[0002] This introduction generally presents the background of the present disclosure. The work of the presently designated inventors, to the extent it is described in this introduction and to the extent it may not qualify as prior art at the time of filing, is neither expressly nor impliedly admitted as prior art against the present disclosure.

[0003] Power hop, also known as wheel hop, is a detrimental phenomenon in vehicle dynamics, especially in high-performance vehicles, where excessive torque is transferred to the wheels, causing the tire and suspension system to experience sudden and rapid vertical movement, resulting in loss of traction and stability. Power hop needs to be identified and addressed in real time, both in terms of passenger safety and vehicle ride comfort. Summary of the invention

[0004] The present disclosure describes a system and method for real-time identification and mitigation of power jumps to enhance the overall driving experience and ensure vehicle driving comfort. A system of one or more computers can be configured to perform specific operations or actions by installing software, firmware, hardware, or a combination thereof on the system, which software, firmware, hardware, or a combination thereof causes or causes the system to perform actions in operation. One or more computer programs can be configured to perform specific operations or actions by including instructions, which, when executed by a data processing device, cause the device to perform actions. An overall aspect includes a method for power jump identification and mitigation. The method also includes receiving sensor data of a vehicle, wherein the sensor data includes wheel speed; determining a wheel jerk characteristic of the vehicle based on the wheel speed; determining the vehicle's ride height; determining whether the vehicle is experiencing a power jump based on the vehicle's wheel jerk characteristic and the ride height; and in response to determining that the vehicle is experiencing a power jump, adjusting the vehicle's torque to mitigate the power jump. Other embodiments of this aspect include corresponding computer systems, devices, and computer programs recorded on one or more computer storage devices, each of which is configured to perform the actions of the method.

[0005] Implementations may include one or more of the following features. In the method, the wheel jerk characteristic includes a wheel jerk amplitude and a wheel jerk duration, wherein the wheel jerk amplitude is a second-order derivative of wheel speed with respect to time. The method may include determining whether an absolute value of a change in wheel jerk amplitude within a predetermined amount of time is greater than a predetermined amplitude threshold, and in response to determining that the absolute value of a change in wheel jerk amplitude within a predetermined amount of time is greater than the predetermined amplitude threshold, setting a wheel speed flag to on. The method may include determining whether a change in a vehicle's ride height within a predetermined amount of time is less than a predetermined ride height threshold, and in response to determining that the change in the vehicle's ride height within a predetermined amount of time is less than a predetermined ride height threshold, setting a ride height flag to on. The method may include determining whether an anti-lock braking system (ABS) of the vehicle is not activated. The method may include determining whether a derivative of throttle position with respect to time is greater than or equal to zero. The method may include determining that the ABS of the vehicle is not activated, determining that the derivative of the throttle position with respect to time is greater than or equal to zero, determining that the wheel speed flag is set to on, determining that the ride height flag is set to on; and setting the power jump flag to on in response to the following conditions: (a) determining that the ABS of the vehicle is not activated; (b) determining that the derivative of the throttle position with respect to time is greater than or equal to zero; (c) determining that the wheel speed flag is set to on; and (d) determining that the ride height flag is set to on. In response to setting the power jump flag to on, adjusting the torque of the vehicle to mitigate the power jump. Implementations of the technology may include hardware, methods or processes, or computer software on a computer-accessible medium.

[0006] The present disclosure also describes a vehicle including sensors and a controller in communication with the sensors. The sensors may include one or more wheel speed sensors and one or more ride height sensors. The controller is programmed to perform the above method.

[0007] Other areas of applicability of the present disclosure will become apparent from the detailed description provided below.It should be understood that the detailed description and specific examples are for illustration purposes only and are not intended to limit the scope of the present disclosure.

[0008] The above features and advantages and other features and advantages of the presently disclosed systems and methods are apparent from the detailed description, including the claims and exemplary embodiments, when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The present disclosure will be more fully understood from the detailed description and accompanying drawings, in which:

[0010] Figure 1 is a block diagram depicting an embodiment of a vehicle.

[0011] Figure 2is a flow chart of a method for identifying and mitigating power jumps.

[0012] Figure 3 is a flow chart of a method for determining a wheel jerk characteristic.

[0013] Figure 4 is a flow chart of a method for determining the state of a wheel speed flag.

[0014] Figure 5 is a flow chart of a method for determining ride height.

[0015] Figure 6 is a flow chart of a method for determining a ride height flag state.

[0016] Figure 7 is a flow chart for checking the status of the anti-lock brake system and the throttle position. DETAILED DESCRIPTION

[0017] Reference will now be made in detail to several examples of the present disclosure as illustrated in the accompanying drawings. Whenever possible, the same or similar reference numerals are used in the drawings and description to refer to the same or similar parts or steps.

[0018] refer to Figure 1 , the vehicle 10 generally includes a chassis 12, a body 14, front wheels and rear wheels 17, and may be referred to as a vehicle system. In the depicted embodiment, the vehicle 10 includes two front wheels 17a and two rear wheels 17b. The body 14 is disposed on the chassis 12 and substantially surrounds the components of the vehicle 10. The body 14 and the chassis 12 may together form a frame. Each wheel 17 is rotatably coupled to the chassis 12 near a corresponding corner of the body 14. The vehicle 10 includes a front axle 19 coupled to the front wheels 17a and a rear axle 25 coupled to the rear wheels 17b.

[0019] The vehicle 10 is an autonomous vehicle, and a control system 98 is incorporated into the vehicle 10. The system 98 may be referred to as a system or a system for controlling the steering system 24. The vehicle 10 is, for example, a vehicle that is automatically controlled to transport passengers from one location to another. The vehicle 10 is depicted as a pickup truck in the illustrated embodiment, but it should be understood that other vehicles may also be used, including trucks, sedans, coupes, sport utility vehicles (SUVs), recreational vehicles (RVs), etc. In an embodiment, the vehicle 10 may include a so-called Level 2, Level 3, Level 4, or Level 5 driving automation system. The Level 4 system represents "high automation" and refers to the driving mode-specific performance of the autonomous driving system in terms of dynamic driving tasks, even if the human driver does not respond appropriately to the intervention request. The Level 5 system represents "full automation" and refers to the full-time performance of the autonomous driving system in various aspects of the dynamic driving task under a variety of road and environmental conditions that can be managed by the human driver. In a Level 3 vehicle, the system 98 performs the entire dynamic driving task (DDT) within its designed area. In a Level 2 vehicle, the system provides steering, braking / acceleration support, lane centering, and adaptive cruise control. However, even when these systems are activated, the vehicle operator at the steering wheel must steer and constantly supervise the automated features.

[0020] As shown, the vehicle 10 generally includes a propulsion system 20, a transmission system 22, a steering system 24, an anti-lock braking system (ABS) 26, a sensor system 28, an actuator system 30, at least one data storage device 32, at least one controller 34, and a communication system 36. The steering system 24 is a wire-controlled steering system. In various embodiments, the propulsion system 20 may include an electric motor such as a traction motor and / or a fuel cell propulsion system. The vehicle 10 may also include a battery (or battery pack) 21 electrically connected to the propulsion system 20. Therefore, the battery 21 is configured to store electrical energy and provide electrical energy to the propulsion system 20. In certain embodiments, the propulsion system 20 may include an internal combustion engine. The transmission system 22 is configured to transmit power from the propulsion system 20 to the wheels 17 according to a selectable speed ratio. According to various embodiments, the transmission system 22 may include a stepped automatic transmission, a continuously variable transmission, or other suitable transmission. The ABS 26 is configured to provide braking torque to the wheels 17. In various embodiments, the ABS 26 may include friction brakes, wire control brakes, regenerative braking systems (e.g., motors), and / or other suitable braking systems. The steering system 24 affects the position of the wheels 17 and may include a steering wheel 33. Although depicted as including a steering wheel 33 for purposes of illustration, in some embodiments contemplated within the scope of the present disclosure, the steering system 24 may not include a steering wheel 33.

[0021] The sensor system 28 includes one or more sensors 40 (i.e., sensing devices) for sensing observable conditions of the external environment and / or the internal environment of the vehicle 10. The sensors 40 communicate with the controller 34 and may include, but are not limited to, one or more steering wheel sensors 45, one or more radars, one or more light detection and ranging (lidar) sensors, one or more proximity sensors, one or more wheel speed sensors, one or more odometers, one or more ground penetrating radar (GPR) sensors, one or more steering angle sensors, global navigation satellite system (GNSS) transceivers (e.g., one or more global positioning system (GPS) transceivers), one or more tire pressure sensors, one or more throttle position sensors, one or more cameras 41 (e.g., eye trackers), one or more gyroscopes, one or more accelerometers, one or more inclinometers, one or more speed sensors, one or more ultrasonic sensors, one or more inertial measurement units (IMUs), one or more night vision devices, thermal imaging sensors, and / or other sensors. Each sensor 40 is configured to generate a signal indicating a sensed observable condition of the external environment and / or the internal environment of the vehicle 10. Because the sensor system 28 provides data to the controller 34, the sensor system 28 and its sensors 40 are considered to be information sources (or simply sources). The vehicle 10 and / or the system 98 do not include a light sensor capable of detecting light inside the vehicle 10 .

[0022] The actuator system 30 includes one or more actuators 42 that control one or more vehicle features, such as, but not limited to, the propulsion system 20, the transmission system 22, the steering system 24, and the ABS 26. In various embodiments, the vehicle features may also include interior and / or exterior vehicle features, such as, but not limited to, doors, trunks, and cabin features, such as air, music, lighting, etc. The actuator 42 may include a throttle.

[0023] The data storage device 32 stores data for automatically controlling the vehicle 10. In various embodiments, the data storage device 32 stores a defined map of a navigable environment. In various embodiments, the defined map may be predefined by a remote system and obtained from the remote system. For example, the defined map may be assembled by a remote system and transmitted to the vehicle 10 (wirelessly and / or wiredly) and stored in the data storage device 32. The data storage device 32 may be part of the controller 34 and separate from the controller 34, or part of the controller 34 and part of an independent system.

[0024] The vehicle 10 may also include one or more airbags 35 that communicate with the controller 34 or another controller of the vehicle 10. The airbag 35 includes an inflatable bag and is configured to transition between a stowed configuration and a deployed configuration to cushion the impact of external forces applied to the vehicle 10. The sensor 40 may include an airbag sensor, such as an IMU, which is configured to detect external forces and generate a signal indicating the magnitude of such external forces. The controller 34 is configured to command the airbag 35 to deploy based on signals from one or more sensors 40 (e.g., airbag sensors). Therefore, the controller 34 is configured to determine when the airbag 35 has been deployed.

[0025] The controller 34 includes at least one processor 44 and a non-transitory computer readable storage device or medium 46. The processor 44 can be a custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor in a plurality of processors associated with the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally a device for executing instructions. The computer readable storage device or medium 46 can include volatile and non-volatile storage devices such as read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is a persistent or non-volatile memory that can be used to store various operating variables when the processor 44 is powered off. The computer readable storage device or medium 46 can be implemented using a plurality of storage devices, such as PROM (programmable read-only memory), EPROM (electrically programmable read-only memory), EEPROM (electrically erasable programmable read-only memory), flash memory, or other electrical, magnetic, optical, or combination storage devices capable of storing data, some of which represent executable instructions used by the controller 34 when controlling the vehicle 10. The controller 34 of the vehicle 10 may be referred to as a vehicle controller and may be programmed to perform the method 200 described in detail below. Figure 2 ).

[0026] These instructions may include one or more separate programs, each of which includes an ordered list of executable instructions for implementing logical functions. When the instructions are executed by the processor 44, signals from the sensor system 28 are received and processed, logic, calculations, methods and / or algorithms for automatically controlling components of the vehicle 10 are executed, and control signals are generated to the actuator system 30 to automatically control components of the vehicle 10 based on the logic, calculations, methods and / or algorithms. Although Figure 1, a single controller 34 is shown, but embodiments of the vehicle 10 may include multiple controllers 34 that communicate via an appropriate communication medium or combination of communication media and that cooperate to process sensor signals, execute logic, calculations, methods and / or algorithms, and generate control signals to automatically control features of the vehicle 10. In various embodiments, one or more instructions of the controller 34 are embodied in the control system 98.

[0027] The vehicle 10 includes a user interface 23, which may be a touch screen in the instrument panel. The user interface 23 may include, but is not limited to, an alarm, such as one or more speakers 27 providing audible sounds, tactile feedback in a vehicle seat or other object, one or more displays 29, one or more microphones 31, and / or other devices suitable for providing notifications to a vehicle user of the vehicle 10. The user interface 23 is in electronic communication with a controller 34 and is configured to receive input from a vehicle occupant 11 (e.g., a vehicle driver or a vehicle passenger). For example, the user interface 23 may include a touch screen and / or buttons configured to receive input from a vehicle occupant 11. Thus, the controller 34 is configured to receive input from a user via the user interface 23. The vehicle 10 may include one or more displays 29, which are configured to display information to a vehicle occupant 11 (e.g., a vehicle operator or a passenger) and may be a head-up display (HUD).

[0028] The communication system 36 communicates with the controller 34 and is configured to wirelessly transmit information to other remote vehicles 48, such as, but not limited to, other vehicles ("V2V" communication), infrastructure ("V2I" communication), remote systems of remote call centers (such as General Motors' ON-STAR), and / or personal electronic devices such as mobile phones. In the present disclosure, the term "remote vehicle" refers to a vehicle, such as an automobile, that is configured to send one or more signals to the vehicle 10 but is not physically connected to the vehicle 10. In some embodiments, the communication system 36 is a wireless communication system configured to communicate via a wireless local area network (WLAN) using the IEEE 802.11 standard or by using cellular data communications. However, additional or alternative communication methods, such as dedicated short-range communication (DSRC) channels, are also considered within the scope of the present disclosure. A DSRC channel refers to a one-way or two-way short-range to medium-range wireless communication channel designed specifically for automotive use and a set of corresponding protocols and standards. Therefore, the communication system 36 may include one or more antennas and / or communication transceivers 37 for receiving and / or transmitting signals, such as collaborative sensing messages (CSM). The communication transceiver 37 may be considered a sensor 40. The communication system 36 is configured to wirelessly transmit information between the vehicle 10 and another vehicle. Additionally, the communication system 36 is configured to wirelessly transmit information between the vehicle 10 and infrastructure or other vehicles.

[0029] Figure 2 is a flow chart of a method 200 for identifying and mitigating power hops. The method 200 detects and mitigates power hops. Power hop, also known as wheel hop, is an oscillatory phenomenon that typically occurs during rapid acceleration of high-performance vehicles. Power hops may have a negative impact on the powertrain. In addition to accurately detecting power hops, the method 200 also implements an effective mitigation strategy. Depending on the sensing group available in the vehicle, the method 200 identifies power hops based on wheel speed jerk characteristics, wheel-to-body relative motion (i.e., ride height motion), throttle position changes, and ABS interactions. The method 100 also includes a data-driven method that uses IMU sensor information to identify power hops when both wheel speed and ride height sensors are unavailable. Once a power hop is identified, a speed-dependent control strategy is proposed to mitigate the severity of the event. Priority and arbitration of control operations are also considered.

[0030] Continue to refer Figure 2, the method 200 begins at box 202. Box 202 entails receiving sensor data from sensors 40, such as wheel speed sensors, IMUs, and ride height sensors. Thus, the sensor data may include wheel speeds, ride heights, and lateral and / or longitudinal accelerations of the vehicle 10. At box 202, the controller determines wheel jerk characteristics of the vehicle 10 based on the wheel speeds. The wheel jerk characteristics include the magnitude of the wheel jerk and the duration of the wheel jerk.

[0031] Figure 3 2 is a flow chart of a method 300 for performing at least a portion of box 202. The method 300 starts at box 302. Then, the method 300 proceeds to box 304. At box 304, the controller 34 determines and continuously monitors the magnitude of the wheel jerk at predetermined time intervals. Each time interval spans a predetermined amount of time. The controller 34 calculates the second derivative of the wheel speed of the driven wheel 17 with respect to time to determine the magnitude of the wheel jerk. Then, the method 300 continues to box 306. At box 306, the controller 34 retrieves initial parameters. The initial parameters are a predetermined magnitude threshold, a wheel speed flag set to off, a wheel speed count set to zero, and a predetermined wheel jerk duration threshold. Then, the method 300 proceeds to box 308. Box 308 entails looping through the wheel jerk and evaluating several predefined calibratable thresholds to identify the start and end of a power jump event. Then, the method 100 continues to box 308. Box 310 entails analyzing the wheel jerk characteristics as described below. After block 310 , the method 300 returns to block 304 .

[0032] Figure 4 4 is a method 400 for analyzing wheel jerk characteristics, which is performed at box 310 of method 300. Method 400 starts at box 402. Box 402 requires determining the absolute value of the change in wheel jerk amplitude within a predetermined amount of time. In addition, at box 402, the controller determines whether the absolute value of the change in wheel jerk amplitude within the predetermined amount of time is greater than a predetermined amplitude threshold. If the absolute value of the change in wheel jerk amplitude within the predetermined amount of time is greater than the predetermined amplitude threshold, the method 400 proceeds to box 404. At box 404, the controller 34 determines that the wheel speed flag is set to on. If the wheel speed flag is set to on, the method 400 continues to box 406. At box 406, the flag counter is incremented by one. Then, the method 400 continues to box 408. At box 408, the controller 34 sets the wheel speed flag to on at the current time point. Then, the method 400 continues to box 410. At box 410, the controller 34 outputs information that the wheel speed flag is set to on.

[0033] If it is determined at box 402 that the absolute value of the change in the wheel jerk magnitude within the predetermined amount of time is not greater than the predetermined magnitude threshold, the method 400 continues to box 412. At box 412, the controller 34 determines whether the wheel speed flag is set to on and whether the predetermined time threshold has passed. If the wheel speed flag is set to on and the wheel jerk duration threshold has passed, the method 400 proceeds to box 414. At box 414, the controller 34 sets the wheel speed flag to off. Then, the method 400 continues to box 416, and the controller 34 resets the counter.

[0034] If it is determined at frame 412 that the wheel speed flag is set to off or the predetermined time threshold has passed, the method 400 continues to frame 418. At frame 418, the wheel speed flag remains in its on state. After frame 418, the method 400 proceeds to frame 410.

[0035] If it is determined at frame 404 that the wheel speed flag is in the off state, the method 400 proceeds to frame 420. At frame 420, the wheel speed flag is set to on. Then, the method 400 proceeds to frame 422. At frame 422, the controller 34 outputs information that the wheel speed flag is set to on.

[0036] Reference again Figure 2 After executing frame 202, method 200 proceeds to frame 204. At frame 204, controller 34 analyzes the ride height of vehicle 10 and determines whether the ride height flag should be set to on or off.

[0037] Figure 5 5 is a method 500 for analyzing the ride height of the vehicle 10, as discussed above with respect to box 204. The method 500 begins at box 502. Then, the method 500 continues to box 504. At box 504, the controller 34 uses sensor data from a ride height sensor to determine the ride height of the vehicle 10 at different time intervals. Each time interval spans a predetermined amount of time. In addition, at box 504, the controller 34 uses sensor data from, for example, an IMU to determine the longitudinal acceleration of the vehicle 10 at different time intervals. Then, the method 500 continues to box 506. At box 506, the controller 34 retrieves initial parameters. The initial parameters include a predetermined ride height threshold and a longitudinal acceleration threshold. Then, the method 500 continues to box 508. Box 508 requires looping through the ride heights and evaluating several predefined calibratable thresholds at each point in time. Then, the method 500 continues to box 510. At box 510, the controller 34 analyzes the ride height to determine whether the ride height flag should be set to on or off, as described below. Then, the method 500 returns to box 504.

[0038] Figure 66 is a method 600 for analyzing the ride height of the vehicle 10, which is performed at box 510 of method 500. Method 600 begins at box 602. Box 602 entails determining whether the change in the longitudinal acceleration of the vehicle 10 within a predetermined amount of time is greater than a predetermined acceleration threshold. If the change in the longitudinal acceleration of the vehicle 10 within the predetermined amount of time is greater than the predetermined acceleration threshold, the method 600 proceeds to box 604. At box 604, the controller 34 determines whether the change in the ride height of the vehicle 10 within the predetermined amount of time is less than the predetermined ride height threshold. If the change in the ride height of the vehicle 10 within the predetermined amount of time is less than the predetermined ride height threshold, the method 600 continues to box 606. At box 606, the ride height flag is set to on. If the change in the ride height of the vehicle 10 within the predetermined amount of time is not less than the predetermined ride height threshold, the method 600 continues to box 608. At box 608, the ride height flag is set to off.

[0039] If it is determined at box 602 that the change in the longitudinal acceleration of the vehicle 10 within the predetermined amount of time is not greater than the predetermined acceleration threshold, the method 600 proceeds to box 610. At box 610, the controller 34 determines whether the wheel speed flag is set on. If the wheel speed flag is set on, the method 600 continues to box 604. If the wheel speed flag is set off, the method 600 continues to box 612. At box 612, the ride height flag is set off.

[0040] Reference again Figure 2 After executing frame 204, method 200 continues to frame 206. At frame 206, the status of ABS 26 and throttle position are checked to determine whether the power jump flag is set to on or off, as discussed in detail below.

[0041] Figure 77 is a flow chart of a method 700 for checking the status of ABS26 and throttle position. Method 700 begins at box 702, box 704, box 706, and box 708. Box 702 relates to whether the ride height flag is on. If the ride height sensor is not available, the ride height flag will be set to on. Box 704 requires determining whether the wheel speed flag is set to on. Box 706 requires determining whether the status of ABS26 is inactive. At box 708, the controller 34 determines whether the derivative of the throttle position with respect to time is greater than or equal to zero. At box 710, the controller 34 determines whether the ride height flag is on, whether the wheel speed flag is set to on, whether the ABS26 is disabled, and whether the derivative of the throttle position with respect to time is greater than or equal to zero. If the ride height flag is on, the wheel speed flag is set to on, the ABS26 is inactive, and the derivative of the throttle position with respect to time is greater than or equal to zero, the method 700 continues to box 712. At box 712, the controller 34 sets the power jump flag to on.

[0042] Reference again Figure 2 , after executing box 206, method 200 continues to box 208. At box 208, if the wheel speed sensor and the ride height sensor are unavailable (i.e., have failed), the controller 34 uses the sensor data of at least one IMU through a machine learning process to determine that the vehicle is experiencing a power jump. The machine learning algorithm can be developed by using the power jump data of the flag. In the case where the wheel speed sensor and the ride height sensor are simultaneously unavailable, the machine learning algorithm can identify the power jump event in real time. The learning method of the machine learning algorithm may include receiving relevant inputs, flagging power jump events, training the machine learning algorithm, feature selection, cross validation, outputting results, and comparing the results of the data-driven method (i.e., the machine learning algorithm) with the deterministic algorithm (i.e., method 200). As described above, if the wheel speed sensor and the ride height sensor are simultaneously unavailable, the data-driven method (i.e., the machine learning algorithm) is activated. In addition, the data-driven method (i.e., the machine learning algorithm) uses the sensor data of one or more IMUs to determine whether a power jump event has occurred. A data-driven approach (ie, a machine learning algorithm) may use main shaft torque, tire temperature, longitudinal acceleration, lateral acceleration, and throttle position to determine if a power jump event has occurred.

[0043] After executing frame 208, method 200 continues to frame 210. At frame 210, the controller 34 arbitrates between the torque to mitigate the power jump and the powertrain restrictions. Power jump control has the highest arbitration priority and it has the most stringent restrictions. However, reducing the clutch torque may result in reduced vehicle acceleration, especially in a split friction acceleration event. Therefore, the torque target arbitration considers the optimal balance between the magnitude of the power jump and the allowed wheel slip between the left and right wheels 17. At frame 210, the controller 34 determines the torque adjustment required for power jump mitigation (i.e., the power jump target torque) based on the wheel speed. In one case, the controller 34 can consider the power jump target torque alone and adjust the torque of the vehicle 10 based on mitigating the power jump. Additional torque generated by yaw error and wheel control clutch targets can be considered. In other cases, when a power jump occurs and wheel control is activated, the controller 34 considers the power jump target torque plus the torque vector from other sources (e.g., steady-state and transient targets). If power jump control is disabled, the controller 34 may consider torque vectoring from other sources instead of the power jump target torque.In all cases, the additional torque due to yaw error and wheel control clutch targets may be considered.

[0044] Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms covered by the claims. The words used in the specification are descriptive rather than restrictive, and it should be understood that various changes can be made without departing from the spirit and scope of the present disclosure. As previously mentioned, the features of the various embodiments can be combined to form further embodiments of the currently disclosed system and method that may not be explicitly described or shown. Although various embodiments may be described as having more advantages or advantages than other embodiments or prior art implementations in terms of one or more required features, it is recognized by those of ordinary skill in the art that one or more features or characteristics may be compromised in order to achieve the desired overall system properties, depending on the specific application and implementation. These properties may include, but are not limited to, cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, applicability, weight, manufacturability, ease of assembly, etc. Therefore, in terms of one or more characteristics, compared with other embodiments or prior art embodiments, embodiments described as less ideal do not exceed the scope of the present disclosure and may also be advantageous for specific applications.

[0045] The drawings are in simplified form and are not drawn to exact scale. Directional terms such as top, bottom, left, right, upward, above, above, below, below, rear, and front may be used with respect to the drawings for the purpose of convenience and clarity only. These directional terms and similar directional terms should not be construed as limiting the scope of the present disclosure in any way.

[0046] Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are merely examples, and other embodiments may take various alternative forms. The drawings are not necessarily drawn to scale; certain features may be enlarged or minimized to show the details of a particular component. Therefore, the specific structural and functional details disclosed herein should not be interpreted as restrictive, but merely as a representative basis for teaching those skilled in the art to adopt the currently disclosed systems and methods in different ways. As will be understood by those of ordinary skill in the art, the various features shown and described with reference to any of the figures may be combined with the features shown in one or more other figures to produce embodiments that are not explicitly shown or described. The combination of features shown provides representative embodiments of typical applications. However, for specific applications or implementations, various combinations and modifications of features consistent with the teachings of the present disclosure may be required.

[0047] Embodiments of the present disclosure may be described herein in terms of functional and / or logical block components and various processing steps. It should be understood that such block components may be implemented by multiple hardware, software, and / or firmware components configured to perform specified functions. For example, embodiments of the present disclosure may employ various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, etc., which may perform various functions under the control of one or more microprocessors or other control devices. In addition, those skilled in the art will appreciate that embodiments of the present disclosure may be practiced in conjunction with a variety of systems, and the systems described herein are merely exemplary embodiments of the present disclosure.

[0048] For the sake of brevity, technologies related to signal processing, data fusion, signaling, control and other functional aspects of the system (as well as the various operating components of the system) may not be described in detail herein. In addition, the connecting lines shown in the various figures contained herein are intended to represent example functional relationships and / or physical connections between the various elements. It should be noted that alternative or additional functional relationships or physical connections may exist in the embodiments of the present disclosure.

[0049] This description is merely illustrative in nature and is in no way intended to limit the present disclosure, its application or use. The broad teachings of the present disclosure can be implemented in many forms. Therefore, although the present disclosure includes specific examples, the true scope of the present disclosure should not be so limited, as other modifications will become apparent after studying the drawings, the specification and the appended claims.

Claims

1. A method for identifying and mitigating power jumps, comprising: receiving sensor data of the vehicle, wherein the sensor data includes wheel speed; determining a wheel jerk characteristic of the vehicle based on the wheel speed; determining a ride height of the vehicle; determining whether the vehicle is experiencing a power jump based on a wheel jerk characteristic of the vehicle and the ride height; and In response to determining that the vehicle is experiencing a power jump, torque of the vehicle is adjusted to mitigate the power jump.

2. The method according to claim 1, wherein: The wheel jerk characteristics include a wheel jerk magnitude and a wheel jerk duration, wherein the wheel jerk magnitude is a second-order derivative of the wheel speed with respect to time.

3. The method according to claim 2, further comprising: determining whether an absolute value of a change in the magnitude of the wheel jerk within a predetermined amount of time is greater than a predetermined magnitude threshold; as well as In response to determining that an absolute value of a change in the magnitude of the wheel jerk within a predetermined amount of time is greater than the predetermined magnitude threshold, a wheel speed flag is set on.

4. The method according to claim 3, further comprising: determining whether a change in a ride height of the vehicle within the predetermined amount of time is less than a predetermined ride height threshold; as well as In response to determining that a change in the ride height of the vehicle within the predetermined amount of time is less than the predetermined ride height threshold, a ride height flag is set on. 5 . The method of claim 4 , further comprising determining whether an anti-lock braking system (ABS) of the vehicle is inactive. The method of claim 5 , further comprising determining whether a derivative of throttle position with respect to time is greater than or equal to zero.

7. The method according to claim 6, further comprising: Determining that the ABS of the vehicle is not activated; determining that a derivative of the throttle position with respect to time is greater than or equal to zero; Determining that the wheel speed flag is set to on; Determining that the ride height flag is set to on; as well as A power jump flag is set to on in response to: (a) determining that ABS of the vehicle is not activated; (b) determining that the derivative of the throttle position with respect to time is greater than or equal to zero; (c) determining that the wheel speed flag is set to on; and (d) determining that the ride height flag is set to on.

8. The method according to claim 7, wherein: In response to setting the power jump flag to on, adjusting torque of the vehicle to mitigate the power jump.

9. The method according to claim 1, wherein: The vehicle includes a plurality of sensors, the plurality of sensors including at least one wheel speed sensor, at least one ride height sensor, and at least one inertial measurement unit (IMU), the wheel speed is determined using at least one wheel speed sensor of the vehicle, the ride height is determined using at least one ride height sensor of the vehicle, and the method further includes: determining that the at least one wheel speed sensor is unavailable; determining that the at least one ride height sensor is unavailable; and In response to determining that the at least one wheel speed sensor is unavailable and determining that the at least one ride height sensor is unavailable, determining that the vehicle is experiencing a power jump using sensor data of the at least one IMU through a machine learning process.

10. The method according to claim 9, wherein: Adjusting the vehicle's torque to mitigate the power jump includes taking into account wheel slip limits.

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