Determining longitudinal slip limits of vehicle

Abstract

The application relates to determining a longitudinal slip limit of a vehicle, and particularly provides a computer system (600) comprising a processing circuit (602) configured to process a wheel slip of at least one wheel (2) of the vehicle (1). The processing circuitry (602) is further configured to obtain road characteristics of one or more road segments (10) of a road (100) on which the vehicle (1) travels or is to travel. The road characteristic is indicative of a curvature of the one or more road segments (10). For each of the one or more road segments (10), a longitudinal slip limit (5) is determined on the basis of the road characteristics of the respective road segment. The longitudinal slip limit (5) indicates a maximum permissible longitudinal slip of the at least one wheel (2) in the respective road section.

Description

Technical Field

[0001] This disclosure generally relates to vehicle motion management. In a specific aspect, the invention relates to determining the longitudinal slip limits of a vehicle. This disclosure is applicable to heavy vehicles, such as trucks, buses, and construction equipment, as well as other vehicle types. Although this disclosure may be described with respect to a particular vehicle, it is not limited to any particular vehicle. Background Technology

[0002] When a vehicle travels on roads of varying shapes and types, it experiences different lateral forces. When subjected to large lateral forces and significant wheel slippage, the vehicle may become unstable, potentially requiring the activation of stability control systems such as anti-lock braking (ABS) and / or the use of service brakes to decelerate and stabilize the vehicle. Therefore, regenerative braking via an electric motor may not always be available due to the need to prioritize vehicle stability.

[0003] Therefore, it is necessary to improve the handling of vehicle stability in order to allow stability to be maintained and to increase the utilization rate of regenerative braking. Summary of the Invention

[0004] According to a first aspect of this disclosure, a computer system including processing circuitry is provided, the processing circuitry being configured to process wheel slippage of at least one wheel of a vehicle.

[0005] The processing circuit is configured to obtain road characteristics of one or more road segments of the road on which the vehicle is traveling or will travel. The road characteristics indicate the curvature of the one or more road segments.

[0006] The processing circuit is configured to determine the longitudinal slip limit for each of the one or more road segments based on the road characteristics of the respective road segment.

[0007] The longitudinal slip limit indicates the maximum permissible longitudinal slip of the at least one wheel in the corresponding road segment.

[0008] In other words, the longitudinal slip limit can be determined based on the curvature indicated by the road characteristics, thereby mitigating or avoiding the risk of instability when the vehicle is traveling on the corresponding road segment. Preferably, the longitudinal slip limit is determined solely by the curvature indicated by the road characteristics, or at least by curvature as the dominant factor. Utilizing curvature allows for the efficient determination of the longitudinal slip limit, ensuring stability with a finite maximum permissible longitudinal slip, and also allowing the use of regenerative braking within the margin of the maximum permissible longitudinal slip. While the longitudinal slip limit in the examples herein is preferably determined based on the road curvature for each road segment, dynamic adjustment of the longitudinal slip limit is also possible, or used as a supplement to improve the accuracy of determining the longitudinal slip limit, where vehicle motion, vehicle characteristics, and / or environmental parameters, as discussed below, can be further considered.

[0009] For example, longitudinal slip limits can also be determined based on predicted or measured vehicle motion (e.g., predicted or measured vehicle speed, speed limits for the relevant road segment, and expected lateral motion applied to the vehicle in the relevant road segment) and / or based on measured or estimated lateral vehicle slip.

[0010] Vehicle characteristics (such as size and / or mass) can also be considered to determine the longitudinal slip limit.

[0011] The longitudinal slip limit can also be determined by considering environmental conditions or any other suitable parameters that may affect the stability of the vehicle with respect to slip of at least one wheel.

[0012] The first aspect of this disclosure can seek to improve vehicle stability while allowing for increased utilization of regenerative braking.

[0013] Technical benefits may include improved vehicle stability and increased utilization of regenerative braking. This is because, when the longitudinal slip of at least one wheel is limited based on road characteristics indicating road curvature, the vehicle will be able to adjust the longitudinal slip of at least one wheel so that the vehicle maintains stability relative to the curvature of the corresponding road segment. As an additional benefit, since the vehicle will remain stable while traveling on said road segment, regenerative braking can be used to a greater extent as long as the longitudinal slip limit is met, thereby increasing the utilization of regenerative braking while maintaining vehicle stability.

[0014] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to: when the vehicle is detected traveling in a corresponding segment of the one or more road segments, control the wheel slip of the at least one wheel to be lower than the maximum permissible longitudinal slip of the corresponding road segment.

[0015] The technical benefits can include improved vehicle stability and increased utilization of regenerative braking. This is because when wheel slip is controlled below the maximum permissible longitudinal slip, the vehicle can remain stable when navigating curves on the corresponding road segment. Furthermore, regenerative braking can be used to any extent as long as the longitudinal slip limit is met, thereby increasing the utilization of regenerative braking while maintaining vehicle stability.

[0016] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to control the wheel slip of the at least one wheel to be below the maximum permissible longitudinal slip of the corresponding road segment by adjusting the torque of the at least one wheel to meet the maximum permissible longitudinal slip.

[0017] Controlling the wheel slip of at least one wheel to be below the maximum permissible longitudinal slip of the corresponding road segment by adjusting the torque of the at least one wheel to meet the maximum permissible longitudinal slip may include issuing torque adjustment information to the vehicle instructing the vehicle to adjust the torque of the at least one wheel to meet the maximum permissible longitudinal slip.

[0018] Technical benefits may include improved vehicle stability and increased utilization of regenerative braking, and further allow for even greater utilization of regenerative braking. This is because the torque is tuned so as not to exceed the longitudinal slip limit, thereby allowing for stability and leeway in utilizing regenerative braking. Preferably, speed and / or longitudinal slip can be measured by sensors of the vehicle, and the processing circuitry can thereby obtain the longitudinal slip and / or speed by receiving sensor data from the sensors. The processing circuitry can then be configured to control the torque for the speed and / or longitudinal slip to control the slip of the at least one wheel below the maximum permissible longitudinal slip, i.e., not exceeding the longitudinal slip limit.

[0019] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to control the regenerative brakes of at least one wheel based on the maximum permissible longitudinal slip of the corresponding road segment when the vehicle is detected traveling in the corresponding road segment of the one or more road segments or before entering the corresponding road segment.

[0020] Technical benefits may include improved vehicle stability and increased utilization of regenerative braking. This is because the regenerative brakes can be controlled to generate electricity for regenerative braking to charge the vehicle's battery while adhering to longitudinal slip limits, thus ensuring that longitudinal slip does not lead to vehicle instability.

[0021] Optionally, in some examples, including at least one preferred example, the processing circuit is also configured to determine the longitudinal slip limit based on the road characteristics of the corresponding road segment by using a predefined heuristic or by mapping road characteristics to the longitudinal slip limit.

[0022] Technical benefits may include improved vehicle stability and increased utilization of regenerative braking. This is because the longitudinal slip limit can be effectively set through mapping or heuristics, such as by mapping a set curvature angle to a set longitudinal slip limit. This allows for the efficient determination of the longitudinal slip limit and can improve stability while allowing for the use of more regenerative braking against the longitudinal slip limit.

[0023] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to determine the expected lateral movement of the at least one wheel as the vehicle travels in the one or more road segments, and to determine the longitudinal slip limit based on the expected lateral movement.

[0024] The technical benefits can include improved vehicle stability and increased utilization of regenerative braking, and as a result, further allow for increased utilization of regenerative braking. This is because, when determining the expected lateral movement, the longitudinal slip limit can be determined more accurately to maintain vehicle stability.

[0025] Optionally, in some examples, including at least one preferred example, the processing circuitry is further configured to determine the expected lateral motion by obtaining the motion of the vehicle, and to determine the expected lateral motion based on the road characteristics and kinematic model and taking into account the motion of the vehicle.

[0026] Technical benefits can include improved vehicle stability and increased utilization of regenerative braking, and as a result, further allow for improved utilization of regenerative braking. This is because the expected lateral forces can be determined more accurately based on road characteristics and kinematic models. Using kinematic models, the expected lateral forces can also be determined dynamically, which allows for a more accurate determination of the longitudinal slip limit in a dynamic manner as the vehicle travels toward the corresponding road segment.

[0027] Optionally, in some examples, including at least one preferred example, the road characteristics include the frictional forces of the one or more road segments. In these examples, the processing circuitry is also configured to determine the longitudinal slip limit based on the corresponding frictional forces of the one or more road segments.

[0028] Technical benefits may include improved vehicle stability and increased utilization of regenerative braking, and as a result, further allow for increased utilization of regenerative braking. This is because the longitudinal slip limit can be determined more accurately for the friction forces of the road segment, since longitudinal slip depends on friction forces, and because any lateral force limiting the permissible longitudinal slip may depend on friction forces.

[0029] Optionally, in some examples, including at least one preferred example, the processing circuitry may also be configured to determine the longitudinal slip limit before entering each respective road segment.

[0030] The technical benefits can include improved vehicle stability and increased utilization of regenerative braking, which in turn allows for further improvements in regenerative braking utilization. This is because the slippage of at least one wheel can be adjusted before entering each respective road segment, thereby ensuring stability and enabling the use of regenerative braking in that segment.

[0031] Optionally, in some examples, including at least one preferred example, the road characteristics of the one or more road segments are at least partially predefined.

[0032] The technical benefits can include improved vehicle stability and increased utilization of regenerative braking, and as a result, further allow for increased utilization of regenerative braking. This is because, when road characteristics are predefined (e.g., such as in a map) and obtained by acquiring map information of the road, the longitudinal slip limits of the corresponding road segment can be predetermined, and thus the slip of at least one wheel can be adjusted before entering the corresponding road segment, thereby ensuring stability and enabling the use of regenerative braking in the corresponding road segment.

[0033] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to obtain at least a portion of the road characteristics by measuring the road characteristics of the corresponding road segment using the vehicle's sensors before entering the corresponding road segment.

[0034] Technical benefits may include improved vehicle stability and increased utilization of regenerative braking, and as a result, further allow for increased utilization of regenerative braking. This is because road characteristics can also be dynamically determined using sensors. These measurements can be used for undefined road characteristics and / or to ensure the accuracy of predefined road characteristics or to adjust predefined road characteristics. Therefore, longitudinal slip limits can be determined more accurately.

[0035] According to a second aspect of this disclosure, a vehicle is provided, the vehicle including and / or controlled by a computer system according to the first aspect.

[0036] The technological benefits of the second aspect correspond to the technological benefits of the first aspect.

[0037] According to a third aspect of this disclosure, a computer-implemented method for processing wheel slippage of at least one wheel of a vehicle is provided.

[0038] The method includes obtaining road characteristics of one or more road segments of a road on which the vehicle is traveling or will travel, via the processing circuitry of a computer system. The road characteristics indicate the curvature of the one or more road segments.

[0039] The method includes determining a longitudinal slip limit for each of the one or more road segments based on the road characteristics of the respective road segment using the processing circuitry. The longitudinal slip limit indicates the maximum permissible longitudinal slip of the at least one wheel in the respective road segment.

[0040] The third aspect of technological benefits corresponds to the first aspect of technological benefits.

[0041] Optionally, in some examples, including at least one preferred example, the method includes: when the vehicle is detected traveling in a corresponding segment of one or more road segments, controlling the wheel slip of the at least one wheel to be below the maximum permissible longitudinal slip of the corresponding road segment.

[0042] Optionally, in some examples, including at least one preferred example, controlling the wheel slip of the at least one wheel to be below the maximum permissible longitudinal slip of the corresponding road segment includes adjusting the torque of the at least one wheel to meet the maximum permissible longitudinal slip.

[0043] Optionally, in some examples, including at least one preferred example, the method includes: controlling the regenerative brakes of at least one wheel based on the maximum permissible longitudinal slip of the corresponding road segment when the vehicle is detected traveling in the corresponding road segment of the one or more road segments or before entering the corresponding road segment.

[0044] Optionally, in some examples, including at least one preferred example, the longitudinal slip limit is determined based on the road characteristics of the corresponding road segment by using a predefined heuristic or by mapping road characteristics to the longitudinal slip limit.

[0045] Optionally, in some examples, including at least one preferred example, the method includes: determining the expected lateral movement of at least one wheel as the vehicle travels in the one or more road segments, and wherein the longitudinal slip limit is determined based on the expected lateral movement.

[0046] Those skilled in the art will understand that the disclosed aspects, examples (including any preferred examples), and / or appended claims can be appropriately combined with each other. Additional features and advantages are disclosed in the following description, claims, and drawings, and will be apparent in part to those skilled in the art or recognized by practicing this disclosure as described herein.

[0047] This document also discloses computer systems, control units, code modules, computer-implemented methods, computer-readable media, and computer program products related to the technical benefits discussed above. Attached Figure Description

[0048] The examples are described in more detail below with reference to the accompanying drawings.

[0049] Figure 1 This is an example vehicle based on the example.

[0050] Figure 2 This is a flowchart of an exemplary method based on the example.

[0051] Figure 3 An exemplary scenario is shown.

[0052] Figure 4 It is based on the example. Figure 1 Another view.

[0053] Figure 5 This is a flowchart of an exemplary method based on the example.

[0054] Figure 6 It is a schematic diagram of an exemplary computer system for implementing the examples disclosed herein, based on examples. Detailed Implementation

[0055] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice this disclosure.

[0056] When a vehicle driver wants to decelerate, regenerative braking using an electric motor can be used to slow the vehicle while simultaneously charging the battery. On straight roads, when little lateral input is needed, higher regeneration may be preferred for braking the vehicle due to greater energy regeneration, meaning more longitudinal wheel slip. However, this slip is generally acceptable when the road curvature is small. If the same slip is used in curves with sufficiently large angles, stability hazards may arise due to the combined nature of lateral and longitudinal slip. Therefore, longitudinal slip management is necessary. Typically, for these situations, service brakes or other stabilization systems can be relied upon, which, while reducing energy regeneration, are an effective way to ensure stability. However, as part of the development of this disclosure, it has been determined that regenerative brakes can still be used if slip can be managed. Therefore, in the examples herein, the longitudinal slip limit is determined based on the road characteristics of the indicated road segment's curvature. This means that as long as the slip is below the determined longitudinal slip limit, regenerative brakes can be used and maintain stability on these road segments.

[0057] Figure 1 The example vehicle 1 is based on the example. Vehicle 1 can be any suitable vehicle, such as a bus, car, truck, vehicle combination, heavy vehicle, etc.

[0058] Vehicle 1 may include at least one wheel 2. In the examples herein, at least one wheel 2 may generally refer to a specific wheel, a wheel of one or more specific axles of vehicle 1, or all wheels of vehicle 1. At least one wheel 2 may include all drive wheels of vehicle 1.

[0059] Vehicle 1 may include at least one regenerative brake 3 for decelerating the vehicle by braking at least one wheel 2. The at least one regenerative brake 3 may be part of at least one electric motor for operating at least one wheel 2, for example, one for each wheel or for the drivetrain of vehicle 1. When braking at least one wheel 2, the at least one regenerative brake 3 may be used to charge a battery 30 contained in vehicle 1. When braking with at least one regenerative brake 3, the longitudinal slippage of at least one wheel 2 may increase or vary more than when braking with the service brake; therefore, slippage control may be necessary to maintain the stability of vehicle 1.

[0060] Vehicle 1 can be arranged to travel on road 100. Road 100 includes one or more road segments 10. Each of the one or more road segments 10 can be associated with road characteristics indicating a corresponding curvature. Road characteristics can also indicate other characteristics of the corresponding road segment, such as friction, road surface type, speed limit, etc. In the example herein, for each of the one or more corresponding road segments 10, a longitudinal slip limit 5 of at least one wheel 2 is determined based on its corresponding road characteristics. This means that the maximum longitudinal slip of at least one wheel 2 can be pre-limited according to the road curvature indicated by the road characteristics, thereby ensuring the stability of vehicle 1, and thereby controlling at least one wheel 2 and / or at least one regenerative brake 3 to adjust torque and / or regenerative braking to meet the longitudinal slip limit 5, thereby optimizing the use of regenerative braking where possible, and ensuring that vehicle 1 remains stable across the entire curvature of the corresponding road segment.

[0061] In some examples, the longitudinal slip limit 5 can be determined based on the expected lateral movement 4 (e.g., lateral slip) of at least one wheel 2. The expected lateral movement 4 can be determined dynamically based on an estimate of how the vehicle will travel through the corresponding road segment 10, for example, by using a kinematic model of the vehicle 1 and / or by using a heuristic for the curvature of the road segment 10 or by mapping the curvature angle of the road segment 10 to the expected lateral movement based on a predefined mapping.

[0062] In some examples, only road characteristics are used to determine the longitudinal slip limit 5.

[0063] Vehicle 1 can be arranged to travel along road 1, for example, following trajectory t, such as traversing multiple segments of one or more road segments 10. The longitudinal slip limit 5 can be determined before entering each corresponding road segment 10.

[0064] To determine the longitudinal slip limit 5, road characteristics can be obtained in advance, for example, as part of map data and / or as part of sensor data obtained using one or more sensors 20 of vehicle 1. The one or more sensors 20 may include any suitable sensors for measuring the road characteristics of one or more road segments, such as one or more cameras and / or one or more position sensors to obtain road characteristics using map information for reference to road 100.

[0065] The examples described herein can be performed by computer system 600 and / or processing circuitry 602 therein. In other words, computer system 600 and / or processing circuitry 602 therein can be arranged to control vehicle 1 and / or any suitable entity of vehicle 1, such as at least one wheel 2, regenerative brake 3, one or more sensors 20, or a combination thereof.

[0066] The computer system 600 and / or the processing circuitry 602 therein may be included in the vehicle 1, but may also be located away from the vehicle 1 and arranged to remotely control the vehicle 1.

[0067] The computer system 600 and / or the processing circuitry 602 therein may be or may include the electronic control unit (ECU) of the vehicle 1.

[0068] Examples in this paper may involve using the upcoming and current road geometry of road 100, i.e., the road characteristics (such as curvature) of one or more road segments 10, to adjust the longitudinal slip limit 5 of at least one wheel 2 accordingly for each road segment 10. The longitudinal slip limit 5 can be adapted to a smooth transition between different road segments, enabling comfort, stability, and efficient regenerative braking.

[0069] Specifically, this paper may consider, for example, two different approaches that can be combined in any suitable manner.

[0070] Method 1. Intuitively, the longitudinal slip margin in the curvature of one or more road segments 100 will vary due to the lateral forces acting on vehicle 1 as the vehicle travels on each corresponding road segment. Based on this knowledge, the longitudinal slip limit 5 can be determined, for example, as a preset value for the entire curve based on the angle or shape of the curvature.

[0071] This method can increase regenerative braking while maintaining stability.

[0072] Method 2. To obtain a more robust and accurate solution, the forces acting on the vehicle can be dynamically modeled, allowing for the prediction and calculation of optimal slip for upcoming road geometry. This improves the utilization of regenerative braking while further enhancing stability. Typically, this is performed by determining the expected lateral movement 4 of at least one wheel 2 and using that information to determine the longitudinal slip limit 5.

[0073] Figure 2 This is a flowchart of an exemplary computer-implemented method for handling wheel slippage of at least one wheel 2 of a vehicle 1. The method may include the following steps in any suitable order. Optional actions may be... Figure 2 The dashed box indicates the action. The computer system 600 and / or the processing circuitry 602 therein can be configured to perform methods including any of the following actions.

[0074] The method may specifically involve determining the longitudinal slip limit 5 of one or more road segments 5.

[0075] Action 201

[0076] The method includes obtaining road characteristics of one or more road segments 10 of a road 100 that the vehicle 1 is traveling on or will travel on. In other words, the road characteristics and the method exemplified herein can be performed partially or entirely before or during the vehicle 1's travel on the road 100.

[0077] Road characteristics can be represented by any suitable information used in the examples in this article.

[0078] Road characteristics indicate the curvature of one or more road segments 10.

[0079] In some examples, road characteristics include the friction of one or more road segments 10.

[0080] In some examples, road characteristics include any other suitable indicators or parameters that can be used to determine the corresponding one or more road segments 10 of the longitudinal slip limit 5.

[0081] In some examples, the road characteristics of one or more road segments 10 are at least partially predefined, for example, obtained from a storage medium. For example, they may be defined as part of the map information of a map of road 100.

[0082] In some examples, at least part of the road characteristics are obtained by measuring the road characteristics of the corresponding road segment using sensors of vehicle 1 and obtaining sensor data from the sensors before entering the corresponding road segment.

[0083] In other words, the road characteristics that indicate the curvature of one or more road segments 10 can be predefined and / or dynamically measured as a vehicle 1 approaches the corresponding road segment 10.

[0084] Action 202

[0085] In some examples, the method includes determining the expected lateral movement 4 of at least one wheel 2 as the vehicle 1 travels in one or more road segments 10. Preferably, the expected lateral movement can be determined before the vehicle 1 enters the corresponding road segment 10.

[0086] The anticipated lateral movement 4 can preferably be the lateral slippage of at least one wheel 2, but can also indicate any other lateral force that can cause at least one wheel 2 to move laterally.

[0087] The anticipated lateral motion 4 can also be used to dynamically and / or more accurately determine or adjust the longitudinal slip limit 5, as discussed below.

[0088] The determination of the expected lateral motion 4 can be performed by acquiring the motion of vehicle 1 (e.g., by using sensor data from one or more sensors 20) and determining the expected lateral motion 4 (considering the motion of vehicle 1) based on road characteristics and a kinematic model. For example, the kinematic model can indicate the lateral motion of vehicle 1 in one or more road segments 10 based on the current motion and the road characteristics of one or more road segments 10.

[0089] Action 203

[0090] The method includes determining the longitudinal slip limit 5 based on the road characteristics of the corresponding road segment in one or more road segments 10.

[0091] The longitudinal slip limit 5 indicates the maximum permissible longitudinal slip of at least one wheel 2 in the corresponding road segment 10.

[0092] In other words, the longitudinal slip limit 5 can be determined based solely or in part on the road curvature indicated by the road characteristics. Therefore, the longitudinal slip limit 5 can be predetermined without needing to be determined reactively when the vehicle is subjected to lateral forces in the corresponding road segment 10.

[0093] The longitudinal slip limit 5 can be determined for at least one wheel 2, which can be a single specific wheel, or multiple or all wheels of the vehicle 1. In the case that at least one wheel 2 is a single wheel, the method can be performed in a corresponding manner for multiple wheels of the vehicle (e.g., all drive wheels).

[0094] In some examples, the longitudinal slip limit 5 is determined based on the road characteristics of the corresponding road segment by using a predefined heuristic or by mapping road characteristics to the longitudinal slip limit 5. For example, the longitudinal slip limit 5 can be determined heuristically based on the curvature of the road characteristics, where certain types of curvature may be associated with certain slip limits. For example, if the curvature indicates that the steering angle of the curve of the corresponding road segment is within a set angle range, or if the curvature shape has a set pattern, the longitudinal slip limit 5 can be determined as a predefined slip, or it can be calculated according to a predefined equation.

[0095] Alternatively, road characteristics (such as parameters of road curvature, e.g., the angle or turning radius of the corresponding road segment 10) can be mapped to the corresponding longitudinal slip limit 5 through a predefined mapping. In other words, the longitudinal slip limit 5 can be predefined for certain types of road characteristics, and determining the longitudinal slip limit 5 can include obtaining the corresponding slip limit using the corresponding road characteristics.

[0096] In some examples, the longitudinal slip limit 5 is determined based on the expected lateral movement 4, for example, as determined in action 202. Typically, the expected lateral movement 4 is lateral slip. There may be an inverse relationship between the expected lateral movement 4 and the longitudinal slip limit 5; that is, as the expected lateral movement 4 increases, the longitudinal slip limit 5 may decrease due to instability risk. When the expected lateral movement 4 is low or zero, the longitudinal slip limit 5 can be set higher, for example, set to the maximum value.

[0097] Alternatively, the longitudinal slip limit 5 can be determined based on the expected lateral force acting on the vehicle 1, for example, by prediction or estimation, similar to action 202.

[0098] In some examples, the longitudinal slip limit 5 can be determined based on the corresponding friction of one or more road segments 10, or it can be adjusted based on the corresponding friction.

[0099] In some examples, the longitudinal slip limit 5 can be determined before entering each corresponding road segment.

[0100] Action 204

[0101] In some examples, the method may include controlling the wheel slip of at least one wheel 2 to below the maximum permissible longitudinal slip of the corresponding road segment when it is detected that the vehicle 1 is traveling in a corresponding segment of one or more road segments 10. In other words, at least one wheel 2 may be controlled, for example, by commanding at least one electric motor of at least one wheel 2 to comply with the longitudinal slip limit 5.

[0102] Controlling the wheel slip of at least one wheel 2 to below the maximum permissible longitudinal slip for the corresponding road segment includes adjusting the torque of the at least one wheel 2 to meet the maximum permissible longitudinal slip. The torque can be adjusted according to the speed of the vehicle 1 to comply with the longitudinal slip limit 5. The speed of the vehicle 1 can be obtained from one or more sensors 20.

[0103] Controlling the wheel slip of at least one wheel 2 to below the maximum permissible longitudinal slip for the corresponding road segment by adjusting the torque of the at least one wheel 2 to meet the maximum permissible longitudinal slip may include issuing torque adjustment information to the vehicle 1, instructing the vehicle 1 or the wheel slip controller to adjust the torque of the at least one wheel 2 to meet the maximum permissible longitudinal slip. The torque adjustment information may indicate the maximum longitudinal slip.

[0104] Between each road segment 10, the wheel slippage of at least one wheel 2 can be controlled to achieve a smooth overlap, i.e., the slippage is adjusted to the longitudinal slippage limit 5 of the next road segment 10 before entering the next road segment 10.

[0105] Action 205

[0106] In some examples, the method may include controlling the regenerative braking 3 of at least one wheel 2 based on the maximum permissible longitudinal slip of the corresponding road segment when vehicle 1 is detected traveling on a corresponding road segment of one or more road segments 10, or before entering the corresponding road segment. In other words, the use of the regenerative braking 3 may be controlled such that the slip of at least one wheel 2 does not exceed the slip allowed by the longitudinal wheel slip 5. The regenerative braking may be controlled such that the longitudinal slip limit 5 is observed before vehicle 1 enters the corresponding road segment 10.

[0107] Actions 204-205 can be performed individually or simultaneously. In other words, the regenerative brake 3 controlling at least one wheel 2 can be performed simultaneously with the wheel slippage controlling at least one wheel 2. The detection of actions 204 and 205 can be the same detection that triggers different actions.

[0108] Figure 3 An exemplary scenario is shown in which one or more road segments 10 are exemplified by S1-S5 and are accompanied by corresponding friction circles FC1-FC5, with the circle size indicating the corresponding amount of friction, and the length of the arrow indicating the longitudinal slip limit 5 of each road segment 10, i.e. S1-S5.

[0109] It can be observed that road segments with little or no curvature (e.g., S1 or S5) can be associated with higher or greater longitudinal slip limits 5, while road segments with increased curvature may have correspondingly smaller longitudinal slip limits 5.

[0110] Therefore, when vehicle 1 is traveling in S1, the longitudinal slip limit may be high, for example, at a predefined maximum value for one or more road segments 10. When the vehicle is traveling in segment S2 and approaches the sharp curve of S3, the longitudinal slip limit 5 may be lower than the longitudinal slip limit 5 of S1 due to the expected larger lateral force.

[0111] Due to the expected larger lateral force, the longitudinal slip limit 5 in S3 may be further reduced compared to S2.

[0112] Before entering S2 or S3, the longitudinal slip limit 5 can be lowered in advance, because entering the corresponding curvature may not be ideal when the longitudinal slip is already high.

[0113] Accordingly, as vehicle 1 approaches or exits a curve, such as exiting S3 or S4, the corresponding longitudinal slip limit 5 can be increased. As the vehicle approaches the exit of the corresponding curve, more longitudinal slip may be allowed slowly in the early stages.

[0114] Figure 4 It is based on the example. Figure 1The computer system 600, including the processing circuit 602, is configured to process wheel slippage of at least one wheel 2 of the vehicle 1.

[0115] The processing circuit 602 is also configured to obtain road characteristics of one or more road segments 10 of the road 100 that the vehicle 1 is traveling on or will travel on. The road characteristics indicate the curvature of one or more road segments 10.

[0116] The processing circuit 602 is also configured to determine a longitudinal slip limit 5 for each of one or more road segments 10 based on the road characteristics of the respective road segment. The longitudinal slip limit 5 indicates the maximum permissible longitudinal slip of the at least one wheel 2 in the respective road segment.

[0117] Figure 5 This is a flowchart of an exemplary computer-implemented method for handling wheel slippage of at least one wheel 2 of vehicle 1, according to an example. The following actions 501-502 can be combined with any of the examples above or below in any suitable manner.

[0118] Action 501

[0119] The method includes obtaining road characteristics of one or more road segments 10 of a road 100 that the vehicle 1 is traveling on or will travel on via processing circuitry 602 of a computer system 600. The road characteristics indicate the curvature of one or more road segments 10.

[0120] Action 502

[0121] The method includes: using a processing circuit 602, for each of one or more road segments 10, determining a longitudinal slip limit 5 based on the road characteristics of the corresponding road segment, the longitudinal slip limit 5 indicating the maximum permissible longitudinal slip of at least one wheel 2 in the corresponding road segment.

[0122] Figure 6This is a schematic diagram of a computing system 600 for implementing the examples disclosed herein. The computer system 600 is adapted to execute instructions from a computer-readable medium to perform these and / or any of the functions or processes described herein. The computer system 600 may be connected (e.g., networked) to other machines in a LAN (Local Area Network), LIN (Local Internet Protocol), automotive network communication protocols (e.g., FlexRay), intranet, extranet, or the Internet. Although only a single device is shown, the computer system 600 may include any collection of devices that individually or jointly execute a set of instructions (or more sets of instructions) to perform any one or more of the methods discussed herein. Therefore, any reference in this disclosure and / or claims to computer systems, computing systems, computer devices, computing apparatuses, control systems, control units, electronic control units (ECUs), processor devices, processing circuitry systems, etc., includes references to one or more such devices to individually or jointly execute a set of instructions (or more sets of instructions) to perform any one or more methods discussed herein. For example, a control system may include a single control unit or multiple control units connected to or otherwise communicatively coupled to each other, such that any performed functions can be distributed among the control units as needed. Furthermore, such devices can communicate with each other or with other devices through various system architectures, such as directly or via a controller area network (CAN) bus.

[0123] Computer system 600 may include at least one computing device or electronic device capable of including firmware, hardware, and / or executing software instructions to implement the functionality described herein. Computer system 600 may include a processing circuitry system 602 (e.g., a processing circuitry system including one or more processor devices or control units), memory 604, and system bus 606. Computer system 600 may include at least one computing device having processing circuitry system 602. System bus 606 provides interfaces to system components including, but not limited to, memory 604 and processing circuitry system 602. Processing circuitry system 602 may include any number of hardware components for performing data or signal processing or for executing computer code stored in memory 604. Processing circuitry system 602 may, for example, include a general-purpose processor, a special-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), circuitry containing processing components, a set of distributed processing components, a set of distributed computers configured to perform processing, or other programmable logic devices, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. Processing circuitry system 602 may also include computer-executable code that controls the operation of the programmable device.

[0124] System bus 606 can be any of several types of bus architectures, which can further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. Memory 604 can be one or more means for storing data and / or computer code to perform or facilitate the methods described herein. Memory 604 may include database components, object code components, script components, or any type of information structure for supporting the various activities described herein. Any distributed or local memory device may be used in conjunction with the systems and methods of this specification. Memory 604 may be communicatively connected to processing circuitry system 602 (e.g., via circuitry or any other wired, wireless, or network connection) and may include computer code for performing one or more processes described herein. Memory 604 may include non-volatile memory 608 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.) and volatile memory 610 (e.g., random access memory (RAM)), or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and can be accessed by a computer or other machine having processing circuitry system 602. Basic Input / Output System (BIOS) 612 may be stored in non-volatile memory 608 and may include basic routines that facilitate the transfer of information between elements within computer system 600.

[0125] Computer system 600 may also include or be coupled to a non-transitory computer-readable storage medium, such as storage device 614, which may include, for example, an internal or external hard disk drive (HDD) (e.g., Enhanced Integrated Drive Electronics (EIDE) or Serial Advanced Technology Accessory (SATA)), an HDD for storage (e.g., EIDE or SATA), flash memory, etc. Storage device 614 and other drives associated with computer-readable and computer-usable media can provide non-volatile storage of data, data structures, computer-executable instructions, etc.

[0126] Hard-coded or software-coded computer code may be provided as one or more modules. Modules may be implemented as software and / or hard-coded in circuitry to fully or partially implement the functionality described herein. These modules may be stored in storage device 614 and / or volatile memory 610, and may include operating system 616 and / or one or more program modules 618. All or part of the examples disclosed herein may be implemented as a computer program 620 stored on a transient or non-transitory computer-usable or computer-readable storage medium (e.g., a single medium or multiple media) such as storage device 614, which includes complex programming instructions (e.g., complex computer-readable program code) that cause processing circuitry system 602 to perform the actions described herein. Thus, the computer-readable program code of computer program 620 may include software instructions for implementing the functionality of the examples described herein when executed by processing circuitry system 602. In some examples, storage device 614 may be a computer program product (e.g., a readable storage medium) on which computer program 620 is stored, wherein at least a portion of computer program 620 may be loadable (e.g., loaded into a processor) for implementing the functionality of the examples described herein when executed by processing circuitry system 602. Processing circuitry system 602 may serve as a controller or control system for computer system 600 for implementing the functionality described herein.

[0127] Computer system 600 may include an input device interface 622 configured to receive input and selections to be transmitted to computer system 600, such as from a keyboard, mouse, touch-sensitive surface, etc., when executing instructions. Such input devices may be connected to processing circuitry system 602 via input device interface 622 coupled to system body 606, but may also be connected via other interfaces, such as parallel ports, IEEE 1394 serial ports, Universal Serial Bus (USB) ports, IR interfaces, etc. Computer system 600 may include an output device interface 624 configured to forward output to, for example, a display, video display unit (e.g., a liquid crystal display (LCD) or cathode ray tube (CRT)). Computer system 600 may include a communication interface 626 suitable for communicating with a network, as appropriate or as required.

[0128] The actions described in any exemplary aspect of this document are described to provide examples and discussion. These actions may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform these actions, or may be performed by a combination of hardware and software. Although a particular order of method actions may be shown or described, the order of actions may differ. Furthermore, two or more actions may be performed simultaneously or partially simultaneously.

[0129] Examples 1 through 20 are listed below, and these examples may be combined with any of the foregoing examples or the appended claims in any suitable manner.

[0130] Example 1. A computer system 600 includes a processing circuit 602 configured to process wheel slippage of at least one wheel 2 of a vehicle 1, the processing circuit 602 being further configured to:

[0131] - Obtain road characteristics of one or more road segments 10 of a road 100 that the vehicle 1 is traveling on or will travel on, the road characteristics indicating the curvature of the one or more road segments 10.

[0132] - For each of the one or more road segments 10, a longitudinal slip limit 5 is determined based on the road characteristics of the corresponding road segment, the longitudinal slip limit 5 indicating the maximum permissible longitudinal slip of the at least one wheel 2 in the corresponding road segment.

[0133] Example 2. The computer system 600 according to Example 1, wherein the processing circuit 602 is further configured to:

[0134] - When it is detected that the vehicle 1 is traveling in a corresponding segment of one or more road segments 10, the wheel slip of the at least one wheel 2 is controlled to be lower than the maximum permissible longitudinal slip of the corresponding road segment.

[0135] Example 3. The computer system 600 according to Example 2, wherein the processing circuit 602 is further configured to control the wheel slip of the at least one wheel 2 to be below the maximum permissible longitudinal slip of the corresponding road segment by adjusting the torque of the at least one wheel 2 to meet the maximum permissible longitudinal slip.

[0136] Example 4. The computer system 600 according to any one of Examples 1 to 3, wherein the processing circuit 602 is further configured to:

[0137] - When the vehicle 1 is detected to be traveling in a corresponding segment of one or more road segments 10 or before entering the corresponding road segment, the regenerative brake of the at least one wheel 2 is controlled based on the maximum permissible longitudinal slip of the corresponding road segment.

[0138] Example 5. The computer system 600 according to any one of Examples 1 to 4, wherein the processing circuit 602 is further configured to determine the longitudinal slip limit 5 based on the road characteristics of the corresponding road segment by using a predefined heuristic or by mapping the road characteristics to the longitudinal slip limit 5.

[0139] Example 6. A computer system 600 according to any one of Examples 1 to 5, wherein the processing circuit 602 is further configured to determine the expected lateral movement 4 of the at least one wheel 2 when the vehicle 1 is traveling in the one or more road segments 10, and to determine the longitudinal slip limit 5 based on the expected lateral movement 4.

[0140] Example 7. The computer system 600 according to Example 6, wherein the processing circuit 602 is further configured to determine the expected lateral motion 4 by obtaining the motion of the vehicle 1, and to determine the expected lateral motion 4 based on the road characteristics and a kinematic model taking into account the motion of the vehicle 1.

[0141] Example 8. A computer system 600 according to any one of Examples 1 to 7, wherein the road characteristics include the friction of the one or more road segments 10, and wherein the processing circuit 602 is further configured to determine the longitudinal slip limit 5 based on the corresponding friction of the one or more road segments 10.

[0142] Example 9. The computer system 600 according to any one of Examples 1 to 8, wherein the processing circuit 602 is further configured to determine the longitudinal slip limit 5 before entering each respective road segment.

[0143] Example 10. The computer system 600 according to any one of Examples 1 to 9, wherein the road characteristics of the one or more road segments 10 are at least partially predefined.

[0144] Example 11. A computer system 600 according to any one of Examples 1 to 10, wherein the processing circuit 602 is further configured to obtain at least a portion of the road characteristics by measuring the road characteristics of the corresponding road segment using sensors of the vehicle 1 before entering the corresponding road segment.

[0145] Example 12. A vehicle 1, the vehicle including and / or controlled by a computer system 600 according to any one of Examples 1 to 11.

[0146] Example 13. A computer-implemented method for processing wheel slippage of at least one wheel 2 of a vehicle 1, the method comprising:

[0147] - The processing circuit 602 of the computer system 600 obtains the road characteristics of one or more road segments 10 of the road 100 on which vehicles 201 and 501 are traveling or will travel, the road characteristics indicating the curvature of the one or more road segments 10.

[0148] - Through the processing circuit 602, for each of the one or more road segments 10, a longitudinal slip limit 5 203, 502 is determined based on the road characteristics of the corresponding road segment, the longitudinal slip limit 5 indicating the maximum permissible longitudinal slip of the at least one wheel 2 in the corresponding road segment.

[0149] Example 14. The method according to Example 11 further includes:

[0150] - When the processing circuit 602 detects that the vehicle 1 is traveling in a corresponding segment of one or more road segments 10, the wheel slip control 204 of the at least one wheel 2 is lower than the maximum permissible longitudinal slip of the corresponding road segment.

[0151] Example 15. The method according to Example 12, wherein controlling the wheel slip of the at least one wheel 2 to be below the maximum permissible longitudinal slip of the corresponding road segment includes adjusting the torque of the at least one wheel 2 to meet the maximum permissible longitudinal slip.

[0152] Example 16. The method according to any one of Examples 11 to 13, further comprising:

[0153] - When the vehicle 1 is detected to be traveling in a corresponding segment of one or more road segments 10 or before entering the corresponding road segment, the regenerative brake of at least one wheel 2 is controlled based on the maximum permissible longitudinal slip of the corresponding road segment.

[0154] Example 17. According to any one of Examples 13 to 16, the longitudinal slip limit 5 is determined based on the road characteristics of the corresponding road segment by using a predefined heuristic or by mapping the road characteristics to the longitudinal slip limit 5.

[0155] Example 18. The method according to any one of Examples 13 to 17, wherein the method further comprises determining 202 the expected lateral movement 4 of the at least one wheel 2 when the vehicle 1 is traveling in the one or more road segments 10, and wherein the longitudinal slip limit 5 is determined based on the expected lateral movement 4.

[0156] Example 19. A computer program product comprising program code for performing the method according to any one of Examples 13 to 18 when executed by a processing circuit 602.

[0157] Example 20. A non-transitory computer-readable storage medium comprising instructions that, when executed by a processing circuit 602, cause the processing circuit 602 to perform the method according to any one of Examples 13 to 18.

[0158] The terminology used herein is for descriptive purposes only and is not intended to limit this disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” are intended to also include the plural forms. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items. It should also be understood that the terms “comprising” and / or “including”, when used herein, indicate the presence of the stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0159] It should be understood that although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are used only to distinguish one element from another. For example, without departing from the scope of this disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0160] In this document, relative terms such as “below,” “above,” “upper,” “lower,” “horizontal,” or “vertical” may be used to describe the relationship between one element and another, as illustrated in the figures. It should be understood that these terms, along with those discussed above, are intended to cover different device orientations in addition to those depicted in the figures. It should be understood that when an element is referred to as “connected” or “coupled” to another element, the element may be directly connected or coupled to the other element, or there may be intermediate elements present. In contrast, when an element is referred to as “directly connected” or “directly coupled” to another element, there are no intermediate elements present.

[0161] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It should also be understood that, unless expressly defined herein, terms used herein shall be interpreted as having the same meaning as they have in the context of this specification and the relevant field, and not in an idealized or overly formal sense.

[0162] It should be understood that this disclosure is not limited to the aspects described above and shown in the accompanying drawings; rather, those skilled in the art will recognize that many changes and modifications can be made within the scope of this disclosure and the appended claims. Aspects have been disclosed in the drawings and description for illustrative purposes only and not for limiting purposes, and the scope of this disclosure is set forth in the appended claims.

Claims

1. A computer system (600) comprising a processing circuit (602) configured to process wheel slippage of at least one wheel (2) of a vehicle (1), the processing circuit (602) further configured to: - Obtain road characteristics of one or more road segments (10) of the road (100) on which the vehicle (1) travels or will travel, the road characteristics indicating the curvature of the one or more road segments (10). - For each of the one or more road segments (10), a longitudinal slip limit (5) is determined based on the road characteristics of the corresponding road segment, the longitudinal slip limit (5) indicating the maximum permissible longitudinal slip of the at least one wheel (2) in the corresponding road segment.

2. The computer system (600) according to claim 1, wherein the processing circuit (602) is further configured to: - When the vehicle (1) is detected to be traveling in a corresponding segment of one or more road segments (10), the wheel slip of the at least one wheel (2) is controlled to be lower than the maximum permissible longitudinal slip of the corresponding road segment.

3. The computer system (600) according to claim 2, wherein the processing circuit (602) is further configured to control the wheel slip of the at least one wheel (2) to be below the maximum permissible longitudinal slip of the corresponding road segment by adjusting the torque of the at least one wheel (2) to satisfy the maximum permissible longitudinal slip.

4. The computer system (600) according to any one of claims 1 to 3, wherein the processing circuit (602) is further configured to: - When the vehicle (1) is detected to be traveling in a corresponding segment of one or more road segments (10) or before entering the corresponding road segment, the regenerative brake of at least one wheel (2) is controlled based on the maximum permissible longitudinal slip of the corresponding road segment.

5. The computer system (600) according to any one of claims 1 to 4, wherein the processing circuit (602) is further configured to determine the longitudinal slip limit (5) based on the road characteristics of the corresponding road segment by using a predefined heuristic or by mapping the road characteristics to the longitudinal slip limit (5).

6. The computer system (600) according to any one of claims 1 to 5, wherein the processing circuit (602) is further configured to determine the expected lateral movement (4) of the at least one wheel (2) when the vehicle (1) is traveling in the one or more road segments (10), and to determine the longitudinal slip limit (5) based on the expected lateral movement (4).

7. The computer system (600) according to claim 6, wherein the processing circuit (602) is further configured to determine the expected lateral motion (4) by obtaining the motion of the vehicle (1), and to determine the expected lateral motion (4) based on the road characteristics and a kinematic model taking into account the motion of the vehicle (1).

8. The computer system (600) according to any one of claims 1 to 7, wherein the road characteristics include the friction of the one or more road segments (10), and wherein the processing circuit (602) is further configured to determine the longitudinal slip limit (5) based on the corresponding friction of the one or more road segments (10).

9. The computer system (600) according to any one of claims 1 to 8, wherein the processing circuit (602) is further configured to determine the longitudinal slip limit (5) before entering each respective road segment.

10. The computer system (600) according to any one of claims 1 to 9, wherein the road characteristics of the one or more road segments (10) are at least partially predefined.

11. The computer system (600) according to any one of claims 1 to 10, wherein the processing circuit (602) is further configured to obtain at least a portion of the road characteristics by measuring the road characteristics of the corresponding road segment using sensors of the vehicle (1) before entering the corresponding road segment.

12. A vehicle (1) comprising and / or controlled by a computer system (600) according to any one of claims 1 to 11.

13. A computer-implemented method for processing wheel slippage of at least one wheel (2) of a vehicle (1), the method comprising: - The processing circuit (602) of the computer system (600) obtains (201, 501) road characteristics of one or more road segments (10) of the road (100) on which the vehicle (1) is traveling or will travel, the road characteristics indicating the curvature of the one or more road segments (10). - The processing circuit (602) determines (203, 502) a longitudinal slip limit (5) for each of the one or more road segments (10) based on the road characteristics of the corresponding road segment, the longitudinal slip limit (5) indicating the maximum permissible longitudinal slip of the at least one wheel (2) in the corresponding road segment.

14. A computer program product comprising program code for performing the method of claim 13 when executed by a processing circuit (602).

15. A non-transitory computer-readable storage medium comprising instructions that, when executed by a processing circuit (602), cause the processing circuit (602) to perform the method according to claim 13.

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