METHOD FOR IDENTIFYING AND CONTAINING POWER-HOP

Abstract

A method for identifying and mitigating power-hop, comprising: receiving sensor data from a vehicle (10), wherein the sensor data includes a wheel speed; characterized by: determining a wheel pressure characteristic of the vehicle (10) based on the wheel speed; determining a ride height of the vehicle (10); determining, based on the wheel pressure characteristics and the ride height of the vehicle (10), whether the vehicle (10) is experiencing power-hop; and adjusting, in response to determining that the vehicle (10) is experiencing power-hop, a torque of the vehicle (10) to mitigate power-hop.

Description

INTRODUCTION The present disclosure relates to an architecture and a method for identifying and containing power-hop according to the preamble of claim 1, as is known essentially from DE 10 2006 007 753 A1. The publications DE 10 2010 032 045 A1 , US 6 401 853 B1 , US 2008 / 0 319 623 A1 , DE 196 01 529 A1 and US 2008 / 0 243 334 A1 also deal with the phenomenon of power hops and their containment. Power hop, also known as wheel hop, is a detrimental phenomenon that occurs in vehicle dynamics, particularly in high-performance vehicles, where excessive torque is transferred to the wheels. This results in a sudden and rapid vertical movement of the tires and suspension system, leading to a loss of traction and stability. For passenger safety and ride comfort, it is desirable to identify and address power hop in real time. SUMMARY According to the invention, a method for identifying and containing power-hop is presented, characterized by the features of claim 1. A system consisting of one or more computers can be configured to execute specific sequences of events or actions based on software, firmware, hardware, or a combination thereof installed on the system that causes the system to perform the actions during operation. One or more computer programs can be configured to execute specific sequences of events or actions by containing instructions that, when executed by data processing devices, cause the devices to perform the actions. Implementations may include one or more of the following features. In the method, the wheel pressure characteristics include a wheel pressure amplitude and a wheel pressure duration, where the wheel pressure amplitude is the second derivative with respect to time of the wheel rotation. The method may include determining whether an absolute value of a change in the wheel pressure amplitude within a given time interval is greater than a given amplitude threshold, and, in response to determining that the absolute value of the change in the wheel pressure amplitude within the given time interval is greater than the given amplitude threshold, setting a wheel speed marker to On.The procedure may include determining whether a change in the vehicle's ride height within a specified time period is less than a specified ride height threshold, and, in response to determining that the change in the vehicle's ride height within a specified time period is less than the specified ride height threshold, setting a ride height marker to On. The procedure may include determining whether the vehicle's anti-lock braking system (ABS) is inactive. The procedure may include determining whether the derivative with respect to time of a throttle position is equal to or greater than zero.The procedure may include determining that the vehicle's ABS is inactive, determining that the derivative with respect to the throttle position time is equal to or greater than zero, determining that the wheel speed marker is set to On, determining that the ride height marker is set to On; and setting a power-hop marker to On in response to (a) determining that the vehicle's ABS is inactive; (b) determining that the derivative with respect to the throttle position time is equal to or greater than zero; (c) determining that the wheel speed marker is set to On; and (d) determining that the ride height marker is set to On. The vehicle's torque is adjusted to mitigate power-hopping in response to the power-hop marker being set to On. Implementations of the described techniques may include hardware, a method or process, or computer software on a computer-accessible medium. The present disclosure also describes a vehicle that includes sensors and a controller communicating 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 execute the procedure described above. Further applications of this disclosure will become apparent from the detailed description provided below. It should be understood that the detailed description and specific examples serve only for illustration. The features and advantages described above, and further features and advantages of the system and method disclosed herein, will become apparent from the detailed description, including the claims and exemplary embodiments, when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS The present disclosure will be more fully understood from the detailed description and the accompanying drawings; these show: Fig. 1 a block diagram showing an embodiment of a vehicle; Fig. 2 a flowchart of a method for identifying and containing power-hop; Fig. 3 a flowchart of a method for determining the wheel pressure characteristics; Fig. 4 a flowchart of a method for determining the state of the wheel speed sensor; Fig. 5 a flowchart of a method for determining the ride height; Fig. 6 a flowchart of a method for determining the state of the ride height sensor; and Fig. 7 a flowchart for checking the state of the anti-lock braking system and the throttle position. DETAILED DESCRIPTION Now, specific reference is made to some examples from the revelation, illustrated in accompanying drawings. Where possible, the same or similar reference symbols are used in the drawings and the description to refer to the same or similar sections or steps. With reference to Fig. 1, a vehicle 10 generally comprises a chassis 12, a body 14, and front and rear wheels 17, and can be referred to as a vehicle system. In the illustrated embodiment, the vehicle 10 comprises two front wheels 17a and two rear wheels 17b. The body 14 is arranged on the chassis 12 and essentially encloses components of the vehicle 10. The body 14 and the chassis 12 can together form a frame. The wheels 17 are each coupled to the chassis 12 near a respective corner of the body 14 so as to rotate. The vehicle 10 comprises a front axle 19 coupled to the front wheels 17a and a rear axle 25 coupled to the rear wheels 17b. Vehicle 10 is an autonomous vehicle, and a control system 98 is incorporated into vehicle 10. System 98 can be referred to as the system or the system for controlling the steering system 24. Vehicle 10 is, for example, a vehicle that is automatically controlled to transport passengers from one location to another. In the illustrated embodiment, vehicle 10 is depicted as a small van; however, it should be noted that other vehicles, including trucks, sedans, coupes, SUVs, recreational vehicles (RVs), etc., can also be used. In one embodiment, vehicle 10 can incorporate a so-called Level 2, Level 3, Level 4, or Level 5 automated driving system.A Level 4 system indicates "high automation," which refers to the driving-mode-specific performance of an automated driving system in handling aspects of the dynamic driving task, even when a human driver does not respond appropriately to a request to intervene. A Level 5 system indicates "full automation," which refers to the full-time performance of an automated driving system in handling aspects of the dynamic driving task under multiple road and environmental conditions that can be managed by a human driver. In Level 3 vehicles, the system performs the entire dynamic driving task (DDT) within its designed scope. In Level 2 vehicles, systems provide steering, brake / acceleration assistance, lane centering, and adaptive cruise control.However, even when these systems are activated, the vehicle operator must remain at the steering wheel and constantly monitor the automated features. 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 an electromechanical steering system. The propulsion system 20 may, in various embodiments, include an electric machine such as a traction motor and / or a fuel cell propulsion system. The vehicle 10 may also include a battery (or battery pack) 21, which is electrically connected to the propulsion system 20. Accordingly, the battery 21 is configured to store electrical energy and to supply 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 vehicle wheels 17 according to selectable speed ratios. According to various embodiments, the transmission system 22 may include a stepped automatic transmission, a continuously variable transmission, or another suitable transmission. The ABS 26 is configured to impart a braking torque to the vehicle wheels 17. In various embodiments, the ABS 26 may include friction brakes, electromechanical brakes, a regenerative braking system such as an electric motor, and / or other suitable braking systems. The steering system 24 influences the position of the vehicle wheels 17 and may include a steering wheel 33. While it is shown for illustrative purposes as including a steering wheel 33, in some embodiments provided for within the scope of this disclosure, the steering system 24 need not include a steering wheel 33. The sensor system 28 includes one or more sensors 40 (i.e., detection devices) that detect observable conditions of the external environment and / or the interior environment of the vehicle 10. The sensors 40 communicate with the controller 34 and may include one or more steering wheel sensors 45, one or more radars, one or more sensors for detecting and measuring distance by means of light (lidar sensors), one or more proximity sensors, one or more wheel speed sensors, one or more odometers, one or more ground-penetrating radar sensors (GPR sensors), one or more steering angle sensors, one or more global navigation satellite system (GNSS) transceivers (e.g.,The sensor system 28 may include, but is not limited to, 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-tracking devices), one or more gyroscopes, one or more accelerometers, one or more inclinometers, one or more velocity 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 the detected observable conditions of the vehicle's external and / or internal environment. Because the sensor system 28 provides data to the controller 34, the sensor system 28 and its sensors 40 are considered information sources (or simply sources).Vehicle 10 and / or system 98 does not contain any light sensors capable of detecting light in Vehicle 10. The actuator system 30 comprises 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 further include interior and / or exterior vehicle features, such as, but not limited to, doors, a trunk, and cabin features such as air conditioning, music, lighting, etc. The actuator 42 may include a throttle valve. The data storage device 32 stores data for use in the automatic control of the vehicle 10. In various embodiments, the data storage device 32 stores defined maps of the navigable environment. According to various embodiments, the defined maps can be predefined by and received from a remote system. For example, the defined maps can be compiled by the remote system and communicated to the vehicle 10 (wirelessly and / or via a wired connection) and stored in the data storage device 32. The data storage device 32 can be part of the controller 34, separate from the controller 34, or part of the controller 34 and part of a separate system. The vehicle 10 may further include one or more airbags 35 in communication with the controller 34 or another controller of the vehicle 10. The airbag 35 contains an inflatable bladder and is configured to transition between a stowed configuration and a deployed configuration to cushion the effects of an external force exerted on the vehicle 10. The sensors 40 may include an airbag sensor, such as an IMU, configured to detect an external force and generate a signal indicating the magnitude of such an external force. The controller 34 is configured to instruct the airbag 35 to deploy based on the signal from one or more sensors 40, such as the airbag sensor. Accordingly, the controller 34 is configured to determine when the airbag 35 has been deployed. The controller 34 includes at least one processor 44 and a non-transient computer-readable memory device or non-transient computer-readable storage medium 46. The processor 44 can be a custom-made or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors assigned to the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or, more generally, a device for executing instructions. The computer-readable memory device or computer-readable storage medium 46 can, for example, include volatile and non-volatile memory in read-only memory (ROM), read / write memory (RAM), and continuous memory (CAM).KAM is a persistent or non-volatile memory that can be used to store various operating variables while the processor 44 is turned off. The computer-readable memory device or computer-readable storage medium 46 can be implemented using a number of memory devices, such as PROMs (programmable read-only memories), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memories, or other electrical, magnetic, optical, or combined memory devices capable of storing data, some of which represent executable instructions used by the controller 34 in controlling the vehicle 10. The controller 34 of the vehicle 10 can be referred to as a vehicle controller and can be programmed to execute a procedure 200 (Fig. 2), which is described in detail below. The instructions can contain one or more separate programs, each comprising an ordered list of executable instructions for implementing logical functions. When executed by the processor 44, the instructions receive and process signals from the sensor system 28, perform logic, calculations, procedures, and / or algorithms to automatically control the components of the vehicle 10, and generate control signals to the actuator system 30 to automatically control the components of the vehicle 10 based on the logic, calculations, procedures, and / or algorithms. Although in Fig.Figure 1 shows a single controller 34. In embodiments of the vehicle 10, multiple controllers 34 may be included, which communicate via a suitable communication medium or a combination of communication media and which interact to process the sensor signals, perform logic, calculations, procedures and / or algorithms, and generate control signals to automatically control features of the vehicle 10. In various embodiments, one or more commands of the controller 34 are embodied in the control system 98. The vehicle 10 includes a user interface 23, which may be a touchscreen in the dashboard. The user interface 23 may include, but is not limited to, an alarm such as one or more loudspeakers 27 to deliver an audible sound, haptic feedback in a vehicle seat or other object, one or more display devices 29, one or more microphones 31, and / or other devices suitable for delivering a notification to the vehicle user of the vehicle 10. The user interface 23 communicates electronically with the 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 touchscreen and / or buttons configured to receive input from a vehicle occupant 11.Accordingly, the controller 34 is configured to receive input from the user via the user interface 23. The vehicle 10 can contain one or more display devices 29 configured to display information about the vehicle occupant 11 (e.g., the vehicle operator or the passenger) and can be a head-up display (HUD). The communication system 36 communicates with the controller 34 and is configured to exchange information with and from other remote vehicles 48, such as other vehicles (“V2V” communication), infrastructure (“V2I” communication), remote systems at a remote call center (e.g., GENERAL MOTORS’ ON-STAR), and / or personal electronic devices, such as a mobile phone, but not limited to communicating wirelessly. In this disclosure, the term “remote vehicle” means a vehicle, such as a passenger car, configured to send one or more signals to the vehicle 10 while not physically connected to it. In certain embodiments, the communication system 36 is a wireless communication system configured to communicate using a local area network (WLAN) using IEEE 802.11 standards or using cellular data communication.However, additional or alternative communication methods, such as a dedicated short-range communication channel (DSRC channel), are also considered to be within the scope of this disclosure. DSRC channels are unidirectional or bidirectional short- to medium-range wireless communication channels specifically designed for use in motor vehicles, and include a corresponding set of protocols and standards. Accordingly, the communication system 36 may include one or more antennas and / or communication transmit / receive devices 37 for receiving and / or transmitting signals, such as collaborative sensing messages (CSMs). The communication transmit / receive devices 37 may be considered sensors 40. The communication system 36 is configured to wirelessly communicate information between the vehicle 10 and another vehicle.Furthermore, the communication system 36 is configured to wirelessly communicate information between the vehicle 10 and infrastructure or other vehicles. Figure 2 shows a flowchart of a method for identifying and mitigating power hop. Method 200 detects and mitigates power hop. Power hop, also known as wheel hop, is an oscillating phenomenon typically occurring in high-performance vehicles during hard acceleration. Power hop can negatively affect the final drive system. In addition to accurately detecting power hop, Method 200 implements an effective mitigation strategy. Depending on the sensor set available in the vehicle, Method 200 identifies power hop based on wheel speed jerk characteristics, the relative movement between the wheel and the vehicle body (i.e., ride height movement), changes in throttle position, and ABS interaction.Procedure 200 also includes a data-driven approach that uses IMU sensor information to identify power hops when both wheel speed sensors 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. Prioritization and arbitration of control actions are also considered. With continued reference to Fig. 2, the method 200 begins in block 202. Block 202 comprises receiving sensor data from the sensors 40, such as the wheel speed sensors, the IMU, and the ride height sensors. Therefore, the sensor data can include the wheel speed, ride height, and the lateral and / or longitudinal acceleration of the vehicle 10. In block 202, the controller determines the wheel pressure characteristics of the vehicle 10 based on the wheel speed. The wheel pressure characteristics include the wheel pressure amplitude and the wheel pressure duration. Fig. 3 shows a flowchart of a method 300 for executing at least part of block 202. The method 300 begins in block 302. It then proceeds to block 304. In block 304, the controller 34 sets the wheel pressure amplitude and continuously monitors it at predetermined time intervals. Each time interval covers a predetermined time period. The controller 34 calculates the second derivative of the wheel speed of the driven wheels 17 with respect to time to determine the wheel pressure amplitude. The method 300 then proceeds to block 306. In block 306, the controller 34 retrieves the output parameters. The output parameters are the predetermined amplitude threshold, the wheel speed indicator (which is set to Off), and the predetermined wheel pressure duration threshold. The method 300 then proceeds to block 308.Block 308 involves looping through the wheel pressure and evaluating several predefined, calibratable thresholds to identify the start and end of a power-hop event. Procedure 200 then continues with Block 308. Block 310 includes an analysis of the wheel pressure characteristics, which are described below. After Block 310, Procedure 300 returns to Block 304. Fig. 4 shows a method 400 for analyzing wheel pressure characteristics, which is carried out in block 310 of method 300. Method 400 begins in block 402. Block 402 includes determining the absolute value of a change in wheel pressure amplitude within a predetermined time interval. Furthermore, in block 402, the controller determines whether the absolute value of a change in wheel pressure amplitude within the predetermined time interval is greater than the predetermined amplitude threshold. If the absolute value of a change in wheel pressure amplitude within the predetermined time interval is greater than the predetermined amplitude threshold, method 400 continues with block 404. In block 404, the controller 34 determines whether the wheel speed indicator is set to "On". If the wheel speed indicator is set to "On", method 400 continues with block 406. In block 406, the indicator counter is incremented by one. The procedure then continues with block 408, procedure 400.In block 408, controller 34 sets the wheel speed indicator to "On" at the current time. The procedure 400 then continues with block 410. In block 410, controller 34 outputs that the wheel speed indicator is set to "On". If block 402 determines that the absolute value of the change in wheel pressure amplitude within the specified time period is not greater than the specified amplitude threshold, procedure 400 continues to block 412. In block 412, controller 34 determines whether the wheel speed indicator is set to On and whether the specified time threshold has expired. If the wheel speed indicator is set to On and the wheel pressure duration threshold has expired, procedure 400 continues to block 414. In block 414, controller 34 sets the wheel speed indicator to Off. Procedure 400 then continues to block 416, and controller 34 resets the counter. If block 412 detects that either the wheel speed indicator is set to Off or the predefined time threshold has expired, procedure 400 continues with block 418. In block 418, the wheel speed indicator remains in its current state. After block 418, procedure 400 continues with block 410. If block 404 detects that the wheel speed indicator is in the Off state, procedure 400 continues with block 420. In block 420, the wheel speed indicator is set to On. Procedure 400 then continues with block 422. In block 422, controller 34 outputs that the wheel speed indicator is set to On. Referring to Fig. 2, after executing block 202, the procedure 200 continues with block 204. In block 204, the controller 34 analyzes the vehicle's altitude 10 and determines whether the altitude marker should be set to On or Off. Fig. 5 shows a method 500 for analyzing the ride height of the vehicle 10, which was explained above with reference to block 204. The method 500 begins in block 502. It then continues with block 504. In block 504, the controller 34 determines the ride height of the vehicle 10 at various time intervals using the sensor data from the ride height sensors. Each time interval covers a predetermined period. Also in block 504, the controller 34 determines, for example, the longitudinal acceleration of the vehicle 10 at various time intervals using the sensor data from the IMU. The method 500 then continues with block 506. In block 506, the controller 34 retrieves the output parameters. The output parameters include a predetermined ride height threshold and a longitudinal acceleration threshold. The method 500 then continues with block 508.Block 508 involves passing through the ride height and evaluating several predefined, calibratable thresholds at each time point. Procedure 500 then continues with Block 510. In Block 510, Controller 34 analyzes the ride height to determine whether the ride height flag should be set to On or Off, as described below. Procedure 500 then returns to Block 504. Fig. 6 shows a method 600 for analyzing the ride height of the vehicle 10, which is executed in block 510 of method 500. The method 600 begins in block 602. Block 602 includes determining whether a change in the longitudinal acceleration of the vehicle 10 within the specified time interval is greater than the specified acceleration threshold. If the change in the longitudinal acceleration of the vehicle 10 within the specified time interval is greater than the specified acceleration threshold, the method 600 continues with block 604. In block 604, the controller 34 determines whether a change in the ride height of the vehicle 10 within the specified time interval is less than the specified ride height threshold. If the change in the ride height of the vehicle 10 within the specified time interval is less than the specified ride height threshold, the method 600 continues with block 606. In block 606, the altitude marker is set to On.If the change in the vehicle's ride height within the specified time period is not less than the specified ride height threshold, procedure 600 continues with block 608. In block 608, the ride height indicator is set to Off. If block 602 determines that the change in the longitudinal acceleration of vehicle 10 within the specified time period is not greater than the specified acceleration threshold, procedure 600 continues with block 610. In block 610, the controller 34 determines whether the wheel speed indicator is set to On. If the wheel speed indicator is set to On, procedure 600 continues with block 604. If the wheel speed indicator is set to Off, procedure 600 continues with block 612. In block 612, the ride height indicator is set to Off. With continued reference to Fig. 2, after executing block 204, procedure 200 continues with block 206. In block 206, the state of the ABS 26 and the throttle position are checked to determine, as explained in detail below, whether the power hop marker is set to On or Off. Figure 7 shows a flowchart of a procedure 700 for checking the state of the ABS 26 and the throttle position. The procedure 700 begins in blocks 702, 704, 706, and 708. Block 702 includes determining whether the ride height flag is set to On. If the ride height sensors are unavailable, the ride height flag is set to On. Block 704 includes determining whether the wheel speed flag is set to On. Block 706 includes determining whether the state of the ABS 26 is inactive. In block 708, the controller 34 determines whether the derivative with respect to the throttle position time is equal to or greater than zero. In block 710, the controller 34 determines whether the ride height flag is set to On, the wheel speed flag is set to On, the ABS 26 is inactive, and the derivative with respect to the throttle position time is equal to or greater than zero.If the ride height marker is set to On, the wheel speed marker is set to On, ABS 26 is inactive, and the derivative after the throttle position time is equal to or greater than zero, procedure 700 continues with block 712. In block 712, controller 34 sets the power hop marker to On. With continued reference to Fig. 2, the method 200 continues with block 208 after executing block 206. In block 208, the controller 34 uses a machine learning process to determine, using sensor data from the at least one IMU, that the vehicle is experiencing a power hop when the wheel speed sensors and ride height sensors are unavailable (i.e., have failed). The machine learning algorithm can be developed using recorded power-hop data. The machine learning algorithm allows for the real-time identification of power-hop events in the event that both the wheel speed sensors and the ride height sensors are simultaneously unavailable.The learning process for the machine learning algorithm can include receiving relevant inputs, flagging power-hop events, training the machine learning algorithm, feature selection, cross-validation, outputting results, and comparing the results of the data-driven process (e.g., the machine learning algorithm) with the deterministic algorithm (e.g., Method 200). As explained above, the data-driven process (e.g., the machine learning algorithm) is activated when both the wheel speed sensors and the ride height sensors are simultaneously unavailable. Furthermore, the data-driven process (e.g., a machine learning algorithm) uses sensor data from one or more IMUs to determine whether a power-hop event has occurred. The data-driven process (e.g.,The machine learning algorithm can use the primary axle torque, tire temperature, longitudinal acceleration, lateral acceleration, and throttle position to determine whether a power hop event has occurred. After executing block 208, procedure 200 continues with block 210. In block 210, the controller 34 mediates between the torque required to contain the power hop and the drivetrain limits. The power hop control with the strictest limits receives the highest mediation priority. However, reducing the clutch torque can lead to reduced vehicle acceleration, particularly during split-friction acceleration events. Therefore, the target torque mediation considers an optimal balance between the power hop magnitude and the permissible wheel slip across the left and right wheels 17. In block 210, the controller 34 sets the required torque setting for power hop containment (i.e., the power hop target torque) based on the wheel speed.In a specific situation, the controller 34 may only consider the power-hop target torque and adjust the vehicle 10's torque accordingly to mitigate power hopping. Additional torque due to a yaw error and a wheel control clutch setpoint may also be considered. In other situations where power hopping has occurred and wheel control is active, the controller 34 considers the power-hop target torque and the torque vector from other sources (e.g., fixed states and transient setpoints). When power-hop control is disabled, the controller 34 may consider a torque vector from other sources instead of the power-hop target torque. In any situation, additional torque due to a yaw error and a wheel control clutch setpoint may be considered. legend In the drawing figures, N stands for no and Y for yes.

Claims

A method for identifying and mitigating power-hop, comprising: receiving sensor data from a vehicle (10), wherein the sensor data includes a wheel speed; characterized by: determining a wheel pressure characteristic of the vehicle (10) based on the wheel speed; determining a ride height of the vehicle (10); determining, based on the wheel pressure characteristics and the ride height of the vehicle (10), whether the vehicle (10) is experiencing power-hop; and adjusting, in response to determining that the vehicle (10) is experiencing power-hop, a torque of the vehicle (10) to mitigate power-hop. Method according to claim 1, wherein the wheel pressure characteristics comprise a wheel pressure amplitude and a wheel pressure duration, wherein the wheel pressure amplitude is the second derivative with respect to the time of the wheel rotation. The method of claim 2, further comprising: determining whether an absolute value of a change in wheel pressure amplitude within a predetermined time interval is greater than a predetermined amplitude threshold; and, in response to determining that the absolute value of the change in wheel pressure amplitude within the predetermined time interval is greater than the predetermined amplitude threshold, setting a wheel speed indicator to ON. The method of claim 3, further comprising: determining whether a change in the ride height of the vehicle (10) within the specified time period is less than a specified ride height threshold; and, in response to determining that the change in the ride height of the vehicle (10) within the specified time period is less than a specified ride height threshold, setting a ride height indicator to On. Method according to claim 4, further comprising determining whether an anti-lock braking system (26) of the vehicle (10) is inactive. The method according to claim 5, further comprising determining whether the derivative with respect to time of a throttle valve position is equal to or greater than zero. The method of claim 6, further comprising: determining that the anti-lock braking system (26) of the vehicle (10) is inactive; determining that the derivative with respect to the throttle position time is equal to or greater than zero; determining that the wheel speed indicator is set to On; determining that the ride height indicator is set to On; setting a power-hop indicator to On in response to: (a) determining that the anti-lock braking system (26) of the vehicle (10) is inactive; (b) determining that the derivative with respect to the throttle position time is equal to or greater than zero; (c) determining that the wheel speed indicator is set to On; and (d) determining that a ride height indicator is set to On. Method according to claim 7, wherein the torque of the vehicle (10) is adjusted in response to the setting of the power-hop marker to On in order to contain the power-hop. The method of claim 1, wherein the vehicle (10) comprises multiple sensors (40) comprising at least one wheel speed sensor, at least one ride height sensor, and at least one inertial measurement unit, the wheel speed is determined using the at least one wheel speed sensor of the vehicle (10), and the ride height is determined using the at least one ride height sensor of the vehicle (10), and the method further comprises: 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, using a machine learning process to determine, using sensor data from the at least one inertial measurement unit, that the vehicle (10) is experiencing a power hop. Method according to claim 9, wherein adjusting the torque of the vehicle (10) to limit power-hop includes considering a wheel slip limit.

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