A tire explosion detection system for heavy-duty vehicles

Abstract

A control unit for detecting a tire explosion in a heavy-duty vehicle. The control unit is configured to: 1) obtain vehicle motion control data comprising at least current applied front wheel torques and a current road wheel angle, 2) determine expected vehicle states based on the vehicle model and the vehicle motion control data, where the expected vehicle states comprise an expected lateral motion, and expected individual front wheel speeds, 3) obtain a measured lateral motion and measured individual front wheel speeds through a vehicle interface, where the vehicle interface is adapted to connect the control unit to a plurality of vehicle sensors, 4) determine discrepancies between the expected lateral motion and the measured lateral motion and between the expected individual front wheel speeds and the measured individual front wheel speeds, and 5) detect occurrence of a tire explosion in the heavy-duty vehicle, by assessing the magnitude of the discrepancies.

Description

Docket No.: [P2023-0477WO01 / P464983PC00] 1 ATIRE EXPLOSION DETECTION SYSTEM FOR HEAVY-DUTY VEHICLESTECHNICALFIELD

[0001] The disclosure relates generally to tire explosion detection. In particular aspects,the disclosure relates to a tire explosion detection system for heavy-duty vehicles. Thedisclosure can be applied to heavy-duty vehicles, such as trucks, buses, and constructionequipment, among other vehicle types. Although the disclosure may be described withrespect to a particular vehicle, the disclosure is not restricted to any particular vehicle. BACKGROUND

[0002] In vehicle motion management and control, early detection of tire explosions,particularly on the front axle of heavy-duty vehicles such as trucks, presents a significant technical challenge. Detecting a tire explosion in a short interval after the incident is crucial for maintaining vehicle stability and control. Current methods, such as those relying on tire pressure monitoring systems (TPMS), have limitations in their robustness and response time. Testing has shown that TPMS often fails to timely signal tire explosions, which is critical for ensuring vehicle safety. The response time for advanced TPMS solutions is around 500milliseconds, regarded as a critical upper limit for effectively responding to a tire explosionand ensuring vehicle control. The problem is further complicated in trucks that exhibit highparametric uncertainty, including variability in tire conditions and friction, and those with significant coupling between wheel speeds and lateral motion.

[0003] The aforementioned challenges highlight the difficulty in accurate and timelydetection of tire explosions, emphasizing a need for improved solutions in vehicle motion management and control that are specifically developed to address early detection of tire explosions. SUMMARY

[0004] According to a first aspect of the disclosure, a control unit for detecting a tireexplosion in a heavy-duty vehicle is disclosed. The control is configured to integrate avehicle model for vehicle dynamic state estimation. Additionally, the control unit isconfigured to obtain vehicle motion control data comprising at least current applied frontDocket No.: [P2023-0477WO01 / P464983PC00] 2wheel torques and a current road wheel angle. Additionally, the control unit is configured todetermine expected vehicle states based on the vehicle model and the vehicle motion controldata, wherein the expected vehicle states comprise: an expected lateral motion and expectedindividual front wheel speeds. Additionally, the control unit is configured to obtain ameasured lateral motion and measured individual front wheel speeds through a vehicleinterface, wherein the vehicle interface is adapted to connect the control unit to a plurality ofvehicle sensors. Additionally, the control unit is configured to determine discrepanciesbetween the expected lateral motion and the measured lateral motion and between theexpected individual front wheel speeds and the measured individual front wheel speeds.Additionally, the control unit is configured to detect occurrence of a tire explosion in theheavy-duty vehicle, by assessing the magnitude of the discrepancies. The first aspect of thedisclosure may seek to mitigate problems associated with tire explosion detection systemssuch as their lack of robustness and delayed response times. A technical benefit may includeearly detection of a tire explosion, which allows for improved safety margins and early intervention measures to maintain vehicle stability and control.

[0005] Optionally in some examples, including in at least one preferred example, thelateral vehicle motion comprises at least one of lateral velocity, lateral acceleration, and yawrate. A technical benefit may include that vehicle sensors for measuring lateral velocity,lateral acceleration, and yaw rate are typically available on the vehicle.

[0006] Optionally in some examples, including in at least one preferred example, thelateral motion comprises lateral acceleration and yaw rate, and the control unit is configured to detect occurrence of a tire explosion in case a lateral motion condition and a wheel speed condition are both satisfied. The lateral motion condition is satisfied in case the magnitude of the discrepancy in lateral acceleration exceeds a lateral acceleration threshold, or the magnitude of the discrepancy in yaw rate exceeds a yaw rate threshold. The wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the first wheel exceeds a first wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel exceeds a second wheel speed threshold. A technical benefit may include enhanced robustness and a decrease in false positive detections of tire explosions.

[0007] Optionally in some examples the lateral motion comprises lateral velocity andyaw rate, and the occurrence of a tire explosion is determined in case a lateral motion condition and a wheel speed condition are both satisfied. The lateral motion condition isDocket No.: [P2023-0477WO01 / P464983PC00] 3 satisfied in case the magnitude of the discrepancy in lateral velocity exceeds a lateral velocity threshold, or the magnitude of the discrepancy in yaw rate exceeds a yaw rate threshold. The wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the first wheel exceeds a first wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel exceeds a second wheel speed threshold. A technical benefit may include enhanced robustness and a decrease in false positive detections of tire explosions.

[0008] Optionally in some examples, including in at least one preferred example, thevehicle model is a three-wheel model described by the discrete dynamical system:A technical benefit of the three-wheel model may include its capability for computationally efficient calculation of the expected vehicle states.

[0009] Optionally in some examples, including in at least one preferred example, thecontrol unit is further configured to apply an extended Kalman filter or an extendedLuenberger observer to obtain the expected vehicle states. A technical benefit may includeenhanced robustness of the vehicle model when the measured lateral motion and the measured individual front wheel speeds are noisy.

[0010] Optionally in some examples, including in at least one preferred example, thecontrol unit is further configured to execute, upon occurrence of a tire explosion, a maneuverto ensure vehicle stability and control. In some examples, the maneuver may compriseDocket No.: [P2023-0477WO01 / P464983PC00] 4 reducing the velocity of the vehicle. In some examples, the maneuver may comprise issuingVMM control commands to counteract any unexpected lateral movement of the vehicle. Atechnical benefit may include increased stability and control of the vehicle after a tireexplosion.

[0011] According to a second aspect of the disclosure, a heavy-duty vehicle is disclosed.The heavy-duty vehicle comprises a control unit according to any of the aforementioned examples. The heavy-duty vehicle further comprises a plurality of vehicle sensors for measuring lateral motion and individual front wheel speeds, wherein the plurality of vehiclesensors are connected to the control unit via a vehicle interface. The second aspect of thedisclosure may seek to mitigate problems associated with tire explosion detection systemssuch as their lack of robustness and delayed response times. A technical benefit may include early detection of a tire explosion, which allows for improved safety margins and earlyintervention measures to maintain vehicle stability and control.

[0012] Optionally in some examples, including in at least one preferred example, theplurality of vehicle sensors comprises an inertial measurement unit (IMU) for measuring yawrate and lateral acceleration, and wheel speed sensors for measuring individual wheel speeds. A technical benefit of using an IMU for measuring yaw rate and lateral acceleration, and wheel speed sensors for measuring individual wheel speeds may be that these sensors reflect one or more states represented in the vehicle model, thus allowing for a more accurate reflection of the vehicle’s motion.

[0013] Optionally in some examples, including in at least one preferred example, theplurality of vehicle sensors comprises at least one of an IMU, a real-time kinematic (RTK) receiver, a camera, a lidar sensor and a radar sensor for measuring lateral velocity. Atechnical benefit of using any of these sensors for measuring lateral velocity may be thatthese sensors reflect one or more states represented in the vehicle model, thus allowing for amore accurate reflection of the vehicle’s motion.

[0014] According to a third aspect of the disclosure, a method for detecting a tireexplosion in a heavy-duty vehicle is disclosed. The method comprises defining a vehiclemodel for vehicle dynamic state estimation. Additionally, the method comprises obtainingvehicle motion control data comprising at least a current applied torque and a current roadwheel angle. Additionally, the method comprises determining expected vehicle states basedon the vehicle model and the vehicle motion control data, wherein the expected vehicle statesDocket No.: [P2023-0477WO01 / P464983PC00] 5 comprise: an expected lateral motion and expected individual front wheel speeds.Additionally, the method comprises measuring vehicle states via a plurality of a plurality ofvehicle sensors, wherein the measured vehicle states comprise a measured lateral motion andmeasured individual front wheel speeds. Additionally, the method comprises determiningdiscrepancies between the expected lateral motion and the measured lateral motion and between the expected individual front wheel speeds and the measured individual front wheelspeeds. Additionally, the method comprises detecting occurrence of a tire explosion in theheavy-duty vehicle, by assessing the magnitude of the discrepancies. The third aspect of the disclosure may seek to mitigate problems associated with tire explosion detection systems such as their lack of robustness and delayed response times. A technical benefit may include early detection of a tire explosion, which allows for improved safety margins and early intervention measures to maintain vehicle stability and control.

[0015] Optionally in some examples, including in at least one preferred example, thelateral motion comprises at least one of lateral velocity, lateral acceleration, and yaw rate. Atechnical benefit may include that vehicle sensors for measuring lateral velocity, lateralacceleration, and yaw rate are typically available on the vehicle.

[0016] Optionally in some examples, including in at least one preferred example, thelateral motion comprises lateral acceleration and yaw rate, and occurrence of a tire explosion is detected in case a lateral motion condition and a wheel speed condition are both satisfied. The lateral motion condition is satisfied in case the magnitude of the discrepancy in lateral acceleration exceeds a lateral acceleration threshold, or the magnitude of the discrepancy inyaw rate exceeds a yaw rate threshold. The wheel speed condition is satisfied in case themagnitude of the discrepancy in the wheel speed for the first wheel exceeds a first wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel exceeds a second wheel speed threshold. A technical benefit may include enhanced robustness and a decrease in false positive detections of tire explosions.

[0017] Optionally in some examples the lateral motion comprises lateral velocity andyaw rate, and occurrence of a tire explosion is detected in case a lateral motion condition anda wheel speed condition are both satisfied. The lateral motion condition is satisfied in case the magnitude of the discrepancy in lateral velocity exceeds a lateral velocity threshold, or the magnitude of the discrepancy in yaw rate exceeds a yaw rate threshold. The wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the firstDocket No.: [P2023-0477WO01 / P464983PC00] 6 wheel exceeds a first wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel exceeds a second wheel speed threshold. A technical benefit may include enhanced robustness and a decrease in false positive detections of tire explosions.

[0018] Optionally in some examples, including in at least one preferred example, thevehicle model is a three-wheel model described by the discrete dynamical system:A technical benefit of the three-wheel model may include computationally efficient calculation of the expected vehicle states.

[0019] Optionally in some examples, including in at least one preferred example,determining expected vehicle states comprises applying an extended Kalman filter or anextended Luenberger observer to obtain the expected vehicle states. A technical benefit mayinclude enhanced robustness of the vehicle model when the measured lateral motion and the measured individual front wheel speeds are noisy.

[0020] Optionally in some examples, including in at least one preferred example, theplurality of vehicle sensors comprises an IMU for measuring yaw rate and lateral acceleration, and wheel speed sensors for measuring individual wheel speeds. A technical benefit of using an IMU for measuring yaw rate and lateral acceleration, and wheel speedsensors for measuring individual wheel speeds may be that these sensors reflect one or morestates represented in the vehicle model, thus allowing for a more accurate reflection of the vehicle’s motion.Docket No.: [P2023-0477WO01 / P464983PC00] 7

[0021] Optionally in some examples, including in at least one preferred example, theplurality of vehicle sensors comprises at least one of an IMU, an RTK receiver, a camera, alidar sensor and a radar sensor for measuring lateral velocity. A technical benefit of using anyof these sensors for measuring lateral velocity may be that these sensors reflect one or morestates represented in the vehicle model, thus allowing for a more accurate reflection of the vehicle’s motion.

[0022] Optionally in some examples, including in at least one preferred example, themethod may further comprise executing, upon occurrence of a tire explosion, a maneuver toensure vehicle stability and control. In some examples, the maneuver may comprise reducing the velocity of the vehicle. In some examples, the maneuver may comprise issuing VMMcontrol commands to counteract any unexpected lateral movement of the vehicle. A technicalbenefit may include increased stability and control of the vehicle after a tire explosion.

[0023] The disclosed aspects, examples (including any preferred examples), and / oraccompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in thefollowing description, claims, and drawings, and in part will be readily apparent therefrom tothose skilled in the art or recognized by practicing the disclosure as described herein.

[0024] There are also disclosed herein computer systems, control units, code modules,computer-implemented methods, computer readable media, and computer program products associated with the above discussed technical benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Examples are described in more detail below with reference to the appendeddrawings.

[0026] FIG.1 is an exemplary system diagram of a heavy-duty vehicle where tire explosiontechniques can be applied with advantage.

[0027] FIG. 2 shows an example of motion support device control systems in a heavy-duty vehicle.

[0028] FIG. 3 shows an example of a three-wheel vehicle model.

[0029] FIG. 4 is a flow chart of an exemplary method for detecting a tire explosion in aheavy-duty vehicle according to an example.

[0030] FIG. 5A schematically illustrates a control unit.Docket No.: [P2023-0477WO01 / P464983PC00] 8

[0031] FIG. 5B shows an example of a computer program product.

[0032] FIG. 6 is a schematic diagram of an exemplary computer system for implementingexamples disclosed herein, according to an example.DETAILED DESCRIPTION

[0033] The detailed description set forth below provides information and examples of thedisclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0034] FIG. 1 illustrates an example vehicle 100 for cargo transport where the hereindisclosed techniques can be applied with advantage. The vehicle 100 comprises a tractor or towing vehicle 110 supported on front wheels 150 and rear wheels 160, at least some of which are driven wheels. The tractor 110 is configured to tow a first trailer unit 120 supported on trailer wheels 170 by a fifth wheel connection in a known manner. The trailer wheels are normally braked wheels but may also comprise driven wheels on one or more axles.

[0035] The teachings herein are particularly suitable for heavy-duty vehicles such astrucks, buses, coaches, and heavy construction equipment. A heavy-duty vehicle can bedefined as a freight vehicle of more than 3.5 metric tons (trucks) or passenger transportvehicles of more than 8 seats (buses and coaches).

[0036] The tractor 110 comprises a vehicle unit computer (VUC) 130 for controllingvarious kinds of functionality, among other things, to achieve propulsion, braking, and steering. Some trailer units 120 also comprise a VUC 140 for controlling various functions of the trailer, such as braking of trailer wheels, and sometimes also trailer wheel propulsion. The VUCs 130, 140 may be centralized or distributed over several processing circuits. Parts of the vehicle control functions may also be executed remotely, e.g., on a remote server 195 connected to the vehicle 100 via wireless link 180 and a wireless access network 185.

[0037] The VUC 130 on the tractor 110, and possibly also the VUC 140 on the trailer120, may be configured to execute vehicle control methods which are organized according toa layered functional architecture where some functionality may be comprised in a traffic situation management (TSM) domain in a higher layer and some other functionality may becomprised in a vehicle motion management (VMM) domain residing in a lower functionallayer. The TSM plans driving operation with a time horizon of, e.g., 10 seconds. This timeDocket No.: [P2023-0477WO01 / P464983PC00] 9 frame corresponds to, e.g., the time it takes for the vehicle 100 to negotiate a curve. The vehicle maneuvers planned and executed by the TSM can be associated with acceleration profiles and curvature profiles. The TSM continuously requests the desired acceleration profiles and curvature profiles from the VMM function which performs force allocation to meet the requests from the TSM in a safe and robust manner.

[0038] The VMM operates with a time horizon of about 1 second or so, and continuouslytransforms the acceleration profiles and curvature profiles into control commands for controlling vehicle motion functions, actuated by the different motion support devices(MSDs) of the vehicle. If the vehicle is in motion, the VMM performs motion estimation, i.e.,determines positions, speeds, accelerations, articulation angles of the different units in the vehicle combination by monitoring operations using various sensors arranged on the vehicle, often in connection to the MSDs. For instance, by determining vehicle unit motion using, e.g., global positioning systems, radar sensors and / or lidar sensors, and translating this vehicle unit motion into a local coordinate system of a given wheel, it becomes possible to accurately estimate wheel slip by comparing the vehicle unit motion in the wheel reference coordinate system to data obtained from a wheel speed sensor arranged in connection to the wheel. A tire model can be used to translate between desired tire force and wheel slip.

[0039] The VMM furthermore manages force generation and coordination, i.e., itdetermines what forces that are required in order to fulfil the requests from the TSM, forinstance to accelerate the vehicle according to a requested acceleration profile requested byTSM and / or to generate a certain curvature motion by the vehicle also requested by TSM. The forces may comprise e.g., longitudinal forces and lateral forces, as well as different types of torques.

[0040] FIG. 2 schematically illustrates a vehicle 100, 110 with a VUC 130, comprising amemory 230. The VUC 130, and potentially also the VUC 140 on the trailer, are control units 130, 140 that manage vehicle motion and control of the heavy-duty vehicle 100 withfunctionalities spanning both TSM 232 and VMM 231 domains. The VUC 130 is arranged tocontrol a plurality of MSD control units 210A, 210B, 210C, 210D, 210E, 210F through a connection interface 215B, 215B, 215C, 215D, 215E, 215F. Each MSD control unit isarranged to control a respective wheel 150A, 150B, 160C, 160D, 160E, 160F.

[0041] FIG. 3 schematically illustrates a three-wheel vehicle model 300 and some of itskey parameters. The three-wheel model comprises two individual front wheels 150A, 150BDocket No.: [P2023-0477WO01 / P464983PC00] 10 on a front axle, and a rear wheel 360 on a rear axle. The first front wheel 150A has a first front wheel speed ω11, and the second front wheel 150B has a second front wheel speed ω12.The rear wheel 360 has a wheel speed ω2. The two front wheels 150A, 150B are separated bya track width tw. The front wheels 150A, 150B are steerable, where the angle betweenlongitudinal direction of the vehicle and the two front wheels 150A, 150B is given by a road-wheel angle δ. The front axle and the center of gravity 310 are separated by a distance a, andthe rear axle and the center of gravity 310 are separated by a distance b. Hence, the distance between the front and the rear axles are a+b. The vehicle has a velocity V, comprising alongitudinal velocity u and a lateral velocity v. The yaw rate r denotes the rotational speedaround the vehicle’s vertical axis. Typically, the vertical axis of the vehicle passes through the center of gravity 310.

[0042] In a heavy-duty truck with more than two axles, such as when a trailer is attached,the equivalent wheelbase can be adopted to approximate the three-wheel model of FIG. 3.Equivalent wheelbase modeling for multi-axle vehicles is well-known and widely utilized inthe field of vehicle dynamics and automotive engineering. The rear axle is then considered tobe an effective point that represents the collective position of multiple axles. This effectivepoint maintains a distance b from the truck's center of gravity. Alternatively, a vehicle model featuring more than two axles can be employed.

[0043] In the subsequent paragraphs, referring to FIGS. 1-3, a first aspect relating to acontrol unit 130, 140 for detecting a tire explosion in a vehicle 100 is described, covering both heavy-duty vehicles (e.g., trucks, buses, or construction equipment) and smaller passenger vehicles (e.g., passenger cars with five or fewer seats).

[0044] The control unit 130, 140 is configured to integrate a vehicle model for vehicledynamic state estimation. The vehicle model is typically stored in a memory 230 of thecontrol unit 130, 140 along with a range of model parameters. The vehicle model is amathematical representation of the vehicle's motion parameters, allowing the control unit topredict expected vehicle states. The vehicle model may be any vehicle model that enables thecontrol unit 130, 140 to determine expected lateral motion v^, a^y, r^ and expected individualfront wheel speeds ω^ 11, ω^ 12 based on applied front wheel torques T11, T12 and road-to-wheelangle δ.Docket No.: [P2023-0477WO01 / P464983PC00] 11

[0045] In some examples, the vehicle model may be a three-wheel model described bythe discrete dynamical system:Here, index ^ represents a specific moment in time, while index ^ + 1 represents thesubsequent moment. These two time instants are separated by a duration ℎ. Vehicle mass isdenoted ^ , longitudinal and lateral slip coefficient is denoted ^^, effective rolling radius isdenoted ^^, normal load at the first front wheel 150A is denoted ^^^^^, normal load at thesecond front wheel 150B is denoted ^^^^^, lateral slip stiffness at rear axle ^^, the massmoment of inertia of the vehicle around the vertical axis passing through the center of gravityis denoted ^, and the mass moment of inertia of the front left and front right wheels aroundtheir respective rotational axes, which pass through the center of the wheels, are denoted ^^^and ^^^, respectively.

[0046] The control unit 130, 140 is configured to obtain vehicle motion control data,comprising at least current applied front wheel torques T11, T12 and a current road wheel angle δ. The front wheel torques comprise a first front wheel torque T11 applied to the first front wheel 150A and a second front wheel torque T12 applied to the second front wheel150B. Typically, the torques on the front wheels of a heavy-duty vehicle are braking torques,as the steered axle usually does not have propulsion. The vehicle motion control data istypically control commands obtained from the VMM 231 but may also be sourced from otherDocket No.: [P2023-0477WO01 / P464983PC00] 12subsystems within the vehicle's control framework. The control unit 130, 140 may also beconfigured to account for any delay in the actuation of vehicle motion control data by thevarious MSDs of the vehicle. In one example, the control unit may be configured to obtainmeasurements of the front wheel torques T11, T12 and the current road wheel angle δ from avehicle interface 225.

[0047] The control unit 130, 140 is further configured to determine expected vehiclestates based on the vehicle model and the vehicle motion control data, wherein the expectedvehicle states comprise: an expected lateral motion and expected individual front wheelspeeds ω^ 11, ω^ 12. Typically, the expected lateral motion comprises at least one of expectedlateral velocity v^, expected lateral acceleration a^y and expected yaw rate r^.

[0048] The control unit 130, 140 is also configured to obtain a measured lateral motionand measured individual front wheel speeds ω11, ω12 through a vehicle interface 225, wherein the vehicle interface 225 is adapted to connect the control unit 130, 140 to a plurality of vehicle sensors 220. Typically, the measured lateral motion comprises at least one ofmeasured lateral velocity v, measured lateral acceleration ay, and measured yaw rate r.

[0049] After determining the expected lateral motion and the expected measuredindividual front wheel speeds, as well as obtaining the measured lateral motion and the measured individual front wheel speeds, the control unit 130, 140 is configured to determine discrepancies between these expected and measured parameters. For example, thediscrepancies may be ev = v^ - v, eay = a^y - ay, er = r^ - r, eω11 = ω^ 11 - ω11, and eω12 = ω^ 12 - ω12.The magnitude of discrepancies are given by |ev| = |v^ - v|, |eay| = |a^y - ay|, |er| = |r^ - r|, |eω11|=|ω^ 11 - ω11|, and |eω12|= |ω^ 12 - ω12|. The control unit 130, 140 is configured to detectoccurrence of a tire explosion, in the heavy-duty vehicle 100, by assessing the magnitude of the discrepancies.

[0050] In some examples, the magnitudes can be converted into unit-independent metrics.The occurrence of a tire explosion may then be determined in case the combined metrics exceed a threshold. The threshold can be established through computer simulations of the vehicle or practical experimentation, such as test driving on a test track.

[0051] In some other examples, the magnitudes are compared with unit-dependentthresholds. The occurrence of a tire explosion may be determined in case a pre-definednumber of thresholds are exceeded. The unit-dependent thresholds and the pre-definedDocket No.: [P2023-0477WO01 / P464983PC00] 13number can be established through computer simulations of the vehicle or practicalexperimentation, such as test driving on a test track.

[0052] In some examples, the lateral motion comprises lateral acceleration and yaw rate,and occurrence of a tire explosion is detected in case a lateral motion condition and a wheelspeed condition are both satisfied. The lateral motion condition is satisfied in case themagnitude of the discrepancy in lateral acceleration |eay| exceeds a lateral accelerationthreshold or the magnitude of the discrepancy in yaw rate |er| exceeds a yaw rate threshold.The wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheelspeed for the first wheel |eω11| exceeds a first wheel speed threshold or the magnitude of thediscrepancy of the wheel speed for the second wheel |eω12| exceeds a second wheel speedthreshold.

[0053] Alternatively, in some other examples, the lateral motion comprises lateralvelocity v and yaw rate r, and occurrence of a tire explosion is detected in case a lateralmotion condition and a wheel speed condition are both satisfied. The lateral motion conditionis satisfied in case the magnitude of the discrepancy in lateral velocity |ev| exceeds a lateralvelocity threshold or the magnitude of the discrepancy in yaw rate |er| exceeds a yaw ratethreshold. The wheel speed condition is satisfied in case the magnitude of the discrepancy inthe wheel speed for the first wheel |eω11| exceeds a first wheel speed threshold, or themagnitude of the discrepancy of the wheel speed for the second wheel |eω12| exceeds a secondwheel speed threshold.

[0054] Requiring both a lateral motion condition and a wheel speed condition to be metoffers the advantage of reducing false positive detections of tire explosions. The thresholds for the lateral motion and the wheel speed conditions may be established through computer simulations of the vehicle or practical experimentation, such as test driving on a test track.

[0055] Upon occurrence of a tire explosion, the control unit 130, 140 may further beconfigured to execute a maneuver to ensure vehicle stability and control. In some examples, the maneuver may comprise reducing the velocity of the vehicle. In some examples, the maneuver may comprise issuing VMM control commands to counteract any unexpected lateral movement of the vehicle.

[0056] The control unit 130, 140 may further be configured to apply an extended Kalmanfilter to obtain the expected vehicle states. The extended Kalman filter operates by predicting the expected vehicle states and their uncertainties. Subsequently, it updates these predictionsDocket No.: [P2023-0477WO01 / P464983PC00] 14 by calculating innovations, which are the discrepancies between the expected vehicle states determined in the prediction step and the actual measurements. This adjustment aligns the estimated vehicle states more accurately with the real states. Unlike a standard Kalman filter, the process further includes linearizing around the current expected vehicle states to handle nonlinearities of the system. A technical benefit of using the extended Kalman filter may include enhanced robustness of the vehicle model when the measured lateral motion and the measured individual front wheel speeds are noisy.

[0057] Alternatively, the control unit 130, 140 may be configured to apply an extendedLuenberger observer to obtain the expected vehicle states. This observer functions bypredicting the expected vehicle states from the vehicle model and measurements. It adjusts expected vehicle states by assessing the discrepancies between the expected vehicle states and the measurements. The extended Luenberger observer is useful for handling nonlinear behaviors in the system, making it a suitable choice for vehicle models where nonlinearcharacteristics are prominent. A technical benefit of using the extended Luenberger observermay include enhanced robustness of the vehicle model when the measured lateral motion and the measured individual front wheel speeds are noisy.

[0058] In the subsequent paragraphs, referring to FIGS. 1-3, a second aspect relating to aheavy-duty vehicle is disclosed. The heavy-duty vehicle comprises a control unit according to any of the above disclosed examples. The heavy-duty vehicle further comprises a plurality ofvehicle sensors for measuring lateral motion and individual front wheel speeds, wherein theplurality of vehicle sensors 220 are connected to the control unit 130, 140 via a vehicle interface 225. The second aspect of the disclosure may seek to mitigate problems associated with tire explosion detection systems such as their lack of robustness and delayed response times. A technical benefit may include early detection of a tire explosion, which allows for improved safety margins and early intervention measures to maintain vehicle stability and control.

[0059] In some examples, the plurality of vehicle sensors may comprise an inertialmeasurement unit (IMU) for measuring yaw rate r and lateral acceleration ay, and wheelspeed sensors for measuring individual front wheel speeds ω11, ω12. The IMU comprises an accelerometer and a gyroscope to accurately determine the vehicle's movement dynamics, which may include orientation, velocity, and acceleration. Wheel speed sensors may employDocket No.: [P2023-0477WO01 / P464983PC00] 15magnetic or optical sensing to continuously monitor the rotation of each wheel, therebyproviding measurements of individual wheel speeds. A technical benefit of using an IMU for measuring yaw rate and lateral acceleration, and wheel speed sensors for measuring individual wheel speeds may be that these sensors reflect one or more states represented in the vehicle model, thus allowing for a more accurate reflection of the vehicle’s motion.

[0060] The plurality of vehicle sensors 220 may further comprise at least one of an IMU,a real-time kinematic (RTK) receiver, a camera, a lidar sensor and a radar sensor formeasuring lateral velocity (v). Two or more vehicle sensors may be combined to improve the measuring. The IMU may contribute to measuring the lateral velocity by providingacceleration and angular velocity. The RTK receiver may contribute to measuring the lateralvelocity by providing high-precision positioning capabilities. The camera may contribute to measuring the lateral velocity by processing real-time images to track the movement and speed of nearby objects and terrain. The lidar sensor may contribute to measuring the lateral velocity by using light detection and ranging to determine distances to surrounding objects. The radar sensor may contribute to measuring the lateral velocity by using radio waves to detect the speed and position of objects around the vehicle. A technical benefit of using an IMU, an RTK receiver, a camera, a lidar sensor and / or a radar sensor for measuring lateral velocity may be that these sensors reflect one or more states represented in the vehicle model, thus allowing for a more accurate reflection of the vehicle’s motion. The vehicle sensors 220for measuring lateral velocity v may also be used for measuring longitudinal velocity u.

[0061] In the subsequent paragraphs, referring to FIGS. 1-4, a first aspect relating to amethod for detecting a tire explosion in a vehicle 100 is described, covering both heavy-duty vehicles (e.g., trucks, buses, or construction equipment) and smaller passenger vehicles (e.g., passenger cars with five or fewer seats).

[0062] The method comprises the step of defining S1 a vehicle model for vehicledynamic state estimation. The vehicle model is a mathematical representation of the vehicle'smotion parameters, enabling prediction of expected vehicle states. The vehicle model may beany vehicle model that enables determining expected lateral motion v^, a^y, r^ and expectedindividual front wheel speeds ω^ 11, ω^ 12 based on applied front wheel torques T11, T12 androad-to-wheel angle δ. In some examples the vehicle model is a three-wheel model describedby the discrete dynamical system:Docket No.: [P2023-0477WO01 / P464983PC00] 16

[0063] The method comprises the step of obtaining S2 vehicle motion control data,comprising at least current applied front wheel torques T11, T12 and a current road wheel angle δ. The front wheel torques comprise a first front wheel torque T11 applied to the first front wheel 150A and a second front wheel torque T12 applied to the second front wheel150B. Typically, the torques on the front wheels of a heavy-duty vehicle are braking torques,as the steered axle usually does not have propulsion. The vehicle motion control data istypically control commands obtained from the VMM 231 but may also be sourced from othersubsystems within the vehicle's control framework. The step of obtaining S2 may alsocomprise accounting for any delay in the actuation of VMM control commands by thevarious MSDs of the vehicle. In one example, obtaining S2 comprises obtainingmeasurements of the front wheel torques T11, T12 and the current road wheel angle δ from avehicle interface 225 that contribute to the vehicle motion control data.

[0064] The method is comprising determining S3 the expected vehicle states based on thevehicle model and the vehicle motion control data, wherein the expected vehicle statescomprise: an expected lateral motion and expected individual front wheel speeds ω^11, ω^ 12.Typically, the expected lateral motion comprises at least one of expected lateral velocity v^,expected lateral acceleration a^y and expected yaw rate r^.

[0065] The method comprises measuring S4 vehicle states via a plurality of vehiclesensors 220, wherein the measured vehicle states comprise a measured lateral motion and measured individual front wheel speeds ω11, ω12. Typically, the measured lateral motionDocket No.: [P2023-0477WO01 / P464983PC00] 17comprises at least one of measured lateral velocity v, measured lateral acceleration ay, andmeasured yaw rate r.

[0066] After determining the expected lateral motion and the expected measuredindividual front wheel speeds, as well as obtaining the measured lateral motion and themeasured individual front wheel speeds, the method further comprises determining S5discrepancies between these expected and measured parameters. For example, thediscrepancies may be ev = v^ - v, eay = a^y - ay, er = r^ - r, eω11 = ω^ 11 - ω11, and eω12 = ω^ 12 - ω12.The magnitudes of the same discrepancies are given by |ev| = |v^ - v|, |eay| = |a^y - ay|, |er| = |r^ -r|, |eω11| = |ω^ 11 - ω11|, and |eω12|= |ω^ 12 - ω12|.

[0067] The method further comprises detecting S6 a tire explosion in the heavy-dutyvehicle 100, by assessing the magnitude of the discrepancies.

[0068] In some examples, the magnitudes can be converted into unit-independent metrics.The occurrence of a tire explosion may then be determined in case the combined metrics exceed a threshold. The threshold can be established through computer simulations of thevehicle or practical experimentation, such as test driving on a test track.

[0069] In some other examples, the magnitudes are compared with unit-dependentthresholds. The occurrence of a tire explosion may be determined in case a number of thresholds are exceeded. The unit-dependent thresholds can be established through computer simulations of the vehicle or practical experimentation, such as test driving on a test track.

[0070] In some examples, the lateral motion comprises lateral acceleration and yaw rate,and the occurrence of a tire explosion is determined in case a lateral motion condition and awheel speed condition are both satisfied. The lateral motion condition is satisfied in case themagnitude of the discrepancy in lateral acceleration |eay| exceeds a lateral accelerationthreshold or the magnitude of the discrepancy in yaw rate |er| exceeds a yaw rate threshold.The wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheelspeed for the first wheel |eω11| exceeds a first wheel speed threshold or the magnitude of thediscrepancy of the wheel speed for the second wheel |eω12| exceeds a second wheel speed threshold.

[0071] Alternatively, in some other examples, the lateral motion comprises lateralvelocity and yaw rate, and the occurrence of a tire explosion is determined in case a lateralmotion condition and a wheel speed condition are both satisfied. The lateral motion conditionis satisfied in case the magnitude of the discrepancy in lateral velocity |ev| exceeds a lateralDocket No.: [P2023-0477WO01 / P464983PC00] 18velocity threshold or the magnitude of the discrepancy in yaw rate |er| exceeds a yaw ratethreshold. The wheel speed condition is satisfied in case the magnitude of the discrepancy inthe wheel speed for the first wheel |eω11| exceeds a first wheel speed threshold, or themagnitude of the discrepancy of the wheel speed for the second wheel |eω12| exceeds a second wheel speed threshold.

[0072] Requiring both a lateral motion condition and a wheel speed condition to be metoffers the advantage of reducing false positive detections of tire explosions. The thresholds for the lateral motion and the wheel speed conditions may be established through computer simulations of the vehicle or practical experimentation, such as test driving on a test track.

[0073] Upon occurrence of a tire explosion, the control unit 130, 140 may further beconfigured to execute a maneuver to ensure vehicle stability and control. In some examples, the maneuver may comprise reducing the velocity of the vehicle. In some examples, the maneuver may comprise issuing VMM control commands to counteract any unexpected lateral movement of the vehicle.

[0074] The control unit 130, 140 may further be configured to apply an extended Kalmanfilter to obtain the expected vehicle states. The extended Kalman filter operates by predictingthe expected vehicle states and their uncertainties. Subsequently, it updates these predictionsby calculating innovations, which are the discrepancies between the expected vehicle statesdetermined in the prediction step and the actual measurements. This adjustment aligns the estimated vehicle states more accurately with the real states. Unlike a standard Kalman filter, the process further includes linearizing around the current expected vehicle states to handle nonlinearities of the system. A technical benefit of using the extended Kalman filter may include enhanced robustness of the vehicle model when the measured lateral motion and the measured individual front wheel speeds are noisy.

[0075] Alternatively, the control unit 130, 140 may be configured to apply an extendedLuenberger observer to obtain the expected vehicle states. This observer functions bypredicting the expected vehicle states from the vehicle model and measurements. It adjusts expected vehicle states by assessing the discrepancies between the expected vehicle states and the measurements. The extended Luenberger observer is useful for handling nonlinear behaviors in the system, making it a suitable choice for vehicle models where nonlinearcharacteristics are prominent. A technical benefit of using the extended Luenberger observerDocket No.: [P2023-0477WO01 / P464983PC00] 19 may include enhanced robustness of the vehicle model when the measured lateral motion and the measured individual front wheel speeds are noisy.

[0076] In subsequent paragraphs, other aspects relating to the control unit, the vehicle andthe method are provided.

[0077] The tire explosion occurs at the wheel-end level of the vehicle and imposes highdisturbances at the wheel-end states and lateral states at the vehicle level. Thus, observing such a transient occurrence from different levels is of interest. The aim is to design an observer to be able to capture the dynamical states of these levels and not be under or overdetermined.

[0078] A three-wheel model is presented in FIG. 3. With this model it is possible to addthe wheel speeds of the front axle to the dynamical system of the single-track model. For therear axle, one wheel is kept in the model. Also, instead of the practical slip, the theoretical slipdefinition is used to simplify equations. Alternatively, practical slip may be used in the vehiclemodel. Note that it is assumed that road-wheel angles of the left and right wheels are equal δ11= δ12 = δ. Since the (detector) function will be disabled for rear motion, the absolute value isdropped from the denominator of theoretical slip equations.

[0079] Starting from the continuous domain, the discrete dynamical system of the three-wheel model is derived. Lateral and longitudinal theoretical slips are given by:, +(^ + ^^) sin ^.

[0080] The lateral states are given by:Docket No.: [P2023-0477WO01 / P464983PC00] 20

[0081] The wheel dynamics are given by:

[0082] Assuming linear dependency of lateral and longitudinal stiffness to normal load(^^^ = ^^^^^^, ^^^ = ^^^^^^) and the equal effective rolling radius for left and right wheels(^^^ = ^^^ = ^^), neglecting the rolling resistance moments and considering the followingstates, inputs and outputs of the system:Note that if sensors are available to measure the lateral velocity, the lateral velocity v caninstead be used as the first term in the Y vector.

[0083] The discrete dynamical system will be:Docket No.: [P2023-0477WO01 / P464983PC00] 21

[0084] It should be noted that observing the wheel dynamics only could be strong indicatorto identify the explosion, but the information provided by the three wheel model, which can also be called tricycle or scooter model, may provide more information on the type of disturbances exerted to the vehicle.

[0085] The observer may be an extended Kalman filter or extended Luenberger observer.The measured states are lateral acceleration and yaw rate from IMU, and wheel speeds of the front axle from wheel speed sensors. The measured brake torque applied (pressure applied incase of pneumatic brake system) of front wheels and road-wheel angle (average of right andleft wheel) are the inputs of the system. The output of the system are the four states.

[0086] In some examples, high-pass filtering is applied to the innovation errors of theextended Kalman filter or extended Luenberger observer.

[0087] There is a very high probability of a tire blowout if a high disturbance occurs at thewheel level and the vehicle level at the same time instant.

[0088] FIG. 5A schematically illustrates, in terms of a number of functional units, thecomponents of a control unit 500 according to aspects of the discussions and methods disclosedDocket No.: [P2023-0477WO01 / P464983PC00] 22 herein. This control unit 500 may be comprised in the vehicle 100, e.g., in the form of a vehicle motion management (VMM) function unit configured to perform force allocation and the like. Processing circuitry 510 is provided using any combination of one or more of a suitable central processing unit CPU, multiprocessor, microcontroller, digital signal processor DSP, etc.,capable of executing software instructions stored in a computer program product, e.g., in theform of a storage medium 530. The processing circuitry 510 may further be provided as at leastone application specific integrated circuit ASIC, or field programmable gate array FPGA.

[0089] Particularly, the processing circuitry 510 is configured to cause the control unit 500to perform a set of operations, or steps, such as the methods discussed in connection to FIG.4.For example, the storage medium 530 may store the set of operations, and the processingcircuitry 510 may be configured to retrieve the set of operations from the storage medium 530 to cause the control unit 500 to perform the set of operations. The set of operations may be provided as a set of executable instructions. Thus, the processing circuitry 510 is thereby arranged to execute methods as herein disclosed.

[0090] The storage medium 530 may also comprise persistent storage, which, for example,can be any single one or combination of magnetic memory, optical memory, solid state memory or even remotely mounted memory.

[0091] The control unit 500 may further comprise an interface 5230 for communicationswith at least one external device, such as an electric machine or a gearbox. As such the interface 530 may comprise one or more transmitters and receivers, comprising analogue and digital components and a suitable number of ports for wireline or wireless communication.

[0092] The processing circuitry 510 controls the general operation of the control unit 470,e.g., by sending data and control signals to the interface 520 and the storage medium 830, by receiving data and reports from the interface 520, and by retrieving data and instructions from the storage medium 530. Other components, as well as the related functionality, of the control node are omitted in order not to obscure the concepts presented herein.

[0093] FIG. 5B illustrates a computer readable medium 560 carrying a computer programcomprising program code means 570 for performing, e.g., the methods illustrated in FIG. 4, when said program product is run on a computer. The computer readable medium and the code means may together form a computer program product 550.

[0094] FIG.6 is a schematic diagram of a computer system 600 for implementing examplesdisclosed herein. The computer system 600 is adapted to execute instructions from a computer-Docket No.: [P2023-0477WO01 / P464983PC00] 23 readable medium to perform these and / or any of the functions or processing described herein.The computer system 600 may be connected (e.g., networked) to other machines in a LAN, anintranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 600 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. Accordingly, any reference in the disclosure and / or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuitry, etc., includes reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. For example, a control system may include a single control unit, or a plurality of control units connected or otherwise communicativelycoupled to each other, such that any performed function may be distributed between the controlunits as desired. Further, such devices may communicate with each other or other devices by various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.

[0095] The computer system 600 may comprise at least one computing device or electronicdevice capable of including firmware, hardware, and / or executing software instructions toimplement the functionality described herein. The computer system 600 may includeprocessing circuitry 602 (e.g., processing circuitry including one or more processor devices orcontrol units), a memory 604, and a system bus 606. The computer system 600 may include atleast one computing device having the processing circuitry 602. The system bus 606 providesan interface for system components including, but not limited to, the memory 604 and theprocessing circuitry 602. The processing circuitry 602 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 604. The processing circuitry 602 may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed toperform the functions described herein. The processing circuitry 602 may further includecomputer executable code that controls operation of the programmable device.Docket No.: [P2023-0477WO01 / P464983PC00] 24

[0096] The system bus 606 may be any of several types of bus structures that may furtherinterconnect 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. The memory 604 may be one or more devices for storing data and / or computer code for completing or facilitating methods described herein. The memory 604 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description. The memory 604 may be communicably connected to the processing circuitry 602 (e.g., via a circuit or any other wired, wireless, or network connection) and may includecomputer code for executing one or more processes described herein. The memory 604 mayinclude non-volatile memory 608 (e.g., read-only memory (ROM), erasable programmableread-only memory (EPROM), electrically erasable programmable read-only memory(EEPROM), etc.), and volatile memory 610 (e.g., random-access memory (RAM)), or anyother medium which can be used to carry or store desired program code in the form of machine- executable instructions or data structures and which can be accessed by a computer or othermachine with processing circuitry 602. A basic input / output system (BIOS) 612 may be storedin the non-volatile memory 608 and can include the basic routines that help to transferinformation between elements within the computer system 600.

[0097] The computer system 600 may further include or be coupled to a non-transitorycomputer-readable storage medium such as the storage device 614, which may comprise, forexample, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE orSATA) for storage, flash memory, or the like. The storage device 614 and other drivesassociated with computer-readable media and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, and the like.

[0098] Computer-code which is hard or soft coded may be provided in the form of one ormore modules. The module(s) can be implemented as software and / or hard-coded in circuitry to implement the functionality described herein in whole or in part. The modules may be storedin the storage device 614 and / or in the volatile memory 610, which may include an operatingsystem 616 and / or one or more program modules 618. All or a portion of the examplesdisclosed herein may be implemented as a computer program 620 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium orDocket No.: [P2023-0477WO01 / P464983PC00] 25multiple media), such as the storage device 614, which includes complex programminginstructions (e.g., complex computer-readable program code) to cause the processing circuitry602 to carry out actions described herein. Thus, the computer-readable program code of thecomputer program 620 can comprise software instructions for implementing the functionality of the examples described herein when executed by the processing circuitry 602. In some examples, the storage device 614 may be a computer program product (e.g., readable storage medium) storing the computer program 620 thereon, where at least a portion of a computer program 620 may be loadable (e.g., into a processor) for implementing the functionality of the examples described herein when executed by the processing circuitry 602. The processingcircuitry 602 may serve as a controller or control system for the computer system 600 that is toimplement the functionality described herein.

[0099] The computer system 600 may include an input device interface 622 configured toreceive input and selections to be communicated to the computer system 600 when executinginstructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devicesmay be connected to the processing circuitry 602 through the input deviceinterface 622 coupled to the system bus 606 but can be connected through other interfaces,such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serialport, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer system600 may include an output device interface 624 configured to forward output, such as to adisplay, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)).The computer system 600 may include a communications interface 626 suitable forcommunicating with a network as appropriate or desired.

[0100] The operational actions described in any of the exemplary aspects herein aredescribed to provide examples and discussion. The actions may be performed by hardwarecomponents, may be embodied in machine-executable instructions to cause a processor to perform the actions, or may be performed by a combination of hardware and software. Although a specific order of method actions may be shown or described, the order of the actions may differ. In addition, two or more actions may be performed concurrently or with partial concurrence.

[0101] Example 1: A control unit 130, 140 for detecting a tire explosion in a heavy-dutyvehicle 100, wherein the control unit 130, 140 is configured to integrate a vehicle model forDocket No.: [P2023-0477WO01 / P464983PC00] 26 vehicle dynamic state estimation, and further configured to: obtain vehicle motion control data comprising at least current applied front wheel torques T11, T12and a current road wheel angle δ, determine expected vehicle states based on the vehicle model and the vehicle motioncontrol data, wherein the expected vehicle states comprise: an expected lateral motion v^, a^y, r^,and expected individual front wheel speeds ω^ 11, ω^ 12, obtain a measured lateral motion v, ay, rand measured individual front wheel speeds ω11, ω12 through a vehicle interface 225, wherein the vehicle interface 225 is adapted to connect the control unit 130, 140 to a plurality of vehicle sensors 220, determine discrepancies ev, eay, er, eω11, eω12 between the expectedlateral motion v^, a^y, r^ and the measured lateral motion v, ay, r and between the expectedindividual front wheel speeds ω^ 11, ω^ 12 and the measured individual front wheel speeds ω11,ω12, detect occurrence of a tire explosion in the heavy-duty vehicle 100, by assessing themagnitude of the discrepancies |ev|,|eay|, |er|, |eω11|, |eω12|.

[0102] Example 2: The control unit 130, 140 of example 1, wherein the lateral motioncomprises at least one of lateral velocity v, lateral acceleration ay and yaw rate r.

[0103] Example 3: The control unit 130, 140 of any of examples 1-2, wherein the lateralmotion comprises lateral acceleration ay and yaw rate r, and the control unit 130, 140 isconfigured to detect occurrence of a tire explosion in case a lateral motion condition and awheel speed condition are both satisfied, wherein the lateral motion condition is satisfied incase the magnitude of the discrepancy in lateral acceleration |eay| exceeds a lateralacceleration threshold, or the magnitude of the discrepancy in yaw rate |er| exceeds a yaw ratethreshold, and the wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the first wheel |eω11| exceeds a first wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel |eω12| exceeds a second wheel speed threshold.

[0104] Example 4: The control unit 130, 140 of any of examples 1-2, wherein the lateralmotion comprises lateral velocity v and yaw rate r, and the control unit 130, 140 isconfigured to detect occurrence of a tire explosion in case a lateral condition and a wheelspeed condition are both satisfied, wherein the lateral motion condition is satisfied in case themagnitude of the discrepancy in lateral velocity |ev| exceeds a lateral velocity threshold, orthe magnitude of the discrepancy in yaw rate |er| exceeds a yaw rate threshold, and the wheelspeed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the first wheel |eω11| exceeds a first wheel speed threshold, or the magnitude of theDocket No.: [P2023-0477WO01 / P464983PC00] 27 discrepancy of the wheel speed for the second wheel |eω12| exceeds a second wheel speed threshold.

[0105] Example 5: The control unit 130, 140 of any of examples 1-4, wherein the vehiclemodel is a three-wheel model described by the discrete dynamical system:

[0106] Example 6: The control unit 130,140 of any of example 1-5, wherein the controlunit 130, 140 is further configured to apply an extended Kalman filter or an extendedLuenberger observer to determine the expected vehicle states.

[0107] Example 7: The control unit 130, 140 of any of examples 1-6, wherein the controlunit 130, 140 is further configured to execute, upon occurrence of a tire explosion, a maneuver to ensure vehicle stability and control.

[0108] Example 8: A heavy-duty vehicle 100, comprising: a control unit according to anyof examples 1-7, and a plurality of vehicle sensors 220 for measuring lateral motion v, ay, rand individual front wheel speeds ω11, ω12, wherein the plurality of vehicle sensors 220 areconnected to the control unit 130, 140 via a vehicle interface 225.

[0109] Example 9: The heavy-duty vehicle 100 according to example 8, wherein theplurality of vehicle sensors comprises an IMU for measuring yaw rate r and lateralacceleration ay, and wheel speed sensors for measuring individual wheel speeds ω11, ω12.

[0110] Example 10: The method of any of examples 8-9, wherein the plurality of vehiclesensors 220 comprises at least one of an IMU, an RTK receiver, a camera, a lidar sensor anda radar sensor for measuring lateral velocity v.Docket No.: [P2023-0477WO01 / P464983PC00] 28

[0111] Example 11: A method for detecting a tire explosion in a heavy-duty vehicle 100,the method comprising: defining S1 a vehicle model for vehicle dynamic state estimation,obtaining S2 vehicle motion control data comprising at least a current applied torque T11, T12and a current road wheel angle δ, determining S3 expected vehicle states based on the vehicle model and the vehicle motion control data, wherein the expected vehicle states comprise: anexpected lateral motion v^, a^y, r^, and expected individual front wheel speeds ω^ 11, ω^ 12,measuring S4 vehicle states via a plurality of vehicle sensors 220, wherein the measuredvehicle states comprise a measured lateral motion v, ay, r and measured individual frontwheel speeds ω11, ω12, determining S5 discrepancies ev, eay, er, eω11, eω12 between theexpected lateral motion v^, a^y, r^ and the measured lateral motion v, ay, r and between theexpected individual front wheel speeds ω^ 11, ω^ 12 and the measured individual front wheelspeeds ω11, ω12, detecting S6 occurrence of a tire explosion in the heavy-duty vehicle 100, by assessing the magnitude of the discrepancies |ev|,|eay|, |er|, |eω11|, |eω12|.

[0112] Example 12: The method of example 11, wherein the lateral motion comprises atleast one of lateral velocity v, lateral acceleration ay, and yaw rate r.

[0113] Example 13: The method of any of examples 11-12, wherein the lateral motioncomprises lateral acceleration ay and yaw rate r, and occurrence of a tire explosion is detectedin case a lateral motion condition and a wheel speed condition are both satisfied, wherein thelateral motion condition is satisfied in case the magnitude of the discrepancy in lateralacceleration |eay| exceeds a lateral acceleration threshold, or the magnitude of the discrepancyin yaw rate |er| exceeds a yaw rate threshold, and the wheel speed condition is satisfied incase the magnitude of the discrepancy in the wheel speed for the first wheel |eω11| exceeds afirst wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel |eω12| exceeds a second wheel speed threshold.

[0114] Example 14: The method of any of examples 11-12, wherein the lateral motioncomprises lateral velocity v and yaw rate r, and occurrence of a tire explosion is detected incase a lateral condition and a wheel speed condition are both satisfied, wherein the lateralmotion condition is satisfied in case the magnitude of the discrepancy in lateral velocity |ev| exceeds a lateral velocity threshold, or the magnitude of the discrepancy in yaw rate |er| exceeds a yaw rate threshold, and the wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the first wheel |eω11| exceeds a first wheel speedDocket No.: [P2023-0477WO01 / P464983PC00] 29 threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel |eω12| exceeds a second wheel speed threshold.

[0115] Example 15: The method of any of examples 11-14, wherein the vehicle model isa three-wheel model described by the discrete dynamical system:

[0116] Example 16: The method of any of examples 11-15, wherein determining S3expected vehicle states comprises applying an extended Kalman filter or an extendedLuenberger observer to determine the expected vehicle state

[0117] Example 17: The method of any of examples 11-16, wherein the plurality ofvehicle sensors 220 comprises an IMU, for measuring yaw rate r and lateral acceleration ay,and wheel speed sensors for measuring individual wheel speeds ω11, ω12.

[0118] Example 18: The method of any of examples 11-16, wherein the plurality ofvehicle sensors 220 comprises at least one of an IMU, an RTK receiver, a camera, a lidarsensor and a radar sensor for measuring lateral velocity v.

[0119] Example 19: A computer program (550) comprising program code means forperforming the steps of any of examples 11-18 when said program is run on a computer or on processing circuitry (510) of a control unit (130, 140).

[0120] Example 20: A computer readable medium 560 carrying a computer program 570comprising program code means for performing the steps of any of examples 11-18 when said program product is run on a computer or on processing circuitry 510 of a control unit 130, 140.Docket No.: [P2023-0477WO01 / P464983PC00] 30

[0121] The terminology used herein is for the purpose of describing particular aspectsonly and is not intended to be limiting of the disclosure. As used herein, the singular forms"a," "an," and "the" are intended to include the plural forms as well, unless the context clearlyindicates otherwise. As used herein, the term "and / or" includes any and all combinations ofone or more of the associated listed items. It will be further understood that the terms"comprises," "comprising," "includes," and / or "including" when used herein specify the presence of 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.

[0122] It will be understood that, although the terms first, second, etc., may be usedherein to describe various elements, these elements should not be limited by these terms.These terms are only used to distinguish one element from another. For example, a firstelement could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0123] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal"or "vertical" may be used herein to describe a relationship of one element to another elementas illustrated in the Figures. It will be understood that these terms and those discussed aboveare intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to theother element, or intervening elements may be present. In contrast, when an element isreferred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[0124] Unless otherwise defined, all terms (including technical and scientific terms) usedherein have the same meaning as commonly understood by one of ordinary skill in the art towhich this disclosure belongs. It will be further understood that terms used herein should beinterpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0125] It is to be understood that the present disclosure is not limited to the aspectsdescribed above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure andDocket No.: [P2023-0477WO01 / P464983PC00] 31appended claims. In the drawings and specification, there have been disclosed aspects forpurposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Claims

Docket No.: [P2023-0477WO01 / P464983PC00] 32 CLAIMS 1. A control unit (130, 140) for detecting a tire explosion in a heavy-duty vehicle (100), wherein the control unit (130, 140) is configured to integrate a vehicle model for vehicle dynamic state estimation, and further configured to: obtain vehicle motion control data comprising at least current applied front wheel torques (T11, T12) and a current road wheel angle (δ), determine expected vehicle states based on the vehicle model and the vehicle motioncontrol data, wherein the expected vehicle states comprise: an expected lateral motion (v^, a^y,r^), and expected individual front wheel speeds (ω^ 11, ω^ 12),obtain a measured lateral motion (v, ay, r) and measured individual front wheel speeds (ω11, ω12) through a vehicle interface (225), wherein the vehicle interface (225) is adapted toconnect the control unit (130, 140) to a plurality of vehicle sensors (220),determine discrepancies (ev, eay, er, eω11, eω12) between the expected lateral motion (v^, a^y, r^) and the measured lateral motion (v, ay, r) and between the expected individual frontwheel speeds (ω^ 11, ω^ 12) and the measured individual front wheel speeds (ω11, ω12),detect occurrence of a tire explosion in the heavy-duty vehicle (100), by assessing the magnitude of the discrepancies (|ev|,|eay|, |er|, |eω11|, |eω12|).

2. The control unit (130, 140) of claim 1, wherein the lateral motion comprises at leastone of lateral velocity (v), lateral acceleration (ay) and yaw rate (r).

3. The control unit (130, 140) of any of claims 1-2, wherein the lateral motion compriseslateral acceleration (ay) and yaw rate (r), and the control unit 130, 140 is configured to detectoccurrence of a tire explosion in case a lateral motion condition and a wheel speed condition are both satisfied, whereinDocket No.: [P2023-0477WO01 / P464983PC00] 33 the lateral motion condition is satisfied in case the magnitude of the discrepancy inlateral acceleration (|eay|) exceeds a lateral acceleration threshold, or the magnitude of thediscrepancy in yaw rate (|er|) exceeds a yaw rate threshold, andthe wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the first wheel (|eω11|) exceeds a first wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel (|eω12|) exceeds a second wheel speed threshold.

4. The control unit (130, 140) of any of claims 1-2, wherein the lateral motion compriseslateral velocity (v) and yaw rate (r), and the control unit 130, 140 is configured to detectoccurrence of a tire explosion in case a lateral condition and a wheel speed condition are both satisfied, wherein the lateral motion condition is satisfied in case the magnitude of the discrepancy inlateral velocity (|ev|) exceeds a lateral velocity threshold, or the magnitude of the discrepancyin yaw rate (|er|) exceeds a yaw rate threshold, andthe wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the first wheel (|eω11|) exceeds a first wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel (|eω12|) exceeds a second wheel speed threshold.

5. The control unit (130, 140) of any of claims 1-4, wherein the vehicle model is a three-wheel model described by the discrete dynamical system:Docket No.: [P2023-0477WO01 / P464983PC00] 346. The control unit (130,140) of any of claim 1-5, wherein the control unit (130, 140) isfurther configured to apply an extended Kalman filter or an extended Luenberger observer todetermine the expected vehicle states.

7. The control unit (130, 140) of any of claims 1-6, wherein the control unit 130, 140 isfurther configured to execute, upon occurrence of a tire explosion, a maneuver to ensure vehiclestability and control.

8. A heavy-duty vehicle (100), comprising: a control unit according to any of claims 1-7, and aplurality of vehicle sensors (220) for measuring lateral motion (v, ay, r) andindividual front wheel speeds (ω11, ω12), wherein the plurality of vehicle sensors (220) are connected to the control unit (130, 140) via a vehicle interface (225).

9. The heavy-duty vehicle (100) according to claim 8, wherein the plurality of vehicle sensors comprises an IMU for measuring yaw rate (r) and lateral acceleration (ay), and wheel speed sensors for measuring individual wheel speeds (ω11, ω12).

10. The method of any of claims 8-9, wherein the plurality of vehicle sensors (220)comprises at least one of an IMU, an RTK receiver, a camera, a lidar sensor and a radar sensorfor measuring lateral velocity (v).

11. A method for detecting a tire explosion in a heavy-duty vehicle (100), the method comprising: defining (S1) a vehicle model for vehicle dynamic state estimation,Docket No.: [P2023-0477WO01 / P464983PC00] 35 obtaining (S2) vehicle motion control data comprising at least a current applied torque (T11, T12) and a current road wheel angle (δ), determining (S3) expected vehicle states based on the vehicle model and the vehiclemotion control data, wherein the expected vehicle states comprise: an expected lateral motion(v^, a^y, r^), and expected individual front wheel speeds (ω^ 11, ω^ 12),measuring (S4) vehicle states via a plurality of vehicle sensors (220), wherein the measured vehicle states comprise a measured lateral motion (v, ay, r) and measured individual front wheel speeds (ω11, ω12), determining (S5) discrepancies (ev, eay, er, eω11, eω12) between the expected lateral motion (v^, a^y, r^) and the measured lateral motion (v, ay, r) and between the expectedindividual front wheel speeds (ω^ 11, ω^ 12) and the measured individual front wheel speeds(ω11, ω12), detecting (S6) occurrence of a tire explosion in the heavy-duty vehicle (100), byassessing the magnitude of the discrepancies (|ev|,|eay|, |er|, |eω11|, |eω12|).

12. The method of claim 11, wherein the lateral motion comprises at least one of lateralvelocity (v), lateral acceleration (ay), and yaw rate (r).

13. The method of any of claims 11-12, wherein the lateral motion comprises lateralacceleration (ay) and yaw rate (r), and occurrence of a tire explosion is detected in case a lateralmotion condition and a wheel speed condition are both satisfied, wherein the lateral motion condition is satisfied in case the magnitude of the discrepancy inlateral acceleration (|eay|) exceeds a lateral acceleration threshold, or the magnitude of thediscrepancy in yaw rate (|er|) exceeds a yaw rate threshold, andthe wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the first wheel (|eω11|) exceeds a first wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel (|eω12|) exceeds a second wheel speed threshold.Docket No.: [P2023-0477WO01 / P464983PC00] 3614. The method of any of claims 11-12, wherein the lateral motion comprises lateralvelocity (v) and yaw rate (r), and occurrence of a tire explosion is detected in case a lateralcondition and a wheel speed condition are both satisfied, wherein the lateral motion condition is satisfied in case the magnitude of the discrepancy inlateral velocity (|ev|) exceeds a lateral velocity threshold, or the magnitude of the discrepancyin yaw rate (|er|) exceeds a yaw rate threshold, andthe wheel speed condition is satisfied in case the magnitude of the discrepancy in the wheel speed for the first wheel (|eω11|) exceeds a first wheel speed threshold, or the magnitude of the discrepancy of the wheel speed for the second wheel (|eω12|) exceeds a second wheel speed threshold.

15. The method of any of claims 11-14, wherein the vehicle model is a three-wheel modeldescribed by the discrete dynamical system:

16. The method of any of claims 11-15, wherein determining (S3) expected vehicle statescomprises applying an extended Kalman filter or an extended Luenberger observer todetermine the expected vehicle states.Docket No.: [P2023-0477WO01 / P464983PC00] 37 17. The method of any of claims 11-16, wherein the plurality of vehicle sensors (220) comprises an IMU, for measuring yaw rate (r) and lateral acceleration (ay), and wheel speed sensors for measuring individual wheel speeds (ω11, ω12).

18. The method of any of claims 11-16, wherein the plurality of vehicle sensors (220)comprises at least one of an IMU, an RTK receiver, a camera, a lidar sensor and a radarsensor for measuring lateral velocity (v).

19. A computer program (550) comprising program code means for performing the steps of any of claims 11-18 when said program is run on a computer or on processing circuitry (510) of a control unit (130, 140).

20. A computer readable medium (560) carrying a computer program (570) comprising program code means for performing the steps of any of claims 11-18 when said programproduct is run on a computer or on processing circuitry (510) of a control unit (130, 140).

Images