Determine vehicle status using a suspension arrangement

Abstract

A computer system (700) comprising processing circuitry (702) configured to handle a suspension arrangement (30) of a vehicle (1) is provided. The processing circuitry (702) is configured to, based on sensor data from sensors (20), estimate a first longitudinal wheel motion of at least one wheel (12). The processing circuitry (702) is configured to, based on a first function, trigger the suspension arrangement (30) to apply a first load (11) affecting one or more axles (10). The processing circuitry (702) is configured to, based on sensor data from the sensors (20), estimate a second longitudinal wheel motion of the at least one wheel (12). The processing circuitry (702) is configured to, based on the first load (11), the first and the second longitudinal wheel motion, determine vehicle status information of the vehicle (1), indicative of tire, and / or a status of the suspension arrangement (30) and / or the sensors (20).

Description

DETERMINE VEHICLE STATUS USING A SUSPENSION ARRANGEMENTTECHNICAL FIELD

[0001] The disclosure relates generally to determine a vehicle status. In particular aspects, the disclosure relates to determining the vehicle status using a suspension arrangement, wherein the vehicle status relates to one or more tire parameters and / or an operational status of the suspension arrangement and / or vehicle sensors. The disclosure can be applied to heavy-duty vehicles, such as trucks, buses, and construction equipment, among other vehicle types. Although the disclosure may be described with respect to a particular vehicle, the disclosure is not restricted to any particular vehicle.BACKGROUND

[0002] To manage a vehicle, and its motion it is essential to accurately assess a status of the vehicle, for example, it may be needed to determine vehicle status parameters, and it may be needed to determine whether components of the vehicle are functioning properly.

[0003] Some parameters such as tire-road friction coefficients, and tire stiffness are critical for functions that rely on vehicle models such as for motion estimation, motion prediction, and motion coordination. These functions calculate, for example, maximum wheel forces, also referred to as tire grip margins or tire grip limits, which are calculated with the tire-road friction coefficient multiplied by a normal load. As another example, these functions calculate longitudinal and lateral tire forces using cornering stiffness and longitudinal stiffness, etc. These parameters are difficult to estimate, and typically involve passive estimation methods that require to wait until some maneuvers are performed, such as hard braking or hard acceleration, to reach forces close to the grip limit to ensure accurate estimates, and / or may use computational demanding tools not always available, e.g., using Artificial Intelligence (Al) and Machine Learning (ML) to estimate them.

[0004] To determine whether components of the vehicle are functioning properly is difficult and generally may need manual inspection as only complete failures of components can typically be detected by automated systems.

[0005] Hence, there is an aim to more efficiently determine a vehicle status.SUMMARY

[0006] According to a first aspect of the disclosure, a computer system comprising processing circuitry configured to handle a suspension arrangement of a vehicle is provided.

[0007] The processing circuitry is configured to obtain from a set of sensors of the vehicle, first sensor data. The first sensor data is indicative of a first wheel motion of wheels of the vehicle.

[0008] The processing circuitry is configured to estimate a first longitudinal wheel motion of at least one wheel of the vehicle based on the first sensor data.

[0009] The processing circuitry is configured to, subsequent to estimating the first longitudinal wheel motion, trigger the suspension arrangement to apply a first load affecting one or more axles of the vehicle. The first load is applied based on a first function.

[0010] The processing circuitry is configured to, in response to triggering to apply the first load, obtain from the set of sensors of the vehicle, second sensor data. The second sensor data is indicative of a second wheel motion of the wheels of the vehicle.

[0011] The processing circuitry is configured to estimate a second longitudinal wheel motion of the at least one wheel based on the second sensor data.

[0012] The processing circuitry is configured to, based on the first load, the first longitudinal wheel motion and the second longitudinal wheel motion, determine vehicle status information of the vehicle.

[0013] The vehicle status information is indicative of one or more tire parameters of the at least one wheel. Additionally or alternatively, the vehicle status information is indicative of an operational status of the suspension arrangement and / or the set of sensors.

[0014] The first aspect of the disclosure may seek to efficiently determine vehicle status of the vehicle.

[0015] A technical benefit may include more efficient determination of vehicles status information. This is since the vehicle status information is efficiently determined based on the first load and the first and second longitudinal wheel motion.

[0016] Since the first load is applied based on the first function, a corresponding effect of the first function should be observed in the second longitudinal wheel motion as compared to the first longitudinal wheel motion. If the corresponding effect is not observed or if the effect is distorted, the one or more sensors and / or the suspension arrangement may be determined to be faulty as part of the operational status. If the corresponding effect is observed, the one ormore sensors and / or the suspension arrangement may be determined to be functioning properly as part of the operational status. Furthermore, based on the measurements on how the first load affects the longitudinal wheel motion, tire parameters may be determined. This is since the difference in longitudinal wheel motion caused by vertical loads affecting the one or more axles at least partly defines tire parameters such as a friction coefficient and tire stiffness.

[0017] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to determine whether a vehicle stability condition of the vehicle is fulfilled based on the first longitudinal wheel motion. In these examples, the processing circuitry is configured to trigger the suspension arrangement to apply the first load in response to that the vehicle stability condition is determined to be fulfilled.

[0018] A technical benefit may include improved stability of the vehicle as it is ensured that the vehicle status is only determined when the vehicle is stable.

[0019] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to determine whether the vehicle stability condition of the vehicle is fulfilled further based on the first function and / or the first load.

[0020] A technical benefit may include improved stability of the vehicle as it is ensured that the vehicle status is only determined when it is possible if it is determined that the first load or first function would not lead to an unstable vehicle.

[0021] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to obtain suspension capabilities of the suspension arrangement. The suspension capabilities is indicative of at least one vertical load that can be applied to the one or more axles. In these examples, the processing circuitry is further configured to determine the first load based on the obtained suspension capabilities.

[0022] A technical benefit may include improved vehicle status determination as only loads that actually can be applied by the suspension arrangement is ensured to be used.

[0023] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to, in response to triggering to apply the first load to the one or more axles, estimate or determine an actual load as applied by the first load on the one or more axles. In these examples, the actual load is estimated or determined based on third sensor data indicative of a load and / or motion of the one or more axles, and / or one or more suspension parameters indicative of a status and / or actuation of the suspensionarrangement. In these examples, the processing circuitry is configured to determine the vehicle status information of the vehicle based on the estimated or determined actual load as applied by the first load on the one or more axles.

[0024] A technical benefit may include a more accurate determination of the vehicle status. This is since there may be a difference between the load actually applied and the first load triggered to be applied. The difference may indicate a fault as part of the status information, e.g., a faulty suspension arrangement.

[0025] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to determine the vehicle status information by being configured to determine the one or more tire parameters based on a predefined tire model. In these examples, the predefined tire model defines the one or more tire parameters to be based on a function of one or more reference loads applied to the one or more axles with respect to one or more reference longitudinal motions of the wheels of the vehicle.

[0026] A technical benefit may include a more improved accuracy of determining the one or more tire parameters. This is since the one or more tire parameters may efficiently and accurately be determined using the predefined tire model, e.g., based on similar reference loads and motions.

[0027] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to determine the one or more tire parameters based on a curve estimation according to the predefined tire model. In these examples, the processing circuitry is configured to estimate the curve based on a change in load of the one or more axles caused by the first load and based on a corresponding change in longitudinal wheel motion according to the difference between the first longitudinal wheel motion and the second longitudinal wheel motion.

[0028] A technical benefit may include improved accuracy of determining the one or more tire parameters. This is since the one or more tire parameters may efficiently be determined by curve fitting the first and second longitudinal wheel motion and the first load to estimate the curve, which curve may further indicate the one or more tire parameters.

[0029] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to iteratively apply one or more subsequent vertical loads to the one or more axles and to measure corresponding one or more subsequent longitudinal wheel motions of the wheels of the vehicle. In these examples, the processingcircuitry is further configured to determine the one or more tire parameters by estimating the curve based on the one or more subsequent vertical loads and the corresponding one or more subsequent longitudinal wheel motions.

[0030] A technical benefit may include improved accuracy of determining the one or more tire parameters. This is since the one or more tire parameters may efficiently be determined by multiple measurements and may further accurately perform curve fitting, wherein the subsequent vertical loads and subsequent longitudinal wheel motions improves accuracy of the curve fitting.

[0031] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to determine the one or more tire parameters by deriving the one or more tire parameters from attributes of the estimated curve. The slope may indicate a tire stiffness and maximum / minimum of the curve may indicate a friction.

[0032] A technical benefit may include improved accuracy of determining the tire parameters.

[0033] Optionally in some examples, including in at least one preferred example, the one or more tire parameters comprises a tire-road friction coefficient and / or a tire stiffness of the at least one wheel.

[0034] A technical benefit may include a more flexible manner of determining the vehicle status.

[0035] Optionally in some examples, including in at least one preferred example, the first longitudinal wheel motion comprises a first longitudinal wheel slip or a first wheel speed. In these examples, the second longitudinal wheel motion, in a manner corresponding to the first longitudinal wheel motion, comprises a second longitudinal wheel slip or a second wheel speed.

[0036] A technical benefit may include a more flexible manner to determine the vehicle status. This is since both wheel speed and longitudinal wheel slip may be used for the determination.

[0037] Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to determine the operational status of the suspension arrangement by determining whether or not any one or more out of the following effects of applying the first load can be detected.

[0038] Effect A: The first load corresponds to one or more suspension parameters indicative of a status and / or actuation expected of the suspension arrangement when applying the first load.

[0039] Effect B: The second longitudinal wheel motion and / or a change in the longitudinal wheel motion between the first longitudinal wheel motion and the second longitudinal wheel motion, corresponds to the first function.

[0040] A technical benefit may include improved determination of whether or not any one or more out of the following effects of applying the first load can be detected.

[0041] This is since the Effects A and B and their combinations may indicate different status of the vehicle.

[0042] According to a second aspect of the disclosure, a vehicle comprising a set of sensors, wheels, a suspension arrangement, and the computer system according to the first aspect is provided.

[0043] A technical benefit corresponds to the technical benefit(s) of the first aspect.

[0044] According to a third aspect of the disclosure, a computer-implemented method for handling a suspension arrangement of a vehicle is provided.

[0045] The method comprises: by processing circuitry of a computer system, obtaining from a set of sensors of the vehicle, first sensor data indicative of a first wheel motion of wheels of the vehicle, and estimating a first longitudinal wheel motion of at least one wheel of the vehicle based on the first sensor data.

[0046] The method comprises: by the processing circuitry, subsequent to estimating the first longitudinal wheel motion, based on a first function, triggering the suspension arrangement to apply a first load affecting one or more axles of the vehicle.

[0047] The method comprises: by the processing circuitry, in response to triggering to apply the first load, obtaining from the set of sensors of the vehicle, second sensor data indicative of a second wheel motion of the wheels of the vehicle, and estimating a second longitudinal wheel motion of the at least one wheel based on the second sensor data.

[0048] The method comprises: by the processing circuitry, based on the first load, the first longitudinal wheel motion and the second longitudinal wheel motion, determining vehicle status information of the vehicle.

[0049] The vehicle status information is indicative of one or more tire parameters of the at least one wheel, and / or indicative of an operational status of the suspension arrangement and / or the set of sensors.

[0050] A technical benefit corresponds to the technical benefit(s) of the first aspect.

[0051] Optionally in some examples, including in at least one preferred example, the method comprises: by the processing circuitry, determining whether a vehicle stability condition of the vehicle is fulfilled based on the first longitudinal wheel motion In these examples, triggering the suspension arrangement to apply the first load is triggered in response to that the vehicle stability condition is determined to be fulfilled.

[0052] Optionally in some examples, including in at least one preferred example, the method comprises: by the processing circuitry, in response to triggering to apply the first load to the one or more axles, estimating or determining an actual load as applied by the first load on the one or more axles.

[0053] In these examples, estimating or determining the actual load is based on:- third sensor data indicative of a load and / or motion of the one or more axles, and / or- one or more suspension parameters indicative of a status and / or actuation of the suspension arrangement.

[0054] In these examples, determining the vehicle status information of the vehicle is further based on the estimated or determined actual load.

[0055] Optionally in some examples, including in at least one preferred example, the method comprises: by the processing circuitry, obtaining suspension capabilities of the suspension arrangement. In these examples, the suspension capabilities is indicative of at least one vertical load that can be applied to the one or more axles.

[0056] In these examples, the method comprises: by the processing circuitry, determining the first load based on the obtained suspension capabilities.

[0057] Optionally in some examples, including in at least one preferred example, the one or more tire parameters comprises a tire-road friction coefficient and / or a tire stiffness of the at least one wheel.

[0058] The disclosed aspects, examples (including any preferred examples), and / or accompanying 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 to those skilled in the art or recognized by practicing the disclosure as described herein.

[0059] 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

[0060] Examples are described in more detail below with reference to the appended drawings.

[0061] FIG. 1 is an exemplary vehicle and computer system according to an example.

[0062] FIG. 2 is a flow chart of a method according to an example.

[0063] FIG. 3 is a line diagram according to an example.

[0064] FIGS. 4a-b are line diagrams illustrating example scenarios.

[0065] FIG. 5 is a flow chart of an exemplary method according to an example.

[0066] FIG. 6 is another view of FIG. 1, according to an example.

[0067] FIG. 7 is a schematic diagram of an exemplary computer system for implementing examples disclosed herein, according to an example.DETAILED DESCRIPTION

[0068] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0069] Examples herein relate to determining vehicle status, typically related to a coordination of actuators in an active suspension arrangement for estimation of important tire parameters.

[0070] In particular examples herein, ‘auxiliary input signals’ are used, which will be referred to as a first load of a first function in examples herein. The auxiliary input signals may be used as the control inputs to an active suspension arrangement. Auxiliary inputs may include signals such as triangle, half triangle or ramp, sine, half sine, and nonlinear shapes such that it has an impact, e.g., a linear impact, in a normalized longitudinal force of a wheel or axle, e.g., determined by Fx / Fz, where Fx in a longitudinal force e.g., a longitudinalmotion such as propulsion and / or braking, and Fz is a normal force, e.g., a vertical or partly vertical load, subject to the effect of the auxiliary inputs such as by extending and / or compressing suspension in a vehicle.

[0071] The magnitude of the auxiliary inputs may be small, and this is mainly suitable to estimate tire parameters like tire stiffness, or it may have a larger magnitude, to estimate more accurately a tire-road friction coefficient.

[0072] The auxiliary input signals may be added to active suspension control inputs as will be discussed in examples herein, such as in a vehicle or axle roll angle demand, vehicle pitch demand, and heave of the wheels. The effect of applying the auxiliary input signals in the active suspension system is a change in the normal loads at the wheels and axles, which changes a distribution of the vehicle weight, such that it may be used to estimate parameters such as tire-road friction coefficients, and tire stiffness. Note that this will have no impact, or minimal impact, in the wheels longitudinal and lateral forces.

[0073] Finally, the same auxiliary inputs may further be used for fault diagnosis by observing certain effects of applying the auxiliary input signals.

[0074] FIG. 1 is an exemplary vehicle 1 and computer system 700 comprising a processing circuitry 702 according to an example.

[0075] The vehicle 1 comprises one or more axles 10. In FIG. 1, as a non-limiting example, one front axle and two rear drive axles are exemplified as the one or more axles 10, however, fewer or more axles may also apply to examples herein.

[0076] The vehicle 1 comprises wheels 12 attached to the one or more axles 10.

[0077] The wheels 12 comprise tires, which are associated with tire parameters determined in some examples herein.

[0078] The vehicle 1 may be any suitable vehicle, e.g., a car, a bus, a truck, or any heavy duty vehicle.

[0079] The vehicle 1 may be a combination vehicle, e.g., comprising any suitable number of vehicle units such as a tractor and one or more trailers and possibly dollies.

[0080] The vehicle 1 may comprise passengers and / or drivers.

[0081] The vehicle 1 may be manually driven or may be an autonomously driven vehicle.

[0082] The vehicle 1 comprises a suspension arrangement 30. The suspension arrangement 30 may be able to provide vertical or at least partly vertical loads on the one or more axles 10.

[0083] The suspension arrangement 30 may be an active suspension arrangement, e.g., part of a Vehicle Motion Management (VMM) system, wherein the suspension arrangement 30 may be requested to supply its capabilities, e.g., how it may apply loads to the one or more axles 10 and / or the suspension arrangement 30 may be triggered to apply loads to the one or more axles 10.

[0084] The vehicle 1 comprises a set of sensors 20, e.g., including any suitable sensors, which may be used to measure any suitable parameter of examples herein. For example, the set of sensors 20 may comprises any suitable sensors for measuring longitudinal motions 15 of one or more wheels of the wheels 12 such as wheel speed or longitudinal wheel slip. In other words, the set of sensors 20 may comprise wheel speed sensors which may be used to measure wheel speed or to estimate wheel slip, e.g., together with a vehicle speed sensor and / or by comparing wheel speed relative to the other wheels in the wheels 12.

[0085] As will further be discussed in examples herein, the suspension arrangement 30 may be triggered to apply a first load 11 to the vehicle 1 such that it affects the one or more axles 10. The first load 11 may be applied based on a first function. The first function may be any suitable function of time such as a sinus wave, a ramp function, a linear function, pulse, triangle, half triangle, half sine, and nonlinear shapes, etc. In other words, the first function may describe how the first load 11 shall be applied over time, the first function may describe its amplitude over time, e.g., how much a force shall be applied to the one or more axles 10, and / or how much a suspension shall be compressed or extended, etc.

[0086] In examples herein, the first load 11 may be applied to one axle, or one wheel end of the wheels 12, or over multiple axles and / or wheel ends concurrently.

[0087] The first function may preferably be a function with a pattern easily detectable, e.g., when seen affecting other parameters such as the longitudinal motions 15.

[0088] Examples herein may be performed by the computer system 700 and / or the processing circuitry 702 therein.

[0089] The computer system 700 and / or the processing circuitry 702 therein may be part of an Electronic Control Unit (ECU) located in the vehicle, or may be located remotely, e.g., as part of a server or cloud service.

[0090] The computer system 700 and / or the processing circuitry 702 therein may be electronically connected to the set of sensors 20 and / or the suspension arrangement 30 suchthat the computer system 700 and / or the processing circuitry 702 may control the set of sensors 20 and / or the suspension arrangement 30, or request any suitable information.

[0091] FIG. 2 is a flow chart of a method for handling the suspension arrangement 30 of the vehicle 1. The method may be performed by the computer system 700 and / or the processing circuitry 702 therein. The method may comprise the following actions, which may be taken in any suitable order. Optional actions are indicated in FIG. 2 with dashed boxes.

[0092] Action 201

[0093] The method comprises obtaining from the set of sensors 20 of the vehicle 1, first sensor data indicative of a first wheel motion of wheels 12 of the vehicle 1.

[0094] The first sensor data may be rotational speed of the wheels 12, and / or may further comprise vehicle speed of the vehicle 1, e.g., for measuring wheel slip.

[0095] Action 202

[0096] The method comprises estimating a first longitudinal wheel motion of at least one wheel 12 of the vehicle 1 based on the first sensor data.

[0097] The first longitudinal wheel motion may comprise a first longitudinal wheel slip or a first wheel speed.

[0098] The first longitudinal wheel slip may be estimated based on wheel speed of the at least one wheel in relation to other wheels or in relation to the vehicle speed.

[0099] Action 203

[0100] In some examples, the method comprises, determining whether a vehicle stability condition of the vehicle 1 is fulfilled based on the first longitudinal wheel motion.

[0101] In some examples, determining whether the vehicle stability condition of the vehicle 1 is fulfilled may further be based on the first function and / or the first load 11.

[0102] In other words, it may be sufficient to determine if the vehicle is currently stable or unstable, or alternatively also take into account when applying the first load 11.

[0103] Action 204

[0104] In some examples, the method comprises, obtaining suspension capabilities of the suspension arrangement 30. The suspension capabilities may be indicative of at least one load that can be applied to the one or more axles 10, e.g., a normal load such as a vertical or partly vertical load by compressing or extending one or more suspensions of the suspension arrangement.

[0105] Action 205

[0106] In some examples, the method comprises determining the first load 11 based on the obtained suspension capabilities, e.g., such as limiting the first load 11 based on the obtained suspension capabilities.

[0107] In some examples, the first load 11 is determined or predetermined based on the first function.

[0108] Typically the first function is static, but may be reconfigured to provide a different first load 11.

[0109] In some examples, the first function comprises a function of time defining application of the first load 11 and / or one or more subsequent loads, over a set period of time.

[0110] In some examples, the first load 11 is determined to use a set load limited e.g., limited by the suspension capabilities. If the method is iterated, the first load 11 may be iterated with different loads per iteration such as to reveal different measurements or relationships, e.g., based on a predetermined algorithm of how much of the available suspension capabilities to use for the first load 11 per iteration.[OHl] Action 206

[0112] The method comprises, subsequent to estimating the first longitudinal wheel motion, e.g., as in action 202, based on the first function, triggering the suspension arrangement 30 to apply the first load 11 affecting one or more axles 10 of the vehicle 1.

[0113] In some examples, triggering the suspension arrangement 30 to apply the first load 11 is triggered in response to that the vehicle stability condition is determined to be fulfilled, e.g., as determined in action 203.

[0114] The first load 11 may be applied as an auxiliary signal to any suitable suspension control mechanism of the suspension arrangement, e.g., such as in a vehicle or axle roll angle demand, vehicle pitch demand, and heave of the wheels 12.

[0115] This means that in some examples, the first load 11 may be applied using the first function on any one or more suitable suspensions, to extend and / or compress suspensions of the vehicle 1 to achieve a roll, pitch or heave, in accordance with the first function. Alternatively, the first load 11 may be applied independently to any one or more suspensions in the suspension arrangement, e.g., as compression or extension of the suspensions.

[0116] Action 207

[0117] In some examples, the method comprises, in response to triggering to apply the first load 11 to the one or more axles 10, e.g., as in action 206, estimating or determining an actual load as applied by the first load 11 on the one or more axles 10.

[0118] Estimating or determining the actual load may be based on:- third sensor data indicative of a load and / or motion of the one or more axles 10, and / or- one or more suspension parameters indicative of a status and / or actuation of the suspension arrangement 30.

[0119] Action 208

[0120] The method comprises, in response to triggering to apply the first load 11, e.g., as in action 206, obtaining from the set of sensors 20 of the vehicle 1, second sensor data indicative of a second wheel motion of the wheels 12 of the vehicle 1.

[0121] The second sensor data may be rotational speed of the wheels 12, and / or may further comprise vehicle speed of the vehicle 1, e.g., for measuring wheel slip.

[0122] Action 209

[0123] The method comprises estimating a second longitudinal wheel motion of the at least one wheel 12 based on the second sensor data.

[0124] The second longitudinal wheel motion may comprise, corresponding to the first longitudinal wheel motion, a second longitudinal wheel slip or a second wheel speed.

[0125] The second longitudinal wheel slip may be estimated based on wheel speed of the at least one wheel in relation to other wheels or in relation to the vehicle speed.

[0126] Action 210

[0127] The method comprises, based on the first load 11, the first longitudinal wheel motion and the second longitudinal wheel motion, determining vehicle status information of the vehicle 1.

[0128] Based on the first load 11 in action 210 may mean directly based on the first load 11 as indicated to be triggered, or based on a measured or estimated actual load caused by triggering the first load 11, e.g., by a load estimating device of the suspension arrangement, or based on a previously estimated or recorded load, e.g., measured or estimated, associated with triggering the first load 11.

[0129] The vehicle status information is indicative of one or more tire parameters of the at least one wheel 12, and / or indicative of an operational status of the suspension arrangement 30 and / or the set of sensors 20.

[0130] The one or more tire parameters may comprise a tire-road friction coefficient and / or a tire stiffness of the at least one wheel 12.

[0131] This may be performed since the first load 11 may in some examples affect both a normalized longitudinal force of the vehicle 1, i.e., longitudinal force Fx / normal or vertical force Fz, as well as the longitudinal wheel motion of the at least one wheel 12. The relationship in the change may further be mapped to tire parameters e.g., using a predefined model which will be further explained in the below.

[0132] In some examples, determining the vehicle status information comprises determining the one or more tire parameters based on a predefined tire model which defines the one or more tire parameters to be based on a function of one or more reference loads applied to the one or more axles 10 with respect to one or more reference longitudinal motions of the wheels 12 of the vehicle 1.

[0133] In some examples, determining the vehicle status information comprises determining the one or more tire parameters based on a curve estimation according to the predefined tire model.

[0134] In some examples, determining the vehicle status information comprises estimating the curve based on a change in load of the one or more axles 10 caused by the first load 11 and based on a corresponding change in longitudinal wheel motion according to the difference between the first longitudinal wheel motion and the second longitudinal wheel motion.

[0135] In other words, the curve may correspond to a tire model, which indicates tire parameters.

[0136] The curve may be based on a load axis, e.g., a normalized longitudinal force Fx / Fz.

[0137] Fx is a longitudinal force obtained by any suitable manner by actuation and / or by measurements, e.g., by use of a service brake, by an electric machine such as an in-wheel motor, or by an electric motor of an e-axle of the vehicle 1, or by a combustion engine of the vehicle 1.

[0138] Fz may be obtained by the applied first load 11 and optionally using an initial operating point to which the first load 11 is applied.

[0139] The initial operating point may be a measured or estimated value of a normalized longitudinal Fx / Fz force before adding the first load 11. The Fx value may be calculated in acontrol allocation or motion coordination function, based on a motion request e.g., from a driver such as a longitudinal acceleration request. The Fz value may be estimated using a dynamic normal load such as by considering load transfer while the vehicle 1 is in motion, and the suspension arrangement 30 acting to achieve a comfort or stability target. The Fz value may be measured by the suspension arrangement 30.

[0140] The curve may further be a function of longitudinal wheel motion of the at least one wheel 12, e.g., such as longitudinal wheel slip. However, other options may also apply as just using vertical or normal load and the longitudinal wheel motion will result in a similar or same function which can be used to determine vehicle status..

[0141] Depending on the tire parameters, the curve may look slightly different, i.e., the tire parameters may be associated with coefficients of the curve, which are the details found when estimating the curve based on the change in load of the one or more axles 10 caused by the first load 11 and based on a corresponding change in longitudinal wheel motion according to the difference between the first longitudinal wheel motion and the second longitudinal wheel motion.

[0142] In some examples, determining the vehicle status information comprises determining the one or more tire parameters by deriving the one or more tire parameters from attributes of the estimated curve.

[0143] For example, the slope of the curve may correspond to or map to a tire stiffness parameter, and a global / local maximum / minimum may correspond to or map to a friction coefficient.

[0144] These relationships may be predefined and what is needed is to find the appropriate curve.

[0145] In some examples, determining the vehicle status information of the vehicle 1 is further based on the estimated or determined actual load, e.g., as estimated or determined in action 207. When the actual load differs from the first load 11, it may be indicated that the suspension arrangement 30 is faulty.

[0146] In some examples, the method comprises, iteratively applying one or more subsequent vertical loads to the one or more axles 10 and to measure corresponding one or more subsequent longitudinal wheel motions of the wheels 12 of the vehicle 1, and to determine the one or more tire parameters by estimating the curve based on the one or moresubsequent vertical loads and the corresponding one or more subsequent longitudinal wheel motions.

[0147] In other words, actions 201-209 may be iterated multiple times to improve the accuracy of estimating the curve, i.e., by providing different measurements.

[0148] In some examples, determining the vehicle status information comprises determining the operational status of the suspension arrangement 30 by determining whether or not any one or more out of the following effects of applying the first load 11 can be detected:

[0149] Effect A) the first load 11 corresponds to one or more suspension parameters indicative of a status and / or actuation expected of the suspension arrangement 30 when applying the first load 11.

[0150] Effect B) the second longitudinal wheel motion and / or a change in the longitudinal wheel motion between the first longitudinal wheel motion and the second longitudinal wheel motion, corresponds to the first function.

[0151] In other words Effect A) may comprise detecting a signal shape associated with the first load e.g., including phase and signal magnitude, in normal / vertical forces such as load distribution, which may be measured using load cells or pressure sensors in fluids of the suspension arrangement 30.

[0152] The method may further loop such as to be repeated over and over again. Some actions may take part of every repetition while some actions may be skipped such as the actions indicated in FIG. 2 by dashed boxes.

[0153] FIG. 3 illustrates an example tire model which may be used in examples herein, e.g., the predefined tire model above. The predefined tire model can be considered well- known, and examples herein relate to the usage of the model. For example, a similar or same model is also discussed by R. Rajamani, N. Piyabongkarn, J. Lew, K. Yi and G. Phanomchoeng, in "Tire-Road Friction-Coefficient Estimation," in IEEE Control Systems Magazine, vol. 30, no. 4, pp. 54-69, Aug. 2010.

[0154] The example tire model indicates a number of different curves depending on surface conditions, e.g., dry concrete, wet asphalt, hard snow, ice, etc. Each of these curves may illustrate a relationship between longitudinal wheel motion, in this example, longitudinal slip of a wheel, and a normalized longitudinal force comprising of two components, a longitudinal force, i.e., based on a motion forward, and a normal load, i.e., based on a normalload or a vertical load applied to the vehicle 1. Any curves of the example tire model, or any similar curves not shown, may be the curve estimated in action 210 depending on the surface friction and tire stiffness.

[0155] The example tire model may be based on a “Magic Formula”, which is one of the most well-known tire models. The example tire model and the Magic Formula uses a trigonometric function to curve fit experimental data. The saturated value, i.e., a maximum value of the normalized longitudinal force is proportional to the tire-road friction coefficient p that we want to determine in some examples herein as part of the vehicle status in action 210. The slope or derivative of the curve with respect to slip is a tire stiffness parameter that we also want to determine in some examples herein, e.g., as part of the vehicle status in action 210.

[0156] FIG. 4a illustrates the first load 11 applied, and its effect in the example tire model of FIG 3. In this example, the tire model is represented by a first curve 400, based on current situation of friction and tire parameters. The first curve 400 may be the curve estimated in action 210.

[0157] In this example, the first function is a triangle wave, and the first load 11 is supplied as a triangle wave since the suspension arrangement 30 is fully operational without any fault.

[0158] Initially, the operating point 401 may correspond to a first normalized longitudinal force and a first wheel slip.

[0159] The first load 11 will however vary the Y-axis according to the first load 11 to find the corresponding values in the Y-axis of the first curve 400 in a range of the operating point 401 bounded by the triangle wave of the first load 11.

[0160] In this example the range will comprise the operating point 401, meaning the first load 11 is oscillating between suppling a vertical or normal force in different directions, e.g., by switching compressing and extending suspensions of the suspension arrangement 30.

[0161] In the X-axis representing longitudinal slip, the triangle wave of the first load 11 may appear as a corresponding first varied slip 11’ which is an extended triangle wave of the first load 11, more similar to a sinus wave, which may be expected, as only part of the pattern may remain in the slip domain. However, if a completely separate function would be observed, e.g., a ramp, random noise, or a constant, then there is a clear fault to be identified.

[0162] The varied slip 11’ may vary the values in the X-axis corresponding to the variation in Y-axis of the first load 11 to find at least part of the curve 400 in a range of the operating point 401 bounded by the wave of the first varied slip 11’.

[0163] In this way, at least part of the first curve 400 is estimated which can be used for determining the tire parameters.

[0164] The example further makes it clear that a higher magnitude in the first load 11, and / or by supplying different magnitudes of the first load 11, may more accurately estimate the curve and may therefore more accurately determine the tire parameters.

[0165] In other words, FIG 4a illustrates that with a small magnitude change, small magnitude in the first load 11, and with estimates of longitudinal wheel motion of at least one wheel 12, such as wheel slip as obtained from wheel speeds, and normalized longitudinal force e.g. measuring the actual load in actuators of the suspension arrangement 30 or using the demands to the actuators, i.e., the first load 11, it may be possible to estimate a tire stiffness parameter of the at least one wheel 12, and for example using a recursive least squares filter, a Kalman filter, or a polynomial filter, to estimate the slope or first derivative of the curve 400, in the case of the tire stiffness parameter, to account for noise by smoothing the data.

[0166] FIG. 4b illustrates another view of the first curve 400, but wherein the first load 11 is applied as a triangle wave only by increasing the normalized longitudinal force, i.e., a vertical or normal load applied to the vehicle 1, affecting the one or more axles 10, such that the first varied slip 11’ may be correspondingly observed. In this example, the magnitude of the first load 11 may be larger than what is illustrated by FIG. 4a.

[0167] With a large magnitude change i.e., large auxiliary input signal / s, it is possible to observe measurements or values closer to the end of the linear region of the first curve 400. In this way, it may be possible to improve estimation of the curve’s attributes such as a peak of the tire force curve, which may be performed using curve fitting methods, e.g., by knowing approximately how the curve should look like. The inputs to the estimation method may be estimates of slip or other longitudinal wheel motion of the at least one wheel 12, and if available, also the estimates of the longitudinal and normal forces, or the first load 11 as triggered may be used and assume that the first load 11 is accurate in being the actual load performed.

[0168] Note that since the first load 11 may be limited by the suspension capabilities, and hence, it may not be possible to use any magnitude of the first load 11. Furthermore, an increase in the magnitude of the first load 11 may further cause discomfort to passengers in the vehicle.

[0169] Example scenario 1

[0170] A flow of examples herein may comprise the following action steps, which may be seen as an alternative to, or may be combined with, any one or more out of the actions 201-210 above.

[0171] Step 1. Receive the following signals: a. capabilities of active suspension control system, e.g., as in action 204, b. current longitudinal force requested or applied, and previous values, e.g., first function and first load 11 and / or actual load as in actions 205-207, to detect whether predefined conditions are met for, for example, to guarantee vehicle stability, e.g., as in action 203, c. estimate of steering angle, or lateral acceleration, e.g., current and previous values to detect if predefined conditions for the application of this method are met for, for example, guarantee vehicle stability, e.g., in addition to action 204, d. estimate of longitudinal slip, e.g., using wheel angle and wheel speed sensor / s, and optionally vehicle speed, e.g., first and second longitudinal forces as in actions 201-202, and 208-209.

[0172] Step 2. Apply auxiliary control input / s to active suspension system. In other words, apply the first load 11 as in action 206.

[0173] Step 3 Receive estimates of longitudinal slip, such as calculating with them its rate of change, e.g., first and second longitudinal forces as in actions 202, 209.

[0174] Step 4 Receive estimates of normal forces, e.g., if available, which would be obtained from load cells or pressure sensors in a fluid of the suspension arrangement 30, and if they are not available, recorded data in the past for the auxiliary control inputs may be applied, e.g., the first function, the first load 11, the actual load, or previously recorded loads when triggering the first load 11 or using the first function with the same magnitude / amplitude as for the first load 11.

[0175] Step 5 Estimate the parameters of interest including previous estimated values e.g., to reduce the noise or fast fluctuations, such as the vehicle status information determined in action 210.

[0176] It shall be noted that comfort may be affected by methods of examples herein to some extent, when e.g., it is applied to a first vehicle unit such as a tractor of a multiunit vehicle, where the driver and passengers are located. However, when the vehicle 1 is an autonomous vehicle without passengers, or if the first load 11 is applied in other vehicle units like in trailers or dollies, comfort may not be an issue. The auxiliary inputs, e.g., the first load 11, may be added to control inputs periodically, i.e., loads that anyway shall be applied to the suspension arrangement 30, but they may also be added when some events are triggered, e.g., when a camera such as a front or mirror camera, of the vehicle 1 detect a change in the road surface, such as a color change .

[0177] In some examples, for example under critical or fast maneuvers, or at high vehicle speeds, this method may not be applied as other functionalities may be more appropriate, or it may be performed as a redundant function if stability can be maintained.

[0178] In other words, any example herein may only be performed when the vehicle travels below a speed threshold or below an acceleration threshold.

[0179] The method explained above is shown with examples including only longitudinal motion (i.e. when the vehicle is driving approx, straight). When the vehicle is turning, there is a combined effect between longitudinal and lateral forces, which will change the curves in Fig. 1. The method could still be used but we may need to consider an estimate of the lateral slip. In general, an increase in lateral slip will decrease the maximum longitudinal force.

[0180] Determining vehicle status using observed effects

[0181] An extension of the use of auxiliary control input signals may be to use them for a diagnosis method, i.e., to detect a fault in e.g., a sensor or an actuator, and to isolate the fault (propose the location or origin of the fault), or to detect that the sensor or actuator is functioning properly.

[0182] In other words, as discussed with respect to action 210, the vehicle status information may be determined as an operational status of the suspension arrangement 30 and / or the set of sensors 20 based on detecting one or more effects such as Effect A and Effect B above.

[0183] On one hand, when we apply the auxiliary signals such as the first load 11, a certain corresponding variation is expected according to the first function e.g., its signal shape including phase and signal magnitude, in normal / vertical forces, e.g., load distribution, which may be measured using load cells or pressure sensors in the fluid of the suspension arrangement 30, e.g., as part of a normal load estimation device, and may be denoted Effect A.

[0184] On the other hand, we also expect a certain variation is the longitudinal wheel motion such as tire slip e.g., calculated using wheel speed sensors, such as variation in the second longitudinal wheel motion compared to the first longitudinal wheel motion, which may be denoted Effect B.

[0185] Hence it may be possible to determine the operational status of the suspension arrangement 30 and / or the set of sensors 20 based on the following logic:

[0186] In response to that the first load 11 has been applied, if detecting Effect A and Effect B, then it may be determined that the operational status is fault free.

[0187] In response to that the first load 11 has been applied, if detecting Effect A and not detecting Effect B, then it may be determined that we may have a fault in the sensors or devices used for estimation of the longitudinal wheel motions, e.g., slip.

[0188] In response to that the first load 11 has been applied, if not detecting Effect A but detecting Effect B, then it may be determined that there is a fault in a normal load estimation device, e.g., in the suspension arrangement 30, for measuring the first load 11.

[0189] In response to that the first load 11 has been applied, if not detecting Effect A and not detecting Effect B, then it may be determined that there is a fault in the suspension arrangement 30.

[0190] In some examples, for detection and isolation of faults, residual generators may be used, which may correspond to mathematical functions that in ideal conditions, e.g., fault- free scenarios and without modelling errors or noise, shall be configured to output 0 as value.

[0191] When some inputs to the residual generators are distorted from a normal value, it will output 1 as a value. These inputs may correspond to faults or noise.

[0192] In some examples herein, the Effect A associated with a tire “i” may be associated with a residual generator rA tire tthat may be configured to compare normal forces over time, and / or properties like phase and magnitude, e.g., measured using load cells or pressure sensors in the fluid of the suspension arrangement 30, with respect to a priori informationrepresented by a predefined model, such as in the form of recorded-data or a mathematical model.

[0193] Similarly, in some examples herein, the Effect B associated with the first tire “i” may have an associated residual generator rB tire £that may be configured to compare longitudinal wheel motion values, such as slip values or tire speed values over time, e.g., measured using wheel speed sensors with respect to a priori information represented by a predefined model such as in the form of recorded data or a mathematical model.

[0194] Table 1 illustrates an influence of the faults in the residual generators that considers Effect A and B in the first tire “i”. A “0” in value in the table denotes that the respective residual generator of that row is not sensitive to the corresponding fault in that column, while a number “1” denotes that the fault influences the residual generator output.

[0195] In some examples, determining the operational status as part of the vehicle status information as a computer program, e.g., by the processing circuitry 702, or in any other suitable manner, by using the following pseudo-code:Determine a fault-free scenario.ElseifDetermine a fault in the actuator / s of the suspension arrangement 30.ElseifDetermine a fault in the normal load estimation device of the suspension arrangement 30.ElseDetermine a fault in the longitudinal wheel motion estimation, e.g., sensor or estimation devices, such as in a tire slip estimation device of the set of sensors 20.End

[0196] Similarly, some examples may consider the Effects A and / or B in different tires, e.g. in the first tire “i” and a second tire “j” to determine the operational status.

[0197] The first tire “i” and a second tire “j” that may be in the same axle and both affected by the function applied to the suspension arrangement 30.

[0198] The following example includes the effect A in the first tire “i” and a second tire “j”, where Table 2, indicates faults in the residual generators that considers effects A in tires “i” and “j”.Table 2

[0199] The faults (or fault free scenarios) may be determined as part of the operational status since if a change in normal loads of the first tire i is observed, but not in the second tire j, it may be concluded that there could be a fault in the sensor or devices of the second tire j. If no effect in both the first tire i and the second tire j is observed, a fault in the actuators, single fault, or both in the estimation of the first tire and in the estimation may have occurred.

[0200] FIG. 5 is a flow chart of an exemplary computer-implemented method for handling the suspension arrangement 30 of the vehicle 1 according to an example.

[0201] The method may be combined with the method of actions 201-210 in any suitable manner.

[0202] Action 501

[0203] The method comprises, by processing circuitry 702 of a computer system 700, obtaining from the set of sensors 20 of the vehicle 1, first sensor data indicative of a first wheel motion of wheels 12 of the vehicle 1.

[0204] Action 502

[0205] The method comprises, by the processing circuitry 702, estimating a first longitudinal wheel motion of at least one wheel 12 of the vehicle 1 based on the first sensor data.

[0206] Action 503

[0207] The method comprises, by the processing circuitry 702, subsequent to estimating the first longitudinal wheel motion, and based on the first function, triggering the suspension arrangement 30 to apply the first load 11 affecting one or more axles 10 of the vehicle 1.Typically the first load 11 may be applied to a wheel end of the at least one wheel 12, or to an axle of the at least one wheel 12, but it may be sufficient to apply the load to any part of the vehicle 1 as the longitudinal motion and normal load of at least one wheel 12 will always be affected by the applied first load 11.

[0208] Action 504

[0209] The method comprises, by the processing circuitry 702, in response to triggering to apply the first load 11, obtaining from the set of sensors 20 of the vehicle 1, second sensor data indicative of a second wheel motion of the wheels 12 of the vehicle 1.

[0210] Action 505

[0211] The method comprises, by the processing circuitry 702, estimating a second longitudinal wheel motion of the at least one wheel 12 based on the second sensor data.

[0212] Action 506

[0213] The method comprises, by the processing circuitry 702, based on the first load 11, the first longitudinal wheel motion and the second longitudinal wheel motion, determining vehicle status information of the vehicle 1.

[0214] The vehicle status information is indicative of one or more tire parameters of the at least one wheel 12, and / or indicative of an operational status of the suspension arrangement 30 and / or the set of sensors 20.

[0215] Thus, by applying the first load 11 and observing the difference in longitudinal wheel motion such as wheel slip, the one or more tire parameters may be determined and / or the operational status of the suspension arrangement 30 and / or the set of sensors 20 may be determined.

[0216] FIG. 6 is another view of FIG. 1, according to an example.

[0217] A computer system 700 comprising processing circuitry 702 configured to handle a suspension arrangement 30 of a vehicle 1, the processing circuitry 702 is configured to:

[0218] - obtain from a set of sensors 20 of the vehicle 1, first sensor data indicative of a first wheel motion of wheels 12 of the vehicle 1, and estimate a first longitudinal wheel motion of at least one wheel 12 of the vehicle 1 based on the first sensor data,

[0219] - subsequent to estimating the first longitudinal wheel motion, based on a first function, trigger the suspension arrangement 30 to apply a first load 11 affecting one or more axles 10 of the vehicle 1 ,

[0220] - in response to triggering to apply the first load 11, obtain from the set of sensors 20 of the vehicle 1, second sensor data indicative of a second wheel motion of the wheels 12 of the vehicle 1, and estimate a second longitudinal wheel motion of the at least one wheel 12 based on the second sensor data,

[0221] based on the first load 11, the first longitudinal wheel motion and the second longitudinal wheel motion, determine vehicle status information of the vehicle 1, wherein the vehicle status information is indicative of one or more tire parameters of the at least one wheel 12, and / or indicative of an operational status of the suspension arrangement 30 and / or the set of sensors 20.

[0222] FIG. 7 is a schematic diagram of the computer system 700 for implementing examples disclosed herein. The computer system 700 is adapted to execute instructions from a computer-readable medium to perform these and / or any of the functions or processing described herein. The computer system 700 may be connected (e.g., networked) to other machines in a LAN (Local Area Network), LIN (Local Interconnect Network), automotive network communication protocol (e.g., FlexRay), an intranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 700 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, control system may include a single control unit or a plurality of control units connected or otherwise communicatively coupled to each other, such that any performed function may be distributed between the control units 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.

[0223] The computer system 700 may comprise at least one computing device or electronic device capable of including firmware, hardware, and / or executing software instructions to implement the functionality described herein. The computer system 700 may include the processing circuitry 702 (e.g., processing circuitry including one or more processor devices or control units), a memory 704, and a system bus 706. The computer system 700 may include at least one computing device having the processing circuitry 702. The system bus 706 provides an interface for system components including, but not limited to, the memory 704 and the processing circuitry 702. The processing circuitry 702 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 704. The processing circuitry 702 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 to perform the functions described herein. The processing circuitry 702 may further include computer executable code that controls operation of the programmable device.

[0224] The system bus 706 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 704 may be one or more devices for storing data and / or computer code for completing or facilitating methods described herein. The memory 704 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 704 may be communicably connected to the processing circuitry 702 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein. The memory 704 may include non-volatile memory 708 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 710 (e.g., randomaccess memory (RAM)), or any other medium which can be used to carry or store desiredprogram code in the form of machine-executable instructions or data structures and which can be accessed by a computer or other machine with processing circuitry 702. A basic input / output system (BIOS) 712 may be stored in the non-volatile memory 708 and can include the basic routines that help to transfer information between elements within the computer system 700.

[0225] The computer system 700 may further include or be coupled to a non-transitory computer-readable storage medium such as the storage device 714, which may comprise, for example, 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 or SATA) for storage, flash memory, or the like. The storage device 714 and other drives associated with computer-readable media and computer-usable media may provide nonvolatile storage of data, data structures, computer-executable instructions, and the like.

[0226] Computer-code which is hard or soft coded may be provided in the form of one or more 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 stored in the storage device 714 and / or in the volatile memory 710, which may include an operating system 716 and / or one or more program modules 718. All or a portion of the examples disclosed herein may be implemented as a computer program 720 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 714, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processing circuitry 702 to carry out actions described herein. Thus, the computer-readable program code of the computer program 720 can comprise software instructions for implementing the functionality of the examples described herein when executed by the processing circuitry 702. In some examples, the storage device 714 may be a computer program product (e.g., readable storage medium) storing the computer program 720 thereon, where at least a portion of a computer program 720 may be loadable (e.g., into a processor) for implementing the functionality of the examples described herein when executed by the processing circuitry 702. The processing circuitry 702 may serve as a controller or control system for the computer system 700 that is to implement the functionality described herein.

[0227] The computer system 700 may include an input device interface 722 configured to receive input and selections to be communicated to the computer system 700 when executinginstructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to the processing circuitry 702 through the input device interface 722 coupled to the system bus 706 but can be connected through other interfaces, such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer system 700 may include an output device interface 724 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 700 may include a communications interface 726 suitable for communicating with a network as appropriate or desired.

[0228] The operational actions described in any of the exemplary aspects herein are described to provide examples and discussion. The actions may be performed by hardware components, 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.

[0229] The above examples may be combined with the following numbered examples in any suitable manner.

[0230] Example 1. A computer system 700 comprising processing circuitry 702 configured to handle a suspension arrangement 30 of a vehicle 1, the processing circuitry 702 is configured to:

[0231] - obtain from a set of sensors 20 of the vehicle 1, first sensor data indicative of a first wheel motion of wheels 12 of the vehicle 1, and estimate a first longitudinal wheel motion of at least one wheel 12 of the vehicle 1 based on the first sensor data,

[0232] - subsequent to estimating the first longitudinal wheel motion, based on a first function, trigger the suspension arrangement 30 to apply a first load 11 affecting one or more axles 10 of the vehicle 1 ,

[0233] - in response to triggering to apply the first load 11, obtain from the set of sensors 20 of the vehicle 1, second sensor data indicative of a second wheel motion of the wheels 12 of the vehicle 1, and estimate a second longitudinal wheel motion of the at least one wheel 12 based on the second sensor data,

[0234] based on the first load 11, the first longitudinal wheel motion and the second longitudinal wheel motion, determine vehicle status information of the vehicle 1, wherein the vehicle status information is indicative of one or more tire parameters of the at least one wheel 12, and / or indicative of an operational status of the suspension arrangement 30 and / or the set of sensors 20.

[0235] Example 2. The computer system 700 of Example 1, wherein the processing circuitry 702 further is configured to:

[0236] - determine whether a vehicle stability condition of the vehicle 1 is fulfilled based on the first longitudinal wheel motion, wherein the processing circuitry 702 is configured to trigger the suspension arrangement 30 to apply the first load 11 in response to that the vehicle stability condition is determined to be fulfilled.

[0237] Example 3. The computer system 700 of Example 2, wherein the processing circuitry 702 further is configured to determine whether the vehicle stability condition of the vehicle 1 is fulfilled further based on the first function and / or the first load 11.

[0238] Example 4. The computer system 700 of any of Examples 1-3, wherein the processing circuitry 702 further is configured to:

[0239] - obtain suspension capabilities of the suspension arrangement 30, the suspension capabilities being indicative of at least one vertical load that can be applied to the one or more axles 10, and

[0240] - determine the first load 11 based on the obtained suspension capabilities.

[0241] Example 5. The computer system 700 of any of Examples 1-4, wherein the processing circuitry 702 further is configured to:

[0242] - in response to triggering to apply the first load 11 to the one or more axles10, estimate or determine an actual load as applied by the first load 11 on the one or more axles 10, the actual load being estimated or determined based on:

[0243] - third sensor data indicative of a load and / or motion of the one or more axles 10, and / or

[0244] - one or more suspension parameters indicative of a status and / or actuation of the suspension arrangement 30;

[0245] and wherein the processing circuitry 702 is configured to determine the vehicle status information of the vehicle 1 based on the estimated or determined actual load as applied by the first load 11 on the one or more axles 10.

[0246] Example 6. The computer system 700 of any of Examples 1-5, wherein the processing circuitry 702 further is configured to determine the vehicle status information by being configured to determine the one or more tire parameters based on a predefined tire model which defines the one or more tire parameters to be based on a function of one or more reference loads applied to the one or more axles 10 with respect to one or more reference longitudinal motions of the wheels 12 of the vehicle 1.

[0247] Example 7. The computer system 700 of Example 6, wherein the processing circuitry 702 further is configured to: determine the one or more tire parameters based on a curve estimation according to the predefined tire model, and wherein the processing circuitry 702 is configured to estimate the curve based on a change in load of the one or more axles 10 caused by the first load 11 and based on a corresponding change in longitudinal wheel motion according to the difference between the first longitudinal wheel motion and the second longitudinal wheel motion.

[0248] Example 8. The computer system 700 of Example 7, wherein the processing circuitry 702 further is configured to iteratively apply one or more subsequent vertical loads to the one or more axles 10 and to measure corresponding one or more subsequent longitudinal wheel motions of the wheels 12 of the vehicle 1, and to determine the one or more tire parameters by estimating the curve based on the one or more subsequent vertical loads and the corresponding one or more subsequent longitudinal wheel motions.

[0249] Example 9. The computer system 700 of Example 8, wherein the processing circuitry 702 further is configured to: determine the one or more tire parameters by deriving the one or more tire parameters from attributes of the estimated curve.

[0250] Example 10. The computer system 700 of any of Examples 1-9, wherein the one or more tire parameters comprises a tire-road friction coefficient and / or a tire stiffness of the at least one wheel 12.

[0251] Example 11. The computer system 700 of any of Examples 1-10, wherein the first longitudinal wheel motion comprises a first longitudinal wheel slip or a first wheel speed, and wherein the second longitudinal wheel motion correspondingly to the first longitudinal wheel motion comprises a second longitudinal wheel slip or a second wheel speed.

[0252] Example 12. The computer system 700 of any of Examples 1-11, wherein the processing circuitry 702 further is configured to determine the operational status of thesuspension arrangement 30 by determining whether or not any one or more out of the following effects of applying the first load 11 can be detected:

[0253] A) the first load 11 corresponds to one or more suspension parameters indicative of a status and / or actuation expected of the suspension arrangement 30 when applying the first load 11,

[0254] B) the second longitudinal wheel motion and / or a change in the longitudinal wheel motion between the first longitudinal wheel motion and the second longitudinal wheel motion, corresponds to the first function,

[0255] Example 13. The computer system 700 of any of Examples 1-12, wherein the first function comprises a function of time defining application of the first load 11 and / or one or more subsequent loads, over a set period of time.

[0256] Example 14. A vehicle 1 comprising a set of sensors 20, wheels 12, a suspension arrangement 30, and the computer system 700 of any of Examples 1-13.

[0257] Example 15. A computer-implemented method for handling a suspension arrangement 30 of a vehicle 1, the method comprising:

[0258] - by processing circuitry 702 of a computer system 700, obtaining 201, 501 from a set of sensors 20 of the vehicle 1, first sensor data indicative of a first wheel motion of wheels 12 of the vehicle 1, and estimating 202, 502 a first longitudinal wheel motion of at least one wheel 12 of the vehicle 1 based on the first sensor data,

[0259] - by the processing circuitry 702, subsequent to estimating 202, 502 the first longitudinal wheel motion, based on a first function, triggering 206, 503 the suspension arrangement 30 to apply a first load 11 affecting one or more axles 10 of the vehicle 1,

[0260] - by the processing circuitry 702, in response to triggering 206, 503 to apply the first load 11, obtaining 208, 504 from the set of sensors 20 of the vehicle 1, second sensor data indicative of a second wheel motion of the wheels 12 of the vehicle 1, and estimating 209, 505 a second longitudinal wheel motion of the at least one wheel 12 based on the second sensor data,

[0261] - by the processing circuitry 702, based on the first load 11, the first longitudinal wheel motion and the second longitudinal wheel motion, determining 210, 506 vehicle status information of the vehicle 1, wherein the vehicle status information is indicative of one or more tire parameters of the at least one wheel 12, and / or indicative of an operational status of the suspension arrangement 30 and / or the set of sensors 20.

[0262] Example 16. The method according to Example 15, further comprising:

[0263] - by the processing circuitry 702, determining 203 whether a vehicle stability condition of the vehicle 1 is fulfilled based on the first longitudinal wheel motion, and

[0264] wherein triggering 206 the suspension arrangement 30 to apply the first load 11 is triggered in response to that the vehicle stability condition is determined to be fulfilled.

[0265] Example 17. The method according to any of Examples 15-16, further comprising:

[0266] - by the processing circuitry 702, in response to triggering 206 to apply the first load 11 to the one or more axles 10, estimating or determining 207 an actual load as applied by the first load 11 on the one or more axles 10, estimating or determining 207 the actual load being based on:

[0267] - third sensor data indicative of a load and / or motion of the one or more axles 10, and / or - one or more suspension parameters indicative of a status and / or actuation of the suspension arrangement 30; and

[0268] wherein determining 210 the vehicle status information of the vehicle 1 is further based on the estimated or determined actual load.

[0269] Example 18. The method of any of Examples 15-17, further comprising:

[0270] - by the processing circuitry 702, obtaining 204 suspension capabilities of the suspension arrangement 30, the suspension capabilities being indicative of at least one vertical load that can be applied to the one or more axles 10, and

[0271] - by the processing circuitry 702, determining 205 the first load 11 based on the obtained suspension capabilities.

[0272] Example 19. The method of Examples 15-18, wherein the one or more tire parameters comprises a tire-road friction coefficient and / or a tire stiffness of the at least one wheel 12.

[0273] Example 20. A computer program product comprising program code for performing, when executed by the processing circuitry 702, the method of any of Examples 15-19.

[0274] Example 21. A non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry 702, cause the processing circuitry 702 to perform the method of any of Examples 15-19.

[0275] The terminology used herein is for the purpose of describing particular aspects only 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 clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one 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.

[0276] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element 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.

[0277] 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 element as illustrated in the Figures. It will be understood that these terms and those discussed above are 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 the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[0278] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted 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.

[0279] It is to be understood that the present disclosure is not limited to the aspects described 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 andappended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Claims

ClaimsWhat is claimed is:

1. A computer system (700) comprising processing circuitry (702) configured to handle a suspension arrangement (30) of a vehicle (1), the processing circuitry (702) is configured to:- obtain from a set of sensors (20) of the vehicle (1), first sensor data indicative of a first wheel motion of wheels (12) of the vehicle (1), and estimate a first longitudinal wheel motion of at least one wheel (12) of the vehicle (1) based on the first sensor data,- subsequent to estimating the first longitudinal wheel motion, based on a first function, trigger the suspension arrangement (30) to apply a first load (11) affecting one or more axles (10) of the vehicle (1) ,- in response to triggering to apply the first load (11), obtain from the set of sensors (20) of the vehicle (1), second sensor data indicative of a second wheel motion of the wheels (12) of the vehicle (1), and estimate a second longitudinal wheel motion of the at least one wheel (12) based on the second sensor data, based on the first load (11), the first longitudinal wheel motion and the second longitudinal wheel motion, determine vehicle status information of the vehicle (1), wherein the vehicle status information is indicative of one or more tire parameters of the at least one wheel (12), and / or indicative of an operational status of the suspension arrangement (30) and / or the set of sensors (20).

2. The computer system (700) of claim 1, wherein the processing circuitry (702) further is configured to:- determine whether a vehicle stability condition of the vehicle (1) is fulfilled based on the first longitudinal wheel motion, wherein the processing circuitry (702) is configured to trigger the suspension arrangement (30) to apply the first load (11) in response to that the vehicle stability condition is determined to be fulfilled.

3. The computer system (700) of claim 2, wherein the processing circuitry (702) further is configured to determine whether the vehicle stability condition of the vehicle (1) is fulfilled further based on the first function and / or the first load (11).

4. The computer system (700) of any of claims 1-3, wherein the processing circuitry (702) further is configured to:- obtain suspension capabilities of the suspension arrangement (30), the suspension capabilities being indicative of at least one vertical load that can be applied to the one or more axles (10), and- determine the first load (11) based on the obtained suspension capabilities.

5. The computer system (700) of any of claims 1-4, wherein the processing circuitry (702) further is configured to:- in response to triggering to apply the first load (11) to the one or more axles (10), estimate or determine an actual load as applied by the first load (11) on the one or more axles (10), the actual load being estimated or determined based on:- third sensor data indicative of a load and / or motion of the one or more axles (10), and / or- one or more suspension parameters indicative of a status and / or actuation of the suspension arrangement (30); and wherein the processing circuitry (702) is configured to determine the vehicle status information of the vehicle (1) based on the estimated or determined actual load as applied by the first load (11) on the one or more axles (10).

6. The computer system (700) of any of claims 1-5, wherein the processing circuitry (702) further is configured to determine the vehicle status information by being configured to determine the one or more tire parameters based on a predefined tire model which defines the one or more tire parameters to be based on a function of one or more reference loads applied to the one or more axles (10) with respect to one or more reference longitudinal motions of the wheels (12) of the vehicle (1).

7. The computer system (700) of claim 6, wherein the processing circuitry (702) further is configured to: determine the one or more tire parameters based on a curve estimation according to the predefined tire model, and wherein the processing circuitry (702) is configured to estimate the curve based on a change in load of the one or more axles (10) caused by the first load (11) and based on a corresponding change in longitudinal wheelmotion according to the difference between the first longitudinal wheel motion and the second longitudinal wheel motion.

8. The computer system (700) of claim 7, wherein the processing circuitry (702) further is configured to iteratively apply one or more subsequent vertical loads to the one or more axles (10) and to measure corresponding one or more subsequent longitudinal wheel motions of the wheels (12) of the vehicle (1), and to determine the one or more tire parameters by estimating the curve based on the one or more subsequent vertical loads and the corresponding one or more subsequent longitudinal wheel motions.

9. The computer system (700) of claim 8, wherein the processing circuitry (702) further is configured to: determine the one or more tire parameters by deriving the one or more tire parameters from attributes of the estimated curve.

10. The computer system (700) of any of claims 1-9, wherein the one or more tire parameters comprises a tire-road friction coefficient and / or a tire stiffness of the at least one wheel (12).

11. The computer system (700) of any of claims 1-10, wherein the first longitudinal wheel motion comprises a first longitudinal wheel slip or a first wheel speed, and wherein the second longitudinal wheel motion correspondingly to the first longitudinal wheel motion comprises a second longitudinal wheel slip or a second wheel speed.

12. The computer system (700) of any of claims 1-11, wherein the processing circuitry (702) further is configured to determine the operational status of the suspension arrangement (30) by determining whether or not any one or more out of the following effects of applying the first load (11) can be detected:(A) the first load (11) corresponds to one or more suspension parameters indicative of a status and / or actuation expected of the suspension arrangement (30) when applying the first load (11),(B) the second longitudinal wheel motion and / or a change in the longitudinal wheel motion between the first longitudinal wheel motion and the second longitudinal wheel motion, corresponds to the first function,13. The computer system (700) of any of claims 1-12, wherein the first function comprises a function of time defining application of the first load (11) and / or one or more subsequent loads, over a set period of time.

14. A vehicle (1) comprising a set of sensors (20), wheels (12), a suspension arrangement (30), and the computer system (700) of any of claims 1-13.

15. A computer-implemented method for handling a suspension arrangement (30) of a vehicle (1), the method comprising:- by processing circuitry (702) of a computer system (700), obtaining (201, 501) from a set of sensors (20) of the vehicle (1), first sensor data indicative of a first wheel motion of wheels (12) of the vehicle (1), and estimating (202, 502) a first longitudinal wheel motion of at least one wheel (12) of the vehicle (1) based on the first sensor data,- by the processing circuitry (702), subsequent to estimating (202, 502) the first longitudinal wheel motion, based on a first function, triggering (206, 503) the suspension arrangement (30) to apply a first load (11) affecting one or more axles (10) of the vehicle (1),- by the processing circuitry (702), in response to triggering (206, 503) to apply the first load (11), obtaining (208, 504) from the set of sensors (20) of the vehicle (1), second sensor data indicative of a second wheel motion of the wheels (12) of the vehicle (1), and estimating (209, 505) a second longitudinal wheel motion of the at least one wheel (12) based on the second sensor data,- by the processing circuitry (702), based on the first load (11), the first longitudinal wheel motion and the second longitudinal wheel motion, determining (210, 506) vehicle status information of the vehicle (1), wherein the vehicle status information is indicative of one or more tire parameters of the at least one wheel (12), and / or indicative of an operational status of the suspension arrangement (30) and / or the set of sensors (20).

16. The method according to claim 15, further comprising:- by the processing circuitry (702), determining (203) whether a vehicle stability condition of the vehicle (1) is fulfilled based on the first longitudinal wheel motion, andwherein triggering (206) the suspension arrangement (30) to apply the first load (11) is triggered in response to that the vehicle stability condition is determined to be fulfilled.

17. The method according to any of claims 15-16, further comprising:- by the processing circuitry (702), in response to triggering (206) to apply the first load (11) to the one or more axles (10), estimating or determining (207) an actual load as applied by the first load (11) on the one or more axles (10), estimating or determining (207) the actual load being based on:- third sensor data indicative of a load and / or motion of the one or more axles (10), and / or - one or more suspension parameters indicative of a status and / or actuation of the suspension arrangement (30); and wherein determining (210) the vehicle status information of the vehicle (1) is further based on the estimated or determined actual load.

18. The method of any of claims 15-17, further comprising:- by the processing circuitry (702), obtaining (204) suspension capabilities of the suspension arrangement (30), the suspension capabilities being indicative of at least one vertical load that can be applied to the one or more axles (10), and- by the processing circuitry (702), determining (205) the first load (11) based on the obtained suspension capabilities.

19. The method of claims 15-18, wherein the one or more tire parameters comprises a tireroad friction coefficient and / or a tire stiffness of the at least one wheel (12).

20. A computer program product comprising program code for performing, when executed by the processing circuitry (702), the method of any of claims 15-19.

21. A non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuitry (702), cause the processing circuitry (702) to perform the method of any of claims 15-19.

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