A system to control traction of a vehicle and methods thereof

Abstract

A system (104), comprising at least one controller (204), is disclosed to control a traction of a vehicle (100). The at least one controller (204) detect a slip value of the vehicle and compare the received slip value with a range of predefined slip values. The at least one controller (204) is configured to perform one of reduction of a value of a torque to be provided to the vehicle with respect to a value of a torque required by the vehicle, increase the value of the torque to be provided to the vehicle, and maintain the value of the torque, and communicate to at least one prime mover (106), a signal associated with one of the reduction of the value of the torque, increase the value of the torque, and maintenance of the value of the torque to control the traction of the vehicle (100).

Description

A SYSTEM TO CONTROL TRACTION OF A VEHICLE AND METHODS THEREOF CROSS-REFERENCE TO RELATED APPLICATION (S)

[0001] This application claims priority to Indian Provisional Application 202541000724, title as method and system for traction control in vehicle, filed on January 03, 2025; the entire contents of which are incorporated herein by reference.FIELD OF THE INVENTION

[0002] The present disclosure relates to electric vehicles, and more particularly, to a system and a method to control traction of a vehicle.BACKGROUND

[0003] A vehicle, especially a two-wheeled vehicle (referred to as ‘vehicle’) is a preferred mode of transportation that is widely used for different purposes, for example, commutation, carriage, etc. The vehicle is compatible with riding on different types of road surfaces, for example, asphalt road surface, concrete road surface, etc., while maintaining traction. The traction is defined as a grip between the wheels of the vehicle and the road surfaces. However, when the vehicle rides on low friction surfaces, for example, ice, mud, and wet pavement, at a high speed, this compromises the traction of the vehicle and also increases the possibility of the slip of the vehicle.

[0004] Particularly, when a rider rides the vehicle on the low friction surfaces, and provides a throttle aggressively, an increased amount of power is sent to a rear wheel of the vehicle. After receiving the increased amount of power, the rear wheel begins to spin faster than the low-friction surface can support. Additionally, the rear wheel may not have enough grip to maintain contact with the low friction surface, thus reducing the traction resulting in the slip of the vehicle. This also impacts the safety of the vehicle. Therefore, there is a need to maintain traction of the vehicle at any surface, especially, low friction surfaces, ensuring the safety of the rider.

[0005] Many technological developments have been performed to overcome the problem associated with the failure of the traction of the vehicle at the low friction surface. In this regard, in a known art, a traction control system is disclosed. The system controls power from a power unit of the vehicle based on manual intervention to control the spinning of the rear wheel of the vehicle. However, there is a limitation with the system as disclosed as requires manual intervention to control the spinning of the rear wheel. Particularly, the system allows a user to control / adjust the system as per the requirement to control the traction. However, this raises a safety concern for the rider, as when the rider is busy and unable to adjust thesystem, then this may impact the flow of the power from the power unit, thereby again leading to the possibility of higher spinning of the rear wheel. This leads to the loss of the traction, resulting in the slip of the vehicle.

[0006] Additionally, for the vehicle having an engine, the traction control is performed by changing the air-fuel mixture ratio, changing valve timing, or using the brakes of the vehicle. Further, for the EV, the traction control is performed by changing the request of torque demand from an electric motor. However, the operations as disclosed are not as fast as reacting to the slip of the vehicle and are also, unable to quickly recover the torque. Further, the operations as disclosed are to be performed by the user which becomes cumbersome for the user.

[0007] Therefore, in view of the above-mentioned problems, it is desirable to provide a system and a method that can overcome the above-mentioned problems by controlling the traction of the vehicle.SUMMARY

[0008] This summary is provided to introduce a selection of concepts, in a simplified format, that is further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention nor is it intended for determining the scope of the invention.

[0009] In an embodiment, a system to control traction of a vehicle. The system includes at least one controller. The at least one controller is configured to detect a slip value of the vehicle. The at least one controller is configured to simultaneously, analyse an operational torque of the vehicle. The at least one controller is configured to compare the received slip value with a range of predefined slip values associated with the analyzed operational torque. The at least one controller is configured to perform one of reduction of a value of a torque to be provided to the vehicle with respect to a value of a torque required by the vehicle, when the detected slip value is greater than the range of predefined slip values, increase the value of the torque to be provided to the vehicle such that the increased value of the torque equals to the value of the torque required by the vehicle, when the detected slip value is lesser than the range of predefined slip values, and maintain the value of the torque to be provided to the vehicle as per a value of the torque generated at an initial point of the range of predefined slip values, when the detected slip value is present in the range of predefined slip values. The at least one controller is configured to communicate, to at least one prime mover of the vehicle, a signal associated with one of the reduction of the value of the torque, increase the value of the torque, and maintenance of the value of the torque to control the traction of the vehicle.

[0010] In another embodiment, a method to control the traction of the vehicle is disclosed. The method includes detecting, by at least one controller, a slip value of the vehicle. The method includes simultaneously analysing, by at least one controller, an operational torque of the vehicle. The method includes comparing, by at least one controller, the received value with a range of predefined slip values associated with the analysed operational torque. The method includes performing, by at least one controller, one of reduction of a value of a torque to be provided to the vehicle with respect to a value of a torque required by the vehicle, when the detected slip value is greater than the range of predefined slip values, increase the value of the torque to be provided to the vehicle such that the increased value of the torque equals to the value of the torque required by the vehicle, when the detected slip value is lesser than the range of predefined slip values, maintain the value of the torque to be provided to the vehicle as per a value of the torque generated at an initial point of the range of predefined slip values, when the detected slip value is present in the range of predefined slip values. The method includes communicating, by at least one controller, to at least one prime mover of the vehicle, a signal associated with one of the reduction of the value of the torque, increase the value of the torque, and maintenance of the value of the torque to control the traction of the vehicle.

[0011] To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which are illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.BRIEF DESCRIPTION OF THE DRAWINGS

[0012] These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

[0013] Figure 1A illustrates a side view of the vehicle, according to an embodiment of the present disclosure;

[0014] Figure IB illustrates a block diagram indicating a vehicle having a system, according to an embodiment of the present disclosure;

[0015] Figure 2 illustrates a block diagram of the system to control the traction of the vehicle, according to an embodiment of the present disclosure;

[0016] Figure 3A illustrates a flow diagram of an operation performed by the system to control the traction of the vehicle, according to an embodiment of the present disclosure;

[0017] Figure 3B illustrates a graphical representation indicating optimum reduction of a value of torque and increase the value of torque, according to an embodiment of the present disclosure;

[0018] Figure 3C illustrates a graphical representation representing a range of predefined slip values, according to an embodiment of the present disclosure;

[0019] Figure 4 illustrates a graphical representation of a traction control in the plurality of operational modes, according to an embodiment of the present disclosure; and

[0020] Figure 5 illustrates a flow diagram of a method performed to control the traction of the vehicle, according to an embodiment of the present disclosure.

[0021] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.DETAILED DESCRIPTION OF FIGURES

[0022] For the purpose of promoting an understanding of the principles of the present disclosure, reference will now be made to the various embodiments, and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.

[0023] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.

[0024] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more...” or “one or more elements is required.”

[0025] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and / or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and / or elements of the proposed disclosure fulfill the requirements of uniqueness, utility, and non-obviousness.

[0026] Use of the phrases and / or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and / or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and / or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and / or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and / or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

[0027] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.

[0028] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or otherstructures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.

[0029] The system as disclosed ensures traction control of a vehicle by modulating the power output of a rear wheel of the vehicle while monitoring a speed of a front wheel. Further, a plurality of operational modes is provided in the vehicle, where in each operational mode, the value of a torque to be provided to the vehicle is adjusted, thus ensuring traction control of the vehicle.

[0030] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.

[0031] Figure 1A illustrates a side view of the vehicle 100, according to an embodiment of the present disclosure. Figure IB illustrates a block diagram indicating the vehicle 100 having a system 104, according to an embodiment of the present disclosure.

[0032] In an embodiment, the vehicle 100 may be, but is not limited to, a two-wheeler vehicle such as scooters, mopeds, and / or motorcycles, that primarily works on the principle of driving a prime mover 106 using the power from the battery 118 provided in the vehicle 100. In an embodiment, the prime mover 106 may be interchangeably referred to herein as an electric motor, without departing from the scope of the present disclosure. In another embodiment, the vehicle 100 may primarily work on the principle of driving the vehicle 100 with a power unit, for example, an engine, without departing from the scope of the present disclosure. In yet another embodiment, the vehicle 100 may primarily work on the principle of driving the vehicle 100 with the engine and the electric motor 106, without departing from the scope of the present disclosure.

[0033] In an embodiment, the vehicle 100 may be an Electric Vehicle (EV) or a battery powered vehicle 100. The EV or the battery powered vehicle includes, and is not limited to, a two-wheeler such as scooters, mopeds, motorbikes / motorcycles, that primarily work on the principle of driving the electric motor 106 using the power from the batteries provided in the EV 100.

[0034] Furthermore, the electric vehicle 100 may have at least one wheel (for example, a front wheel 122a and a rear wheel 122b) that is electrically powered to traverse such a vehicle. The term ‘wheel’ may be referred to any ground-engaging member that allows traversal of the electric vehicle 100 over a path. The types of EVs include a Battery Electric Vehicle (BEV), a Hybrid Electric Vehicle (HEV), and a Range Extended Electric Vehicle. However, the subsequent paragraphs pertain to the different elements of the Battery Electric Vehicle(BEV). In an embodiment, the vehicle 100 may be interchangeably referred to as the electric vehicle or EV, without departing from the scope of the present disclosure.

[0035] The vehicle 100 may be supported with software modules comprising intelligent features including but not limited to navigation assistance, hill assistance, cloud connectivity, one or more Over- The- Air (OTA) updates, adaptive display techniques, and so on.

[0036] The firmware of the vehicle 100 may also comprise Artificial Intelligence (Al) and Machine Learning (ML) driven modules which enable the prediction of a plurality of parameters such as and not limited to driver / rider behavior, road condition, charging infrastructures / charging grids in the vicinity, and so on. The data pertaining to the intelligent features may be displayed through a display unit present in a dashboard 123 of the vehicle 100. In one embodiment, the display unit may contain a Liquid Crystal Display (LCD) screen of a predefined dimension. In another embodiment, the display unit may contain a Light-Emitting Diode (LED) screen of a predefined dimension. The display unit may be a water-resistant display supporting one or more Rider-Interface (UI) designs. The vehicle 100 may support multiple frequency bands such as 2G, 3G, 4G, 5G, and so on. Additionally, the electric vehicle may also be equipped with wireless infrastructure such as, and not limited to Bluetooth, Wi-Fi, and so on to facilitate wireless communication with other EVs or the cloud.

[0037] Further, in construction, the vehicle 100 typically comprises hardware components such as a battery 118 or a battery module enclosed within a battery casing to form a battery pack and includes a Battery Management System (BMS), an on-board charger 128, a Motor Controller Unit (MCU), the electric motor 106, and a transmission system 124. The primary function of the above-mentioned elements may be detailed in the subsequent paragraphs: The battery 118 of the vehicle 100 (also known as Electric Vehicle Battery (EVB) or traction battery) is rechargeable in nature and is the primary source of energy required for the operation of the vehicle 100. The battery 118 is typically charged using the electric current taken from the grid through the charging infrastructure 126. The battery 118 may be charged using an Alternating Current (AC) or a Direct Current (DC). In the case of the AC input, the on-board charger 128 converts the AC signal to the DC signal after which the DC signal is transmitted to the battery via the BMS. However, in the case of the DC charging, the on-board charger 128 is bypassed, and the current is transmitted directly to the battery 118 via the BMS. In an embodiment, the on-board charger 128 may be interchangeably referred to as a battery charger, without departing from the scope of the present disclosure.

[0038] The battery 118 is made up of a plurality of cells which may be grouped into a plurality of modules such that the temperature difference between the cells does not exceed 5 degrees Celsius. The terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different rechargeable cell compositions and configurations including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or any other battery type / configuration. The term “battery pack” as used herein may be referred to multiple individual batteries enclosed within a single structure or multi-piece structure. The individual batteries may be electrically interconnected to achieve a desired voltage and capacity for a desired application. The Battery Management System (BMS) is an electronic system whose primary function is to ensure that the battery is operating safely and efficiently. The BMS continuously monitors different parameters of the battery such as temperature, voltage, current, and so on, and communicates these parameters to the processing unit and the Motor Controller Unit (MCU) in the vehicle 100 using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU / MCU and other peripheral elements of the vehicle 100 without the requirement of a host computer.

[0039] In an embodiment, the vehicle 100 may be adapted to be steered by a handlebar, when the vehicle 100 is in riding mode. Particularly, the front wheel 122a and the rear wheel 122b of the vehicle 100 may be adapted to traverse the vehicle 100, while the handlebar may steer the vehicle 100. However, while traversing, there is a possibility of riding of the vehicle 100 on the low-friction surfaces, which may compromise the traction of the vehicle 100. The compromised traction may result in the slip of the vehicle 100. Thus, to control the traction of the vehicle 100, the system 104 is disclosed. The system 104 based on a plurality of inputs may be configured to control the traction of the vehicle 100. In an embodiment, the system 104 may be deployed in the vehicle 100. In another embodiment, the system 104 may be in communication with the vehicle 100, without departing from the scope of the present disclosure.

[0040] The constructional and operational details of the system 104 are explained in detail in subsequent paragraphs with reference to Figures 2 to 3C.

[0041] Figure 2 illustrates a block diagram 200 of the system 104 to control the traction of the vehicle 100, according to an embodiment of the present disclosure.

[0042] In an embodiment, the system 104 may include at least one controller 204. In an embodiment, the at least one controller 204 may operate on a hysteresis logic, without departing from the scope of the present disclosure. In an embodiment, the at least one controller 204 may be the motor controller unit, without departing from the scope of the present disclosure.

[0043] In an embodiment, the at least one controller 204 may include, but is not limited to, memory 206, a processor 208, and module(s) 212.

[0044] The key elements of the at least one controller 204 typically include communication protocols including, but not limited to, a CAN protocol, Serial Communication Interface (SCI) protocol, and so on. The sequence of programmed instructions and data associated therewith may be stored in a non-transitory computer-readable medium such as the memory 206 or a storage device which may be any suitable memory apparatus such as, but not limited to, readonly memory (ROM), programmable read-only memory (PROM), electrically erasable programmable read-only memory (EEPROM), random-access memory (RAM), flash memory, disk drive, and the like. In one or more embodiments of the disclosed subject matter, non-transitory computer-readable storage media may be embodied with a sequence of programmed instructions for monitoring and controlling the operation of different components of the vehicle 100.

[0045] The processor 208 may include any computing system which includes, but is not limited to, a Central Processing Unit (CPU), an Application Processor (AP), a Graphics Processing Unit (GPU), a Visual Processing Unit (VPU), and / or an Al-dedicated processor such as a Neural Processing Unit (NPU). In an embodiment, the processor 208 may be a single processing unit or several units, all of which could include multiple computing units. The processor 208 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and / or any devices that manipulate signals based on operational instructions.

[0046] Among other capabilities, the processor 208 may be configured to fetch and execute computer-readable instructions and data stored in the memory 206. The instructions may be compiled from source code instructions provided in accordance with a programming language such as C, Java, C++, C#.net, or the like. The instructions may also comprise code and data objects provided in accordance with, for example, the Visual Basic™ language, Lab VIEW, or another structured or object-oriented programming language. The one or a plurality of processors control the processing of the input data in accordance with a predefined operatingrule or artificial intelligence (Al) model stored in the non-volatile memory and the volatile memory. The predefined operating rule or artificial intelligence model is provided through training or learning algorithms which include, but are not limited to, supervised learning, unsupervised learning, semi-supervised learning, or reinforcement learning.

[0047] Furthermore, the modules 210, processes, systems, and devices may be implemented as a single processor or as a distributed processor. Also, the processes, the modules 210, and sub-modules described in the various figures of and for embodiments herein may be distributed across multiple computers or systems or may be co-located in a single processor or system. Further, the modules 210 may be implemented in hardware, instructions executed by the processor 208, or by a combination thereof. A processing unit may comprise a computer, the processor 208, such as the processor 208, a state machine, a logic array, or any other suitable devices capable of processing instructions.

[0048] The processor 208 may be a general -purpose processor that executes instructions to cause the general-purpose processor to perform the required tasks, or the processor 208 may be dedicated to performing the required functions. In another embodiment of the present disclosure, the modules 210 may be machine-readable instructions (software) which, when executed by the processor / processing unit, perform any of the described functionalities. The database serves, amongst other things, as a repository for storing data processed, received, and generated by the modules 210.

[0049] Exemplary embodiment alternatives suitable for implementing the modules 210, sections, systems, means, or processes described herein are provided below. In an implementation, the module(s) 212 may include a detecting module 214, an analysing module 216, a comparing module 218, an estimating module 219, a performing module 220, an identifying module 222, and a communicating module 224 may be in communication with each other.

[0050] In the present disclosure, the detecting module 214, the analysing module 216, the comparing module 218, the estimating module 219, the performing module 220, the identifying module 222, and the communicating module 224 along with the processor 208 are configured to perform one or more operations which are explained in subsequent paragraphs with reference to Figures 3A to 3C in conjunction with Figure 2.

[0051] Figure 3A illustrates a flow diagram of an operation 300 performed by the system 104 to control the traction of the vehicle 100, according to an embodiment of the present disclosure. Figure 3B illustrates a graphical representation indicating an optimum reduction of a value of torque and increase in the value of torque, according to an embodiment of thepresent disclosure. Figure 3C illustrates a graphical representation representing a range of a predefined slip value, according to an embodiment of the present disclosure.

[0052] In an embodiment, initially, at step 302, a speed of the front wheel 122a may be determined by a control module 301 of the vehicle 100. In an embodiment, the control module 301 may be a body control module of the vehicle 100, therefore interchangeably referred to as the body control module 301, hereinafter. In such an embodiment, the control module 301 considers a radius 122a’ of the front wheel 122a. Thereafter, the control module 301 may be configured to determine the speed of the front wheel 122a.

[0053] Particularly, the front wheel 122a may include a toner ring 122a” and a sensor 122a’”, where the sensor is electrically connected to the control module 301. Further, the sensor 122a’” senses the number of slots of the toner ring 122a”, whenever the front wheel 122a moves. Thereafter, the sensor 122a’” sends the sensed number of slots out of predetermined total slots, the radius 122a’ of the front wheel 122a to the control module 301 to calculate the speed of the front wheel 122a. The speed of the front wheel 122a is given by equation (i):Front wheel speed km / h = (Theta between two slots / At) * Rf * (18 / 5) . (i)where Rf is the radius 122a’ of the front wheel 122a, Theta between two slots is the angle between two consecutive slots of the toner ring and At is the time, the toner ring 122a’ ’requires for crossing from a first slot to the next slot.

[0054] Further, in an embodiment, at step 308, the processor 208 may be configured to determine a speed of the rear wheel 122b, based on data provided by an encoder. In such an embodiment, the processor 208 considers a gear ratio 306 of the vehicle, a radius 122b’ of the rear wheel 122b, and a speed 330 of the electric motor 106, provided by the encoder, to determine the speed of the rear wheel 122b. The speed of the rear wheel 122b is given by equation (ii):Rear wheel speed km / h = (Motor RPM) * (60 / (2*7t)) * Rr * (1 / ng) * (18 / 5) . (ii)where Rr is the radius 122b’ of the rear wheel 122b, and ng is the gear ratio in the vehicle 100.

[0055] At step 310, the detecting module 214 may be configured to detect the slip value of the vehicle 100. In an embodiment, a plurality of sensors, for example, an Inertial Measurement Unit (IMU) and steering angle sensor of the vehicle 100 may be configured to provide a signal associated with the slip value of the vehicle 100 to the detecting module 214.In such an embodiment, the slip value indicates a difference between the speed of the rear wheel 122b and the front wheel 122a of the vehicle 100. In another embodiment, the detecting module 214 may be configured to detect a slip ratio of the vehicle 100. In another embodiment, the slip ratio may be given by:(Rear wheel speed - Front wheel speed) / Front wheel speed . (iii)

[0056] At step 312, the analysing module 216 may be configured to simultaneously, analyse an operational torque 202 of the vehicle 100. In such an embodiment, the operational torque 202 may correspond to a plurality of operations modes 311, for example, a road operational mode, a rain operational mode, and a rally operational mode. In an embodiment, each operational mode may be selected by a user, without departing from the scope of the present disclosure. In another embodiment, each operational mode may be selected automatically by the system 104, without departing from the scope of the present disclosure. In yet another embodiment, the operational mode may include a mode based on a lean angle of the vehicle 100. The lean angle of the vehicle 100 may be considered for further operation as discussed in the subsequent paragraphs. Further, based on the lean angle, the operations as performed may prevent the rear wheel 122b from sliding / slipping during turning and reduce instability, thus increasing the effectiveness of the control of the traction.

[0057] At step 316, the comparing module 218 may be configured to compare the received slip value with a range of predefined slip values 314 associated with the analysed operational torque 202.

[0058] Based on step 316, the performing module 220 may be configured to perform a reduction of a value of a torque as shown at step 318, increase the value of the torque as shown at step 320, and maintain the value of the torque, which are explained in detail in the subsequent paragraphs.

[0059] At step 318, the performing module 220 may be configured to perform the reduction of the value of the torque to be provided to the vehicle 100 with respect to a value of a torque required by the vehicle 100. In such an embodiment, the value of the torque required by the vehicle 100 may be the value of the torque as demanded by the user while traversing the vehicle 100, without departing from the scope of the present disclosure. The performing module 220 may be configured to perform the reduction, when the detected slip value is greater than the range of predefined slip values 314 as shown by A in Figure 3C.

[0060] In such an embodiment, as shown in Figure 3B, the estimating module 219 may be configured to estimate the detected slip value (as shown by X) using a value associated with a constant number. The identifying module 222 may be configured to identify an initial valueof a torque ramp rate associated with the vehicle 100. The identifying module 222 may be configured to identify the initial value of the torque ramp rate based on a selection of a maximum value between the estimated detected slip value and a minimum value from a range of a prestored torque reduction ramp rate 322 (as shown by Y) associated with the analysed operational torque 202. The identifying module 222 may be configured to identify a final value (as shown by Z) of the torque ramp rate. The identifying module 222 may be configured to identify the final value (as shown by Z) of the torque ramp rate based on a selection of a minimum value between the identified initial value and a maximum value from the range of the prestored torque reduction ramp rate 322. Thereafter, the final value of the torque ramp rate may be computed with a time step value to identify the final value of the torque. Lastly, the performing module 220 may be configured to perform the reduction of the value of the torque based on a difference between the value of the torque required by the vehicle 100 and the identified final value. In such an embodiment, the performing module 220 may be configured to perform the reduction of the value of the torque quickly unlike existing art.

[0061] In an example, the detected value of slip is 10 and the constant number (k) is 1. Now, the estimated value is 10. Further, the range of the prestored torque reduction ramp rate includes (20 Nm / s, 30 Nm / s), where 20 Nm / s is the minimum value and 30 Nm / s is the maximum value from the range of the prestored torque reduction ramp rate.The initial value = max (estimated slip value, the minimum value from the range of the prestored torque reduction ramp rate) = max (10, 20) = 20The final value = min (identified initial value, the maximum value from the range of the prestored torque reduction ramp rate) = min (20, 30) = 20The reduction of the value of the torque = 30 Nm - 20 Nm / s * time step value = 28 Nm assuming that the time step value is 0.1s, where 30Nm is the value of the torque required by the vehicle 100. Further, the time step value may be the amount of time required by the processor 208 to execute one loop for calculating the value of torque.

[0062] At step 320, the performing module 220 may be configured to perform the increase the value of the torque to be provided to the vehicle 100 with respect to the value of the torque required by the vehicle 100. The performing module 220 may be configured to perform the increase the value such that the increased value of the torque equals to the value of the torque required by the vehicle 100. The performing module 220 may be configured to perform the increase the value, when the detected slip value is lesser than the range of predefined slipvalues 314 as shown by B in Figure 3C. The operation of the performing module 220 to increase in the value of the torque to be provided to the vehicle 100 is explained in detail in subsequent paragraphs.

[0063] In an embodiment, when the detected slip value is lesser than the range of predefined slip values 314, then, at step 326, the comparing module 218 may be configured to compare a real-time value of the torque to be provided to the vehicle 100 with the value of the torque required by the vehicle 100. The performing module 220 may be configured to perform the increase the value of the torque to be provided to the vehicle 100, when the realtime value of the torque to be provided to the vehicle 100 is lesser than the value of the torque required by the vehicle 100. The increased value of the torque is greater than the real-time value of the torque.

[0064] In an example, the real time value of the torque is 5Nm and the value of the torque required by the vehicle is lONm. Thus, the performing module 220 may be configured to perform the increase the value of the torque to be provided to the vehicle 100.

[0065] In such an embodiment, to perform the increase the value of the torque, the estimating module 219 may be configured to estimate the detected slip value using a value associated with a constant number. The identifying module 222 may be configured to identify an initial value of the torque ramp rate associated with the vehicle 100. The identifying module 222 may be configured to identify the initial value based on a selection of a maximum value between the estimated detected slip value and a minimum value from a range of a prestored torque recovery ramp rate 324 associated with the analysed operational torque 202. The identifying module 222 may be configured to identify a final value of the torque ramp rate based on a selection of a minimum value between the identified initial value and a maximum value from the range of the prestored torque recovering ramp rate 324. Thereafter, the final value of the torque ramp rate may be computed with the time step value to identify the final value of the torque. Lastly, the performing module 220 may be configured to perform the increase the value of the torque based on a summation of the value of the torque required by the vehicle 100 and the identified final value. In such an embodiment, the performing module 220 may be configured to perform the increase the value of the torque quickly unlike existing art. In an embodiment, the increased value of the torque may be equal to the value of the torque required by the vehicle 100. i.e., value of the torque as demanded by the user while traversing the vehicle 100. In another embodiment, the performing module 220 may be configured to perform the increase the value of the torque upto a value of torque which may be maintained by the vehicle 100.

[0066] In an example, the detected value of slip is 10 and the constant number (k) is 1. Now, the estimated value is 10. Further, the range of the prestored torque reduction ramp rate includes (20 Nm / s, 30 Nm / s), where 20 Nm / s is the minimum value and 30 Nm / s is the maximum value from the range of the prestored torque recovery ramp rate.The initial value = max (estimated slip value, the minimum value from the range of the prestored torque recovery ramp rate) = max (10, 20) = 20The final value = min (identified initial value, the maximum value from the range of the prestored torque recovery ramp rate) = min (20, 30) = 20The increase in the value of the torque = 30 Nm+20 Nm / s * time step value = 32 Nm assuming that the time step value is 0.1s, where 30Nm is the value of the torque required by the vehicle 100.

[0067] In an embodiment, as shown at step 328, the performing module 220 may be configured to provide the value of the torque required by the vehicle 100, to the vehicle 100. The performing module 220 may be configured to provide the value of the torque, when the real-time value of the torque to be provided to the vehicle 100 is greater than the value of the torque required by the vehicle 100. In an example, the real time value of the torque is lONm and the value of the torque required by the vehicle is 5Nm. Thus, the performing module 220 may be configured to provide the value of the torque required by the vehicle 100, to the vehicle 100, i.e., 5Nm.

[0068] Further, the detailed operation of the performing module 220 with respect to each operational mode is explained in subsequent paragraphs for better understanding:

[0069] In the rain operational mode, the performing module 220 may perform the reduction of the value of the torque to be provided to the vehicle 100 instantly. Further, once the friction is stored, the performing module 220 may increase the value of the torque to be provided to the vehicle 100 slowly.

[0070] In the road operational mode, the performing module 220 may perform the reduction of the value of the torque to be provided to the vehicle 100 optimally. Furthermore, once the friction is stored, the performing module 220 may increase the value of the torque to be provided to the vehicle 100 optimally.

[0071] In the rally operational mode, the performing module 220 may perform the reduction of the value of the torque to be provided to the vehicle 100 instantly. Further, once the friction is stored, the performing module 220 may increase the value of the torque to be provided to the vehicle 100 instantly.

[0072] In an embodiment, when the detected slip value is present in the range of predefined slip values 314, the performing module 220 may be configured to maintain the value of the torque same as a value of torque generated at an initial point of the range of the predefined slip values 314 (as shown by hysteresis band (H) in Figure 3C). In another embodiment, the performing module 220 may be configured to maintain the value of the torque to be provided to the vehicle 100, when the detected slip value is present in the range of predefined slip values 314.

[0073] In an embodiment, the communicating module 224 may be configured to communicate, to at least one prime mover 106 of the vehicle 100, a signal associated with one of the reduction of the value of the torque, increased value of the torque, and the maintenance of the value of the torque to control the traction of the vehicle 100. In such an embodiment, the at least one prime mover 106 operates to control the traction of the vehicle 100. Particularly, the at least one prime mover 106, i.e., the electric motor 106, may be configured to control the motor speed 330 and thus, provide the controlled motor speed 330 to the processor 208, via the encoder, to calculate the speed of the rear wheel 122b, resulting in controlling the speed of the rear wheel 122b’ and thereby controlling the traction of the vehicle 100.

[0074] In another embodiment, the system 104 may be configured to control the traction of the vehicle 100 via regenerative braking. In such an embodiment, the system 104 may perform power reduction and power restoration. The power reduction may be connected to the regenerative braking of the vehicle 100. Further, the power which is reduced may be routed to the battery 118 for an additional charge, hence increasing the range of the vehicle 100.

[0075] Figure 4 illustrates a graphical representation of a traction control in the plurality of operational modes 311, according to an embodiment of the present disclosure.

[0076] Particularly, referring to Figure 4(iii), it is observed that the difference of the slip value is lowest in the operational mode 1 (A) as compared to the operational mode 3 (C) having the higher difference of the slip value. Further, the operational mode 2 (B) may have the slip value greater than the slip value in the operational mode 1 (A) and lesser than the slip value in the operational mode 3 (C).

[0077] In an embodiment, referring to Figure 4(iv), it is observed that the value of the torque increases and decreases instantly, when the torque is at 100%, thereby indicating that the traction control is reducing torque. Further, the value of the torque is higher in the operational mode 3 (C) as compared to the operational mode 1 (A) and the operational mode 2 (B).

[0078] Now, referring Figure 4, the speed of the rear wheel 122b increases and decreases multiple times even though the throttle is held at 100% value. The speed increases or decreases due to the triggering of the traction control, when the slipping happens.

[0079] Thus, from Figure 4, it is visible that the rear wheel 122b tries to follow the speed of the front wheel 122a with the assistance of the system 104, while maintaining the traction of the vehicle 100 and ensuring the safety of the user.

[0080] Figure 5 illustrates a flow diagram of a method 500 performed to control the traction of the vehicle 100. The present disclosure also relates to a method 500 to control the traction of the vehicle 100, as shown in Figure 5. The order in which the method steps are described below is not intended to be construed as a limitation, and any number of the described method steps may be combined in any appropriate order to execute the method or an alternative method. Additionally, individual steps may be deleted from the method without departing from the spirit and scope of the subject matter described herein.

[0081] The method 500 for controlling the traction of the vehicle 100 may be performed by the system 104 as shown in Figures 3A to 3C.

[0082] The method 500 begins at step 502. At step 502, the method 500 includes detecting , by the at least one controller 204, the slip value of the vehicle 100. The slip value indicates the difference between the speed of the rear wheel 122b of the vehicle 100 and the front wheel 122a of the vehicle 100.

[0083] At step 504, the method 500 includes simultaneously, analysing, by the at least one controller 204, the operational torque 202 of the vehicle 100.

[0084] At step 506, the method 500 includes comparing, by the at least one controller 204, the received value with the range of predefined slip values 314 associated with the analysed operational torque 202.

[0085] At step 508, the method 500 includes performing, by the at least one controller 204, one of: reduction of the value of the torque to be provided to the vehicle 100 with respect to the value of the torque required by the vehicle 100, when the detected slip value is greater than the range of predefined slip values 314, increase the value of the torque to be provided to the vehicle 100 such that the increased value of the torque equals to the value of the torque required by the vehicle 100, when the detected slip value is lesser than the range of predefined slip values 314, and maintain the value of the torque to be provided to the vehicle 100 as per the value of the torque generated at the initial point of the range of predefined slip values 314, when the detected slip value is present in the range of predefined slip values 314.

[0086] For performing the reduction of the value of the torque, the method 500 includes estimating, by the at least one controller 204, the detected slip value using the value associated with the constant number. The method 500 includes identifying, by the at least one controller 204, the initial value of the torque ramp rate associated with vehicle 100 based on the selection of the maximum value between the estimated detected slip value and the minimum value from the range of the prestored torque reduction ramp rate 322 associated with the analysed operational torque 202. The method 500 includes identifying, by the at least one controller 204, the final value of the torque ramp rate based on the selection of the minimum value between the identified initial value and the maximum value from the range of the prestored torque reduction ramp rate 322. The method 500 includes identifying, by the at least one controller 204, the final value of the torque by computing the final value of the torque ramp rate with the time step value. The method 500 includes performing, by the at least one controller 204, the reduction of the value of the torque based on the difference between the value of the torque required by the vehicle 100 and the identified final value.

[0087] Further, when the detected slip value is lesser than the range of predefined slip values 314, the method 500 includes comparing, by the at least one controller 204, the realtime value of the torque to be provided to the vehicle 100 with the value of the torque required by the vehicle 100. The method 500 includes performing, by the at least one controller 204, the increase the value of the torque to be provided to the vehicle 100, when the real-time value of the torque to be provided to the vehicle 100 is lesser than the value of the torque required by the vehicle 100. The increased value of the torque is greater than the real-time value of the torque.

[0088] For performing the increase in the value of the torque, the method 500 includes estimating, by the at least one controller 204, the detected slip value using the value associated with the constant number. The method 500 includes identifying, by the at least one controller 204, the initial value of the torque ramp rate associated with the vehicle 100 based on the selection of the maximum value between the estimated detected slip value and the minimum value from the range of the prestored torque recovery ramp rate 324 associated with the analysed operational torque 202. The method 500 includes identifying, by the at least one controller 204, the final value of the torque ramp rate based on the selection of the minimum value between the identified initial value and the maximum value from the range of the prestored torque recovery ramp rate 324. The method 500 includes identifying, by the at least one controller 204, the final value of the torque by computing the final value of the torque ramp rate with the time step value. The method 500 includes performing, by the at least onecontroller 204, the increase the value of the torque based on the summation of the value of the torque required by the vehicle 100 and the identified final value.

[0089] At step 510, the method 500 includes communicating, by the at least one controller 204, to the at least one prime mover 106 of the vehicle 100, the signal associated with one of the reduction of the value of the torque, increase the value of the torque, and maintenance of the value of the torque to control the traction of the vehicle 100. The method 500 includes communicating, by the at least one controller 204, to the at least one prime mover 106 of the vehicle 100, the signal associated with one of the reduction of the value of the torque, increase the value of the torque, and maintenance of the value of the torque. Further, the at least one prime mover 106 operates to control the traction of the vehicle 100 based on the signal.

[0090] The alternate use cases of the present invention are provided as below:

[0091] Relative Tyre Pressure / Puncture Detection: To calculate the wheel speed, the effective rolling radius, i.e. ground to center of the wheel considering the deformation on loading, is required. For a low pressure wheel, the deformation is higher than an optimal pressure tyre. Thus, for the vehicle sensing both wheel speeds, the system 104 may consider a constant slip value during its operation. The system 104 may consider the constant slip because of the effective radii difference in the vehicle 100 sensing both the wheel speeds. Herein, one wheel is having a lower pressure than the other wheel in the vehicle 100. Further, the constant slip value as considered may be used to inform the user pre-emptively to top-up air pressure, thus ensuring the safety of the user.

[0092] Speed Bump / Pothole detection: The system 104 may be used to differentiate the characteristics of a loss of the traction, speed bump, and pothole based on the different detected slip value. The differentiating data may be useful for vehicle service and tracking durability statistics.

[0093] The system 104 and the method 500 of the present disclosure ensure efficient and instant control of the traction of the vehicle 100. Particularly, the system 104 performs one of reduction of the value of the torque, increase the value of the torque, and the maintenance of the value of torque, based on the comparison of the detected slip value with the range of predefined slip values 314. This assists in the instant detection of the value of the slip, and if the detected value of the slip is greater than the range of the predefined value of the slip, then accordingly, the system 104 reduces the value of the torque to be provided to the vehicle 100. Further, after the restoration of the friction, the value of the torque to be provided to the vehicle 100 is also increased to the user’s demand, thus ensuring traction control of the vehicle 100 resulting in the safety of the user and also getting the required performance.

[0094] The range of predefined slip values 314 is associated with the operational torque 202. Further, the operational torque 202 may correspond to the plurality of modes of the vehicle 100. Thus, with this configuration, the system 104 as disclosed provides the optimum torque to the vehicle to control the traction of the vehicle 100, when the vehicle 100 operates in different operational modes as selected by the user. This configuration reduces the possibility of the slip of the vehicle 100 in the different operational modes, unlike existing art, thus ensuring the safety of the user riding the vehicle 100. This configuration also provides freedom to the user to select the operational mode as per his / her requirement and thereafter, the system 14 accordingly controls the traction in that particular operational mode, ensuring the safety of the user unlike existing art. This configuration also assists in detecting the fault condition of the front wheel 122a. Particularly, the control module ensures instant transmission of the correct value associated with the speed of the front wheel 122a to the processor 208. Further, when the front wheel 122a becomes faulty in that case, the control module instantly notifies the processor 208 that the value associated with the front wheel 122a is wrong. Thus, the processor 208 accordingly stops the traction control operation and accordingly notifies the user.

[0095] It will be appreciated that the modules, processes, systems, and devices described above can be implemented in hardware, hardware programmed by software, software instruction stored on a non-transitory computer-readable medium or a combination of the above. Embodiments of the methods, processes, modules, devices, and systems (or their subcomponents or modules), may be implemented on a general-purpose computer, a specialpurpose computer, a programmed microprocessor or microcontroller and peripheral integrated circuit element, an ASIC or other integrated circuit, a digital signal processor, a hardwired electronic or logic circuit such as a discrete element circuit, a programmed logic circuit such as a programmable logic device (PLD), programmable logic array (PLA), field-programmable gate array (FPGA), programmable array logic (PAL) device, or the like. In general, any process capable of implementing the functions or steps described herein may be used to implement embodiments of the methods, systems, or computer program products (software program stored on a non-transitory computer-readable medium).

[0096] Furthermore, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program product may be readily implemented, fully or partially, in software using, for example, object or object-oriented software development environments that provide portable source code that may be used on a variety of computer platforms. Alternatively, embodiments of the disclosed methods, processes, modules, devices, systems,and computer program products may be implemented partially or fully in hardware using, for example, standard logic circuits or a very -large- scale integration (VLSI) design. Other hardware or software may be used to implement embodiments depending on the speed and / or efficiency requirements of the systems, the particular function, and / or the particular software or hardware system, microprocessor, or microcomputer being utilized.

[0097] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and / or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.

[0098] List of reference numerals:

Claims

We Claim:

1. A system (104) to control a traction of a vehicle (100), comprising:at least one controller (204) configured to:detect a slip value of the vehicle (100);simultaneously, analyse an operational torque (202) of the vehicle (100); compare the received slip value with a range of predefined slip values associated with the analysed operational torque (202);perform one of:reduction of a value of a torque to be provided to the vehicle (100) with respect to a value of a torque required by the vehicle (100), when the detected slip value is greater than the range of predefined slip values (314), increase the value of the torque to be provided to the vehicle (100) such that the increased value of the torque equals to the value of the torque required by the vehicle (100), when the detected slip value is lesser than the range of predefined slip values (314), andmaintain the value of the torque to be provided to the vehicle (100) as per a value of the torque generated at an initial point of the range of predefined slip values (314), when the detected slip value is present in the range of predefined slip values (314); andcommunicate, to at least one prime mover (106) of the vehicle (100), a signal associated with one of the reduction of the value of the torque, increase the value of the torque, and maintenance of the value of the torque to control the traction of the vehicle (100).

2. The system (104) as claimed in claim 1, wherein the slip value indicates a difference between a speed of a rear wheel (122b) of the vehicle (100) and a front wheel (122a) of the vehicle (100).

3. The system (104) as claimed in claim 1, wherein to perform the reduction of the value of the torque, the at least one controller (204) is configured to:estimate the detected slip value using a value associated with a constant number; identify an initial value of a torque ramp rate associated with the vehicle (100) based on a selection of a maximum value between the estimated detected slip value and a minimum value from a range of a prestored torque reduction ramp rate (322) associated with the analysed operational torque (202);identify a final value of the torque ramp rate based on a selection of a minimum value between the identified initial value and a maximum value from the range of the prestored torque reduction ramp rate (322);identify a final value of the torque by computing the identified final value of the torque ramp rate with a time step value; andperform the reduction of the value of the torque based on a difference between the value of the torque required by the vehicle (100) and the identified final value.

4. The system (104) as claimed in claim 1, wherein when the detected slip value is lesser than the range of predefined slip values (314), the at least one controller (204) is configured to:compare a real-time value of the torque to be provided to the vehicle (100) with the value of the torque required by the vehicle (100); andperform the increase the value of the torque to be provided to the vehicle (100), when the real-time value of the torque to be provided to the vehicle (100) is lesser than the value of the torque required by the vehicle (100), wherein the increased value of the torque is greater than the real-time value of the torque.

5. The system (104) as claimed in claim 4, wherein to perform the increase the value of the torque, the at least one controller (204) is configured to:estimate the detected slip value using a value associated with a constant number; identify an initial value of a torque ramp rate associated with the vehicle (100) based on a selection of a maximum value between the estimated detected slip value and a minimum value from a range of a prestored torque recovery ramp rate (324) associated with the analysed operational torque (202);identify a final value of the torque ramp rate based on a selection of a minimum value between the identified initial value and a maximum value from the range of the prestored torque recovery ramp rate (324);identify a final value of the torque by computing the identified final value of the torque ramp rate with a time step value; andperform the increase the value of the torque based on a summation of the value of the torque required by the vehicle (100) and the identified final value.

6. The system (104) as claimed in claim 1, wherein the at least one controller (204) is configured to:communicate, to the at least one prime mover (106) of the vehicle (100), the signal associated with one of the reduction of the value of the torque, increase the valueof the torque, and maintenance of the value of the torque, wherein based on the signal, the at least one prime mover (106) operates to control the traction of the vehicle (100).

7. A method (500) to control a traction of a vehicle (100), comprising:detecting (502), by at least one controller (204), a slip value of the vehicle (100); simultaneously, analysing (504), by the at least one controller (204), an operational torque (202) of the vehicle (100);comparing (506), by the at least one controller (204), the received value with a range of predefined slip values associated with the analysed operational torque (202);performing (508), by the at least one controller (204), one of:reduction of a value of a torque to be provided to the vehicle (100) with respect to a value of a torque required by the vehicle (100), when the detected slip value is greater than the range of predefined slip values (314),increase the value of the torque to be provided to the vehicle (100) such that the increased value of the torque equals to the value of the torque required by the vehicle (100), when the detected slip value is lesser than the range of predefined slip values (314), andmaintain the value of the torque to be provided to the vehicle (100) as per a value of the torque generated at an initial point of the range of predefined slip values (314), when the detected slip value is present in the range of predefined slip values (314); and communicating (510), by the at least one controller (204), to at least one prime mover (106) of the vehicle (100), a signal associated with one of the reduction of the value of the torque, increase the value of the torque, and maintenance of the value of the torque to control the traction of the vehicle (100).

8. The method (500) as claimed in claim 7, wherein the slip value indicates a difference between a speed of a rear wheel (122b) of the vehicle (100) and a front wheel (122a) of the vehicle (100).

9. The method (500) as claimed in claim 7, wherein performing the reduction of the value of the torque, comprises:estimating, by the at least one controller (204), the detected slip value using a value associated with a constant number;identifying, by the at least one controller (204), an initial value of a torque ramp rate associated with the vehicle (100) based on a selection of a maximum value between the estimated detected slip value and a minimum value from a range of a prestored torque reduction ramp rate (322) associated with the analysed operational torque (202);identifying, by the at least one controller (204), a final value of the torque ramp rate based on a selection of a minimum value between the identified initial value and a maximum value from the range of the prestored torque reduction ramp rate (322); identifying the final value of the torque by computing the final value of the torque ramp rate with a time step value; andperforming, by the at least one controller (204), the reduction of the value of the torque based on a difference between the value of the torque required by the vehicle (100) and the identified final value.

10. The method (500) as claimed in claim 7, wherein when the detected slip value is lesser than the range of predefined slip values (314), the method (500) comprises:comparing, by the at least one controller (204), a real-time value of the torque to be provided to the vehicle (100) with the value of the torque required by the vehicle (100); andperforming, by the at least one controller (204), the increase the value of the torque to be provided to the vehicle (100), when the real-time value of the torque to be provided to the vehicle (100) is lesser than the value of the torque required by the vehicle (100), wherein the increased value of the torque is greater than the real-time value of the torque.

11. The method (500) as claimed in claim 10, wherein performing the increase the value of the torque, comprises:estimating, by the at least one controller (204), the detected slip value using a value associated with a constant number;identifying, by the at least one controller (204), an initial value of a torque ramp rate associated with the vehicle (100) based on a selection of a maximum value between the estimated detected slip value and a minimum value from a range of a prestored torque recovery ramp rate (324) associated with the analysed operational torque (202);identifying, by the at least one controller (204), a final value of the torque ramp rate based on a selection of a minimum value between the identified initial value and a maximum value from the range of the prestored torque recovery ramp rate (324); and identifying, by the at least one controller 204, the final value of the torque by computing the final value of the torque ramp rate with the time step value; and performing, by at least one controller (204), the increase the value of the torque based on a summation of the value of the torque required by the vehicle (100) and the identified final value.

12. The method (500) as claimed in claim 7, wherein the method (500) comprises: communicating, by the at least one controller (204), to the at least one prime mover (106) of the vehicle (100), the signal associated with one of the reduction of the value of the torque, increase the value of the torque, and maintenance of the value of the torque, wherein based on the signal, the at least one prime mover (106) operates to control the traction of the vehicle (100).

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