248 results about "Wheel speed sensor" patented technology

The present disclosure relates to a brake system and a method of controlling the same, the brake system including first and second wheel speed sensors respectively installed in wheels of a vehicle, electrohydraulic brakes respectively installed in front wheels of the vehicle, electromechanical brakes (EMBs) respectively installed in rear wheels of the vehicle, and a first controller configured to perform braking control on the electrohydraulic brakes and the electromechanical brakes based on a first front wheel speed signals outputted from the first wheel speed sensors installed in the front wheels, in which when a failure of the first wheel speed sensors installed in the front wheels are identified, the first controller performs the braking control on the electrohydraulic brakes and the electromechanical brakes based on the first rear wheel speed signals outputted from the first wheel speed sensors installed in the rear wheels.

The invention relates to the technical field of loaders, and discloses a loader control method and device, electronic equipment and a storage medium, and the method comprises the following steps: obtaining whole vehicle state parameters of the loader under the current working condition; the current working condition comprises a shoveling working condition or a driving working condition; determining whether the wheel of the loader slips or not according to the state parameters of the whole vehicle; when it is determined that whether the wheel of the loader slips or not is judged, slip judgment parameters are determined according to the state parameters of the whole loader; determining whether wheels of the loader slip or not according to the slip judgment parameters; and when the wheels of the loader slip, a driving motor of the loader is controlled to reduce the request torque, and the change rate of the request torque is reduced. The accuracy of loader slip identification is improved, the application range of an anti-slip strategy is expanded, meanwhile, a wheel speed sensor does not need to be additionally installed, and the hardware cost is controlled while the performance is optimized.

The invention provides a vehicle braking control method and system and electronic equipment, and relates to the field of vehicle braking control. According to the method, when a hydraulic braking system and a wheel speed sensor fail at the same time, vehicle state information can be obtained through an inertial sensor of a vehicle; and an accurate braking instruction is generated to control the parking brake to carry out emergency braking on the vehicle, so that the potential safety hazard that the parking brake cannot be controlled through an electronic hand brake to carry out emergency braking on the vehicle when a hydraulic braking system and a wheel speed sensor simultaneously fail in the prior art is solved.

The present disclosure relates to a brake system and a method of controlling the same, the brake system including first and second wheel speed sensors respectively installed in wheels of a vehicle, electrohydraulic brakes respectively installed in front wheels of the vehicle, electromechanical brakes (EMBs) respectively installed in rear wheels of the vehicle, a first controller configured to perform braking control on the electrohydraulic brakes and the electromechanical brakes based on first wheel speed signals outputted from the first wheel speed sensors of the wheels, and a second controller configured to perform braking control on the electrohydraulic brakes and the electromechanical brakes based on second wheel speed signals outputted from the second wheel speed sensors of the wheels in response to a failure of the first controller.

A method for controlling an electronic mechanical brake apparatus, the method comprising: sharing wheel speed information acquired from a plurality of wheel speed sensors by a plurality of wheel controllers using a first communication line and a second communication line, and determining whether it is possible to estimate a vehicle speed using the shared wheel speed information; In response to determining whether the vehicle speed can be estimated, generating an emergency braking force based on a change in the vehicle speed by the plurality of wheel controllers to brake the vehicle; In response to determining that the condition for estimating the vehicle speed is not satisfied, generating the emergency braking force based on the change in wheel speed by the plurality of wheel controllers to brake the vehicle.

The invention provides rough road detection for a vehicle. Methods and systems are provided, including: a wheel speed sensor of a vehicle configured to obtain wheel speed sensor data regarding a wheel speed of the vehicle; and a processor coupled to the wheel speed sensor and configured to at least facilitate: determining variability of the wheel speed sensor data; and determining a roughness measure of a path on which the vehicle is operating based on the variability.

The invention discloses a brake-by-wire booster pressure control method, electronic equipment and a vehicle, and belongs to the technical field of vehicles. The method comprises the following steps: determining the braking demand pressure of a driver according to a pedal travel sensor signal, a driving mode signal and a current vehicle speed; determining an external brake demand pressure according to the external brake request signal; determining comfortable parking brake pressure according to the current vehicle speed and the current deceleration; brake pressure needed by the ramp is determined according to the gradient sensor signal and the wheel speed sensor signal; acquiring an anti-lock control pressure; determining a braking mode according to the current vehicle speed; and brake pressure output is determined according to the brake demand pressure of the driver, the external brake demand pressure, the comfortable parking brake pressure, the brake pressure needed by the ramp, the anti-lock control pressure and the brake mode. By formulating pressure decision logic and integrating multi-source requests, a coordination mechanism of'maximum value demand and minimum value constraint security 'is proposed for the first time, and system response is ensured to be safe and accurate.

The utility model discloses a high-stability wheel speed sensor sensing head, and relates to the field of wheel speed sensors, the high-stability wheel speed sensor sensing head comprises a framework and a sensing assembly installed on the framework, an insertion groove is formed in the outer wall of one side of the framework, an installation groove is formed in the outer wall of the top of the framework, and installation openings are formed in the inner walls of the two sides of the installation groove; and mounting assemblies are mounted on the inner walls of the two mounting openings. According to the invention, through the cooperation of the mounting groove and the insertion groove in the skeleton, the induction assembly can be conveniently mounted, meanwhile, the induction assembly can be conveniently protected through the arrangement of the skeleton, the induction assembly is prevented from being damaged due to exposure, and the safety performance of the induction assembly is improved while the stability of the induction assembly is improved.

The utility model discloses a wheel speed sensor anti-drop terminal, and relates to the field of automobile accessories, the wheel speed sensor anti-drop terminal comprises a skeleton, a partition plate is fixedly connected in the skeleton, two guide blocks are arranged in the skeleton, one end of each guide block extends out of the skeleton, the other end of each guide block is provided with a wire clamping port used for plugging a copper wire harness, and the partition plate is provided with an anti-drop assembly used for preventing the copper wire harness from loosening. According to the invention, through cooperative arrangement of the through groove, the bidirectional screw rod, the clamping plate and other structures, during use, a copper wire harness is firstly inserted into the wire clamping opening, then the bidirectional screw rod is rotated through the rotating disc, and the wire clamping opening is clamped in the through groove; the two-way screw drives the two clamping plates to get close to each other, the two clamping plates clamp and fix the copper wire harness, the copper wire harness is prevented from being separated from the wire clamping opening, and the problem that the copper wire harness of the wheel speed sensor is likely to be loosened from the wire clamping opening due to long-time bumping and poor contact is caused is solved as much as possible.

This utility model discloses a monitoring device for the drive-by-wire chassis of an underground trackless transport vehicle, relating to the technical field of transport vehicle chassis monitoring devices. It includes a base with grooves on both sides of the top of the base. A mounting plate is slidably connected within the grooves, and a limit mechanism is installed within the grooves. A monitoring mechanism is mounted on the mounting plate. This utility model, through the cooperation of a camera and lidar, facilitates the detection of the vehicle's surrounding environment, providing information to help the vehicle adapt to different driving environments and improving the device's adaptability. Through the cooperation of wheel speed sensors and a data processor, it facilitates the monitoring of the vehicle's driving status, enabling rapid detection of abnormal vehicle operation and reducing the probability of device accidents. The cooperation between the mounting plate and the base facilitates the rapid assembly and disassembly of the monitoring mechanism, increasing the device's installation speed. This device improves the monitoring capability of the vehicle's condition and reduces the probability of sudden accidents.

A brake device may include: first and second wheel speed sensors disposed in each wheel of a vehicle and configured to measure a speed of the wheel; a controller configured to control braking of the wheels in response to a wheel speed signal output from at least one of the first wheel speed sensor and the second wheel speed sensor; a brake actuator disposed in each wheel of the vehicle and configured to brake the wheel; a first brake driving circuit and a second brake driving circuit configured to control a driving power supply of the brake actuator based on control of the controller; an actuator housing to which the first wheel speed sensor and the second wheel speed sensor are coupled, and in which the first brake driving circuit and the second brake driving circuit are accommodated; and a plurality of circuits configured to connect each of the first wheel speed sensor, the second wheel speed sensor, the first brake drive circuit, and the second brake drive circuit to the controller.

This utility model discloses a test bench, comprising: a mounting frame; a sliding member slidably connected to the mounting frame, the sliding member being capable of reciprocating relative to the mounting frame along a first direction, the sliding member being used to connect to a first end of a wire harness; a first driving mechanism connected to the sliding member, used to drive the sliding member to slide along the first direction; a rotating member rotatably connected to the mounting frame, the rotating member being capable of reciprocating relative to the mounting frame around a rotation axis extending along the first direction, the rotating member being used to connect to a second end of the wire harness; and a second driving mechanism connected to the rotating member, the second driving mechanism being a crank-rocker mechanism, used to drive the rotating member to rotate around the rotation axis. This utility model allows the vertical movement and horizontal sway durability tests of wheel speed sensors to be performed simultaneously on a single test bench, reducing the number of test benches required. Simultaneously, it can completely simulate the actual operating conditions of an on-vehicle, ensuring the accuracy of the test data. This utility model also provides a testing device.

This invention discloses a train multi-source information fusion positioning method based on 5G positioning. It integrates multi-source data information such as 5G positioning, satellite positioning, speed sensor information, and transponder information, providing more reliable train position and speed information through redundancy and complementarity of multi-source data. This avoids the drawback of relying on satellite positioning, which is greatly affected by terrain and environment. It also solves the problem of existing technologies failing in environments where satellite signals are blocked, such as tunnels and valleys, resulting in significant errors when the system only uses wheel speed sensors for speed and distance measurement.

This application provides a testing device for an aircraft anti-skid braking system that simulates human braking, belonging to the field of aircraft performance testing technology. The device includes a control terminal, an anti-skid count acquisition unit, an integrated servo motor, a mechanical transmission component, and a braking force generator. The control terminal is connected to the integrated servo motor, the braking force generator, and the anti-skid count acquisition unit. The output shaft of the integrated servo motor is rotatably coupled to the aircraft wheel speed sensor of the anti-skid braking system via the mechanical transmission component. The braking force generator, based on the braking force signal issued by the control terminal, drives the handbrake device to generate a set displacement and provides real-time feedback of the force signal to simulate human braking. The anti-skid count acquisition unit converts the number of flashes into a digital signal and transmits it back to the control terminal. The control terminal synchronously controls the wheel speed signal and the braking force signal according to a preset speed-braking curve and compares the transmitted anti-skid count. This allows for rapid testing of the anti-skid braking system, reducing the required number of personnel.

Method for determining vehicle odometry, comprising: Receiving initial sensor data by a controller (34) of a vehicle (10); Receiving second sensor data by the controller (34) of the vehicle (10); Determining an initial longitudinal position, an initial lateral position and an initial heading of the vehicle (10) by the controller (34) of the vehicle (10) using the first sensor data, wherein the first sensor data are generated by an inertial measurement unit (IMU) of the vehicle (10), a wheel speed sensor (WSS) and a steering angle sensor (SAS) of the vehicle (10); Determining a longitudinal position error, a lateral position error and a course error of the vehicle (10) by the controller (34) of the vehicle (10) using the second sensor data, wherein the second sensor data are generated by a radar device of the vehicle (10); Determining a longitudinal speed of the vehicle (10) using the first sensor data and the second sensor data; Determining a lateral speed of the vehicle (10) using the first sensor data and the second sensor data; Determining a yaw rate of the vehicle (10) using the first sensor data and the second sensor data; Correcting the initial longitudinal position, initial lateral position, and initial heading of the vehicle (10) using the longitudinal position error, lateral position error, and heading error, respectively, thereby generating a corrected longitudinal position, a corrected lateral position, and a corrected heading of the vehicle (10), wherein the corrected longitudinal position, the corrected lateral position, and the corrected heading of the vehicle (10) are determined using an adaptive filter, wherein the corrected longitudinal position is based on the enhancement of a longitudinal position, the corrected lateral position is based on the enhancement of a lateral position, and the corrected heading is based on the enhancement of a heading. where the adaptive filter is implemented using a multitude of equations, and the multitude of equations includes: Δxk + 1 = Δxk + gk, xex, k Δ yk + 1 = Δ yk + gk , yey , k Δ ψ k + 1 = Δ ψ k + gk , ψ e ψ , k where: k is a time step; Δx k+1 is a filtered term for the initial longitudinal position of the vehicle (10); Δy k+1 is a filtered term for the initial lateral position of the vehicle (10); Δψ k+1 is a filtered term for the initial course of the vehicle (10); Δx k is a change in the longitudinal position of the vehicle (10) at time k; Δy k is a change in the lateral position of the vehicle (10) at time k; Δψ k is a change in the course of the vehicle (10) at time k; G k,x is the strengthening of the longitudinal position at time k; G k,y is the strengthening of the transverse position at time k; G k,ψ is the strengthening of the price at time k; ex,k is the error of the longitudinal position at time k; e y,k is the error of the transverse position at time k; and e ψ,k is the error of the course at time k; where the longitudinal position error, the transverse position error, and the course error are calculated using the following equations: ex = vs ( 1 ) . dt − Δ x ˜ ey = vs ( 2 ) . dt − Δ y ˜ e ψ = atan2 (vs (2) vs (1)) − Δ ψ ˜ where: v s is the scene speed of the vehicle as detected by the radar (10); e x is the error term for the x-position (i.e., the longitudinal position) of the vehicle (10); e y is the error term for the y-position (i.e., for the lateral position) of the vehicle (10); e ψ is the error term for the course of the vehicle (10); Δ x ˜ Delta x-position with uncertainty; Δ y ˜ Delta y-position with uncertainty; Δ ψ ˜ Delta price with uncertainty; and t is time; and Steering the vehicle (10) using the corrected longitudinal position, the corrected lateral position and the corrected course.

A procedure for determining the initial vehicle speed of a vehicle is described, comprising the following steps: - Determining a second vehicle speed based on wheel speed sensor readings of the vehicle; - Determining vehicle acceleration as a function of the determined second vehicle speed; - If the measured vehicle acceleration exceeds and / or falls below a predefined acceleration limit, limit the measured vehicle acceleration to the predefined acceleration limit; and - Determining the initial vehicle speed as a function of the vehicle acceleration.

The invention discloses a signal conditioning circuit for an active wheel speed sensor and a method thereof, relates to the technical field of vehicle electronics, and aims to solve the technical problem that when an existing signal conditioning circuit of the active wheel speed sensor is in a dynamic working condition, output of a multi-threshold comparator is prone to conflict, and misjudgment or missed judgment is caused. Therefore, the invention provides a signal conditioning circuit and method, and the method comprises the steps: collecting the output vectors [C1, C2, C3] of a multi-threshold comparator in real time, and the turnover times Ntrans of the multi-threshold comparator; synchronously acquiring an OVP / OCP / open circuit diagnosis mark state; constructing a periodic feature vector Xk, wherein the periodic feature vector Xk comprises a current level, a jitter condition, a protection state and a wheel speed parameter; setting an M-period sliding window to carry out current horizontal mode statistics and jitter intensity calculation; generating a window-level diagnosis tag Sw based on a window statistical result; outputting a final state by adopting an instantaneous judgment and window diagnosis combined decision-making mechanism; and dynamically adjusting judgment parameters and threshold hysteresis according to the long-term operation data.

The invention relates to the technical field of automobile auxiliary driving, in particular to a self-adaptive braking system of a hilly and mountainous region tractor. According to the technical scheme, the system comprises a sensing layer which comprises an inertial measurement unit, a wheel speed sensor and an agricultural implement attitude sensor and is used for acquiring vehicle attitude, wheel speed and agricultural implement load information in real time; the decision-making layer comprises a central domain controller, is in communication connection with the sensing layer and is used for receiving and fusing the data of the sensing layer, deciding a corresponding braking mode based on the fused data and generating a control instruction; and the execution layer comprises an electro-hydraulic braking subsystem, a motor regenerative braking subsystem and an active posture adjusting mechanism, is in communication connection with the decision-making layer and is used for executing the control instruction. Through automatic switching and cooperative control of multiple braking modes, self-adaptive braking of the hilly and mountainous region tractor under the working conditions of cross slope running, hill starting, sharp turning, long slope descending and the like is achieved, and operation safety and driving comfort are effectively improved.

The utility model discloses an injection molding type high-waterproofness wheel speed sensor, and relates to the field of wheel speed sensors, the injection molding type high-waterproofness wheel speed sensor comprises a shell, edge grooves are formed in the outer walls of the two sides of the shell, mounting mechanisms are mounted on the inner walls of the two edge grooves, each mounting mechanism comprises a mounting column, and the outer wall of each mounting column is fixedly connected with a mounting ring; a mounting assembly is mounted at one end of the mounting column, and a rotating disc is rotationally connected to the other end of the mounting column. According to the wheel speed sensor, the mounting mechanism is arranged on the sensor shell, the mounting ring fixed on the mounting column in the mounting mechanism improves the sealing performance of the wheel speed sensor during mounting, meanwhile, the mounting column is convenient to disassemble and assemble due to the arrangement of the mounting mechanism, and the sealing performance of the wheel speed sensor during mounting is improved.

The utility model relates to a device for detecting the rotating speed of a wheel and belongs to the field of tire performance detection. A gear is installed at the bottom of the bearing sleeve shell, an arc-shaped through groove is machined in the tooth face of the gear, a guide column on the upper side face of a telescopic claw is inserted into the arc-shaped through groove, a guide groove is machined in the radial direction of the bottom of the bearing sleeve shell, a pin rod on the lower side face of the telescopic claw is inserted into the guide groove, and a transmission shaft penetrates through a hole in the bottom of the bearing sleeve shell. A ratchet wheel is fixed to the transmission shaft, a pawl is hinged to the position, on one side of the ratchet wheel, of the bearing sleeve shell through a pawl fixing screw, a radial magnet is embedded in the center of the bottom of an inner cavity of the bearing sleeve shell, a fixing screw is installed on the bearing sleeve shell, and the rotating bearing in the bearing sleeve shell is fixed through the fixing screw. The center of the rotating bearing is provided with a fixing shaft, the fixing shaft is provided with a trigger sensor, the inner end of the fixing shaft is provided with a wheel speed sensor, the outer end of the fixing shaft is fixed to the wire pipe, and the bearing sleeve shell is provided with a trigger magnet.

The invention discloses an aircraft brake distance control system based on a spatial position. The aircraft brake distance control system comprises a pedal displacement sensor, a brake control unit, a stop valve, a brake servo valve and a wheel speed sensor, the pedal displacement sensor is used for detecting the displacement stroke of a brake pedal operated by a driver and converting the displacement stroke into an electric signal to serve as instruction input of the brake control unit. The brake control unit is used for receiving instruction input, controlling the cut-off valve to be opened, connecting a hydraulic oil way and driving the brake servo valve to output brake pressure to the brake device. And the wheel speed sensor is used for monitoring an airplane wheel speed signal of the airplane wheel in real time and sending a monitoring result to the brake control unit. Compared with a traditional pressure control brake system, accurate and stable distance closed-loop control is achieved. And under the same braking environment condition, the precise braking distance can be achieved.

The utility model discloses a speed measuring device for electro-tricycle production, which comprises a test plate, a plurality of electric telescopic rods, a plurality of push plates and a speed measuring assembly, and is characterized in that the plurality of electric telescopic rods are mounted on the test plate; the plurality of pushing plates are respectively mounted on the corresponding electric telescopic rods; the speed measuring assembly comprises an adjusting mechanism, a rotating rod, a rotating disc, a wheel speed sensor, a telescopic rod, a first spring, a plurality of rotating cylinders, a plurality of fixing plates, a plurality of sliding grooves, a plurality of sliding blocks, a plurality of connecting pipes, a plurality of clamping grooves and a plurality of positioning mechanisms, and the adjusting mechanism is arranged on the testing plate; and the rotating rod is rotationally arranged on the adjusting mechanism. Therefore, the telescopic rod is adopted to drive the connecting pipe to be directly connected with the wheel, direct measurement of the rotating speed of the wheel is achieved, the speed measurement accuracy is improved, errors caused by indirect conversion are avoided, instantaneous speed information can be provided in real time, and timeliness and accuracy of speed data are ensured.

The application relates to a GMM-assisted vehicle fusion positioning method and system, which comprises the following steps: calculating an IMU pre-integration term according to the angular velocity and acceleration measurement information of an IMU; calculating a dynamics pre-integration term according to the speed measurement information of a wheel speed sensor and the angular velocity measurement information of the IMU in combination with a two-degree-of-freedom vehicle model; constructing an IMU factor and a dynamics factor by using the IMU pre-integration term and the dynamics pre-integration term after obtaining a GNSS measurement signal; constructing a pseudorange factor according to the original observation information of a GNSS receiver in combination with system states; constructing a clock drift factor based on the clock error of the GNSS receiver; constructing a factor graph by combining the constructed factors, wherein the noise of the IMU factor, the dynamics factor and the clock drift factor is Gaussian modeling, and the noise of the pseudorange factor is GMM modeling; and optimizing the factor graph to estimate the positioning information of the vehicle. Compared with the prior art, the application can effectively suppress the influence of abnormal GNSS measurement on positioning, and realizes low-cost and robust high-precision positioning.

Method and apparatus for determining a tire wear amount, wherein the present disclosure / invention relates to a tire wear determination device and a method for determining a tire wear amount based on a frictional force calculated by applying the effect of an occupant load on each wheel. According to the present disclosure / invention, a control device calculates a longitudinal friction force and a lateral friction force acting on the vehicle using data provided by a wheel speed sensor, a seat sensor (120), and a yaw rate sensor, and calculates an instantaneous tire wear amount by applying tire property information.

A method for odometer estimation includes receiving first sensor data and second sensor data. The first sensor data is generated by an inertial measurement unit (IMU), a wheel speed sensor (WSS), and a steering wheel angle sensor (SAS) of the vehicle. The second sensor data is generated by a radar of the vehicle. The method also includes determining an initial longitudinal position, an initial lateral position, and an initial heading of the vehicle using the first sensor data. The method also includes determining a longitudinal position error, a lateral position error, and a heading error of the vehicle using the second sensor data. Further, the method includes correcting an initial longitudinal position, an initial lateral position, and an initial heading of the vehicle using the longitudinal position error, the lateral position error, and the heading error.

Disclosed herein are a brake system and a controlling method thereof. The brake system in accordance with the present embodiment includes a wheel speed sensor configured to output a signal responding to a speed of a vehicle, a pressure detection sensor configured to output a signal responding to a braking pressure of the vehicle, and a controller configured to detect whether the vehicle has an accident, based on a signal received from a shock detection senor configured to output a signal responding to a shock applied to the vehicle, and detect whether the wheel speed sensor has an abnormality based on the signal received from the wheel speed sensor, and the controller performs deceleration control of the vehicle based on the signal received from the wheel speed sensor when detecting that the wheel speed sensor has no abnormality and performs the deceleration control of the vehicle based on the signal received from the pressure detection sensor when detecting that the wheel speed sensor has the abnormality.

The utility model discloses a front wheel speed sensor gear ring relates to the technical field of automobile parts, including annular main part, the annular main part is divided into outer ring area and inner ring cooperation department along the radial, the outer ring area has the waist -shaped hole for assembling position adjustment and distributes evenly in the circumference, the inner ring cooperation department is the irregular structure that adapts with the wheel hub or brake disc profile, the length space of the waist -shaped hole of this scheme outer ring can adapt the slight deformation of front wheel hub because of braking heat production. The wheel hub is easy to appear thermal expansion and cold contraction when the vehicle frequently brakes, and the combination of the irregular profile of the inner ring and the positioning round hole is not only simple to improve the degree of adhesion, but also can adhere to the irregular assembly surface of the wheel hub or brake disc, form the circumferential limiting, and the positioning round hole locks the radial position, which is different from the traditional single clamping structure, can prevent the axial movement of the gear ring under the action of braking impact force, and avoid the signal of strong and weak caused by the movement.

The application discloses a kind of vehicle-mounted integrated navigation system wheel speed meter error online estimation and compensation method, this method under the premise of not changing original integrated navigation algorithm architecture, wheel speed meter double-loop update mode is designed, wheel speed meter error is estimated online using low-dimensional filter in error estimation loop, compensate wheel speed meter output in filter loop in combination with error estimation result, improve the precision of integrated navigation of inertial navigation system / wheel speed meter.The method realizes wheel speed meter error online estimation based on wheel speed meter double-loop update mode and dimensionality reduction filter, does not affect the original integrated navigation algorithm architecture, small amount of calculation, high estimation accuracy, after error estimation and compensation, the integrated navigation positioning performance under the condition that GNSS signal is blocked can be improved, and higher engineering application value is shown.

An odometry estimation method comprises receiving first-sensor and second-sensor data. The first-sensor data are generated by the vehicle's inertial measurement unit (IMU), wheel speed sensor (WSS), and steering angle sensor (SAS). The second-sensor data are generated by the vehicle's radar. The method further comprises determining an initial longitudinal position, lateral position, and heading of the vehicle using the first-sensor data. The method further comprises determining a longitudinal position error, a lateral position error, and a heading error of the vehicle using the second-sensor data. The method also comprises correcting the initial longitudinal position, lateral position, and heading of the vehicle using the longitudinal position error, the lateral position error, and the heading error, respectively.

A method (400) for distraction driver detection and alert includes receiving vehicle speed data (20) from one or more wheel speed sensors (122) disposed on a vehicle (105), and receiving proximity data from one or more proximity sensors disposed on the vehicle, the proximity data indicating a distance (32) of the vehicle relative to any object in front of the vehicle. The method also includes executing a distracted driver detection algorithm (300) that uses the vehicle speed data and the proximity data to determine that the vehicle is interrupting the stop-time traffic flow and that a driver of the vehicle is distracted from operating the vehicle. The method includes instructing a system (270) of the vehicle to output an alert to reengage a driver based on determining that the vehicle is interrupting the stop-time traffic flow and the driver of the vehicle is distracted.