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WO2025180592A1 - Dispositif et procédé d'estimation d'une vitesse longitudinale d'un véhicule - Google Patents

Dispositif et procédé d'estimation d'une vitesse longitudinale d'un véhicule

Info

Publication number
WO2025180592A1
WO2025180592A1 PCT/EP2024/054781 EP2024054781W WO2025180592A1 WO 2025180592 A1 WO2025180592 A1 WO 2025180592A1 EP 2024054781 W EP2024054781 W EP 2024054781W WO 2025180592 A1 WO2025180592 A1 WO 2025180592A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
wheel
torque
value
longitudinal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/EP2024/054781
Other languages
English (en)
Inventor
Jyotishman GHOSH
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huawei Digital Power Technologies Co Ltd
Original Assignee
Huawei Digital Power Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Digital Power Technologies Co Ltd filed Critical Huawei Digital Power Technologies Co Ltd
Priority to EP24708370.2A priority Critical patent/EP4652077A1/fr
Priority to PCT/EP2024/054781 priority patent/WO2025180592A1/fr
Publication of WO2025180592A1 publication Critical patent/WO2025180592A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/72—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to a difference between a speed condition, e.g. deceleration, and a fixed reference
    • B60T8/74—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to a difference between a speed condition, e.g. deceleration, and a fixed reference sensing a rate of change of velocity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/58—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2240/00—Monitoring, detecting wheel/tyre behaviour; counteracting thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2240/00—Monitoring, detecting wheel/tyre behaviour; counteracting thereof
    • B60T2240/04—Tyre deformation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed

Definitions

  • the present disclosure relates to a method and a device for estimating a longitudinal speed of a vehicle, the vehicle comprising two or four wheels.
  • the disclosure further provides a computer program to perform the method.
  • V x the longitudinal velocity of a vehicle
  • V x the longitudinal slip of a tire or wheel
  • the longitudinal slip of a tire or wheel is a speed difference between a tire contract surface and a wheel hub normalized by a wheel hub speed.
  • V x Overestimated or underestimated V x leads to sub-optimal performance of control systems such as Anti-Lock Braking (ALB) systems or Traction Control Systems (TCS). This means that a vehicle will have lower acceleration and deceleration than the intended capability of the vehicle.
  • ALB Anti-Lock Braking
  • TCS Traction Control Systems
  • a support pulse torque or simply support pulse
  • V x the torque reduction achieved with current support pulses, as for example the conventional support pulse depicted in FIG. 6(b)
  • current support pulses are generally heuristic or are based on lookup-table-based algorithms, which reduce the torque on the basis of three main calibration parameters:
  • the last two parameters i.e., the duration of the support pulse and the amount of torque reduction
  • these parameters are kept large in practice.
  • this disclosure aims to improve conventional solutions for accurately estimating the longitudinal velocity of a vehicle.
  • An objective is to restore the observability of the longitudinal velocity of the vehicle by reducing the torque of at least one wheel without affecting the vehicle acceleration.
  • Another objective is to design the increase and decrease of a torque support pulse value by calculating and further monitoring the normalized longitudinal stiffness of the wheel.
  • a positive force exerted in a wheel by the ground refers to a net force applied on the wheel that points to a same direction as, and to an opposite direction to, a tangential speed of the wheel at a contact point between the wheel and the ground during forward motion and reverse motion respectively.
  • a negative force exerted on the wheel by the ground refers to a net force that points to an opposite direction to and to a same direction as the tangential speed of the wheel at the contact point during forward motion and reverse motion, respectively.
  • wheel and “tire” may be used interchangeably.
  • linear region and “stable region” may be used interchangeably.
  • normalized longitudinal stiffness and “longitudinal stiffness” may be used interchangeably.
  • the slip ( ) of a wheel is calculated as equation (1): where Vwheei is a tangential speed of the wheel and V x ,hub is the longitudinal velocity of the vehicle at the wheel hub.
  • equation (1) determines a sign convention for the slip used in this disclosure.
  • the dynamics of the V x can be observed when the longitudinal stiffness is negative, and is not observable when the longitudinal stiffness is positive.
  • a method for estimating a longitudinal speed of a vehicle comprises: obtaining a first estimated longitudinal speed of the vehicle; determining whether an uncertainty of the first estimated longitudinal speed is larger than a threshold value; when the uncertainty is larger than the threshold value, controlling the vehicle to adjust a torque of at least one wheel of the vehicle; and determining a second estimated longitudinal speed of the vehicle after adjusting the torque.
  • the first aspect provides the advantage of reducing the uncertainty in the vehicle velocity estimation triggered by the threshold value, without having to compromise the vehicle performance due to torque reduction. Further, this provides the advantage of controlling the torque of only one or more of the wheels of the vehicle, instead of applying support torque pulses to all the wheels. As a result, the amount of net torque reduction during the support pulse can be reduced and the loss of vehicle deceleration can also be reduced.
  • the second estimated longitudinal speed has an uncertainty smaller than the uncertainty of the first estimated longitudinal speed. That is, the torque of the at least one wheel is controlled until it is brought to a stable region, in which the longitudinal velocity can be estimated with higher accuracy.
  • controlling the vehicle to adjust the torque of the at least one wheel of the vehicle comprises controlling the vehicle to apply a support pulse torque on the at least one wheel, the support pulse torque being a function of a longitudinal stiffness of the at least one wheel. Since the longitudinal stiffness of a wheel is a measurable parameter, the applied support pulse torque is a function of the force characteristics of the at least one wheel and, thus, is not based on rule-based logics.
  • controlling the vehicle to apply the support pulse torque on the at least one wheel comprises: controlling the vehicle to reduce the torque of the at least one wheel from an initial value to a reduced value; calculating, at each of a plurality of points in time, the longitudinal stiffness of the at least one wheel; controlling the vehicle to maintain the torque of the at least one wheel at the reduced value until the calculated longitudinal stiffness changes from a positive value to a negative value and remains negative; and controlling the vehicle to increase the torque of the at least one wheel from the reduced value to the initial value until the calculated longitudinal stiffness changes from the negative value to another positive value.
  • the longitudinal stiffness of the at least one wheel is determined as a ratio of a rate of change of a force of the at least one wheel to a rate of change of a longitudinal slip of the at least one wheel.
  • the reduced value of the torque of the at least one wheel is at least 50% of the initial value. This provides the advantage that an at least 50% reduction of the torque is sufficient to bring the at least one wheel to a stable region. Moreover, a lower torque reduction leads to a better vehicle performance.
  • a device for estimating a longitudinal speed of a vehicle comprising two or four wheels, and the device is configured to: obtain a first estimated longitudinal speed of the vehicle; determine whether an uncertainty of the first estimated longitudinal speed is larger than a threshold value; when the uncertainty is larger than the threshold value, control the vehicle to adjust a torque of at least one wheel of the vehicle; and determine a second estimated longitudinal speed of the vehicle after adjusting the torque.
  • the second estimated longitudinal speed has an uncertainty smaller than the uncertainty of the first estimated longitudinal speed. That is, the torque of the at least one wheel is controlled until it is brought to a stable region, in which the longitudinal velocity can be estimated with higher accuracy.
  • the device is further configured to control the vehicle to apply a support pulse torque on the at least one wheel, the support pulse torque being a function of a longitudinal stiffness of the at least one wheel. Since the longitudinal stiffness of a wheel is a measurable parameter, the applied support pulse torque is a function of the force characteristics of the at least one wheel and, thus, is not based on rule-based logics.
  • the device is further configured to: control the vehicle to reduce the torque of the at least one wheel from an initial value to a reduced value; calculate, at each of a plurality of points in time, the longitudinal stiffness of the at least one wheel; control the vehicle to maintain the torque of the at least one wheel at the reduced value until the calculated longitudinal stiffness changes from a positive value to a negative value and remains negative; and control the vehicle to increase the torque of the at least one wheel from the reduced value to the initial value until the calculated longitudinal stiffness changes from the negative value to another positive value.
  • the longitudinal stiffness of the at least one wheel is determined as a ratio of a rate of change of a force of the at least one wheel to a rate of change of a longitudinal slip of the at least one wheel.
  • the reduced value of the torque of the at least one wheel is at least 50% of the initial value.
  • the device according to the second aspect provides the same advantages and effects as described above for the method of the first aspect and its respective implementation forms.
  • a computer program includes instructions which, when the program is executed by a computer, cause the computer to carry out the method according to the first aspect and its implementation forms.
  • the computer program according to the third aspect provides the same advantages and effects as described above for the method of the first aspect and its respective implementation forms.
  • the solutions can truly inform about the observability (stability) of the wheel and enabling to optimize, for example and not as a limitation:
  • the amount of the net torque reduction during the support pulse can be reduced and subsequently the loss of the vehicle deceleration can also be reduced.
  • FIG. 1 schematically shows a method for estimating a longitudinal speed of a vehicle, according to this disclosure
  • FIG. 2 shows a flowchart for applying a support pulse torque, according to this disclosure
  • FIG. 3 shows an exemplary plot of the dynamics of the estimated longitudinal speed of a vehicle in a plot of a normalized longitudinal tire force vs. the tire slip characteristic, according to this disclosure
  • FIG. 4 schematically depicts a device for estimating a longitudinal speed of a vehicle, according to this disclosure
  • FIG. 5 schematically depicts a device for estimating a longitudinal speed of a vehicle, according to this disclosure
  • FIG. 6(a) schematically depicts an example of a conventional support pulse torque
  • FIG. 6(b) schematically depicts an example of a support pulse torque according to this disclosure.
  • FIG. 1 shows an exemplary embodiment of a method 100 for estimating a longitudinal speed of a vehicle according to this disclosure, the vehicle comprising two or four wheels.
  • the vehicle can be a motorcycle or a car, or any other vehicle with two or four wheels.
  • the method 100 comprises a step 101 of obtaining a first estimated longitudinal speed of the vehicle, V x .
  • the first estimated V x can be obtained, for example, from the vehicle.
  • the method 100 comprises a step 102 of determining whether an uncertainty of the first estimated longitudinal speed is larger than a threshold value.
  • the threshold value can be a predetermined value.
  • the method 100 comprises controlling the vehicle to adjust a torque of at least one wheel of the vehicle when the uncertainty is larger than the threshold value.
  • the method 100 comprises a step 104 of determining a second estimated longitudinal speed of the vehicle after adjusting the torque.
  • the estimated V x is uncertain when the wheel slip is large.
  • the uncertainty of the first estimated V x exceeds the threshold value, there is the need to bring the vehicle into a stable (observable) region where Vx can be estimated accurately. This is achieved by adjusting the torque of at least one of the wheels.
  • the torque of the at least one wheel may not be modified.
  • the second V x is estimated.
  • the second estimated longitudinal speed has an uncertainty that is smaller than the uncertainty of the first estimated V x .
  • the second estimated longitudinal speed of the vehicle can be provided as a result, and can be provided, for example, to the vehicle.
  • the step 102 of controlling the vehicle to adjust the torque of the at least one wheel of the vehicle comprises: controlling the vehicle to apply a support pulse torque on the at least one wheel.
  • the support pulse torque is a function of a longitudinal stiffness of the at least one wheel, as explained later on in this disclosure.
  • Controlling the vehicle to apply the support pulse torque on the at least one wheel comprises the steps explained as follows: First, the vehicle is controlled to reduce the torque of the at least one wheel from an initial value to a reduced value.
  • the torque reduction can be performed by the vehicle, for example, by increasing a brake torque on at least one wheel, or by reducing powertrain torque on at least one wheel, or utilizing torque transfer actuators comprising e.g. electronic limited-slip differential (e-LSD), clutches, or the like.
  • torque transfer actuators comprising e.g. electronic limited-slip differential (e-LSD), clutches, or the like.
  • the reduced value of the torque of the at least one wheel is at least 50% of the initial value.
  • reducing the initial value of the torque of the at least one wheel by at least 50% of is sufficient to bring back the wheel to a stable region and, thus, a further reduction of the torque brings no further benefits.
  • This is in contrast to conventional support pulses that reduce the torque up to 10% of the total drive torque, resulting in a loss of performance of the vehicle as 90% of the drive torque is lost on the wheel.
  • the reduced value of the torque may be obtained as a function of the force characteristics of the at least one wheel and can be calculated from tire model parameters or calibration parameters, which describe a maximum tire force reduction at higher slips (slip>50%).
  • controlling the vehicle to apply the support pulse torque on the at least one wheel comprises calculating, at each of a plurality of points in time, the longitudinal stiffness of the at least one wheel.
  • the longitudinal stiffness of the at least one wheel is calculated (or determined) as the ratio of the rate of change of the force of the at least one wheel to the rate of change of the longitudinal slip of the at least one wheel, dp x /dZ
  • the method 100 may comprise a step of obtaining the ratio of the rate of change of the force of the at least one wheel, dp x and the rate of change of the longitudinal slip of the at least one wheel, dZ thereby the longitudinal stiffness of the at least one wheel can be calculated.
  • controlling the vehicle to apply the support pulse torque on the at least one wheel comprises controlling the vehicle to maintain the torque of the at least one wheel at the reduced value until the calculated longitudinal stiffness changes from a positive value to a negative value and remains negative.
  • That the longitudinal stiffness remains negative means that the ratio dp x /dZ has the negative value, or has another negative value that is different from the negative value; this is not limiting in this disclosure.
  • the magnitude of the longitudinal stiffness is not limiting in this disclosure, but the sign (positive or negative) is.
  • controlling the vehicle to apply the support pulse torque on the at least one wheel comprises controlling the vehicle to increase the torque of the at least one wheel from the reduced value to the initial value until the calculated longitudinal stiffness changes from the negative value to another positive value.
  • Another positive value can be equal to or different from the positive value disclosed above.
  • a first step labelled as "1 ", the torque reduction starts when the uncertainty of the first estimated V x is larger than the threshold value.
  • a second step labelled as "2" in FIG. 2
  • the tire longitudinal stiffness dp x /dZ is calculated at each of the plurality of time steps.
  • the wheel torque is kept in the reduced value until dp x /dZ changes from a first positive value to a negative value and stays negative.
  • a third step labelled as "3" in FIG. 2 at each time step, the longitudinal stiffness dji x / dZ is still calculated, and the torque of the at least one wheel is increased, at a respective time step, from the reduced value to the initial value until d p x / dZ changes from the negative value to another positive value.
  • the wheel torque is no further increased after dp x / dZ becomes positive again.
  • FIG. 4 shows an exemplary embodiment of a device 400 for estimating a longitudinal speed of a vehicle according to this disclosure, the vehicle comprising two or four wheels.
  • the device 400 may comprise a processor or processing circuitry (not shown) configured to perform, conduct or initiate the various operations of the device 400 described herein.
  • the processing circuitry may comprise hardware and/or the processing circuitry may be controlled by software.
  • the hardware may comprise analog circuitry or digital circuitry, or both analog and digital circuitry.
  • the digital circuitry may comprise components such as application-specific integrated circuits (ASICs), field-programmable arrays (FPGAs), digital signal processors (DSPs), or multi-purpose processors.
  • the device 400 may further comprise memory circuitry, which stores one or more instruction(s) that can be executed by the processor or by the processing circuitry, in particular under control of the software.
  • the device 400 is configured to obtain a first estimated longitudinal speed 401 of the vehicle.
  • the device 400 may obtain the first estimated longitudinal speed 401 from the vehicle.
  • the device 400 is further configured to control the vehicle to adjust a torque 402 of at least one wheel of the vehicle.
  • the device 400 may communicate with the vehicle and may instruct the vehicle to adjust the torque 402 of the at least one wheel.
  • the device 400 is configured to determine a second estimated longitudinal speed 403 of the vehicle after the torque 402 of the at least one wheel was adjusted by the vehicle.
  • the device 400 may further provide the second estimated longitudinal speed 403 to the vehicle.
  • That the device 400 is configured to control the vehicle to adjust the torque 402 of the at least one wheel of the vehicle comprises: the device 400 is configured to control the vehicle to apply a support pulse torque on the at least one wheel.
  • the support pulse torque is a function of the longitudinal stiffness of the at least one wheel.
  • the device 400 may be configured to control the vehicle to reduce the torque 402 of the at least one wheel from an initial value to a reduced value.
  • the reduced value of the torque 402 of the at least one wheel is at least 50% of the initial value.
  • the torque reduction can be performed by the vehicle by increasing a brake torque on at least one wheel, or by reducing powertrain torque on at one wheel, or utilizing torque transfer actuators comprising e.g. electronic limited-slip differential (e-LSD), clutches, or the like.
  • torque transfer actuators comprising e.g. electronic limited-slip differential (e-LSD), clutches, or the like.
  • the device 400 may be configured to calculate, at each of a plurality of points in time, the longitudinal stiffness of the at least one wheel.
  • the device 400 may be configured to control the vehicle to maintain the torque 402 of the at least one wheel at the reduced value until the calculated longitudinal stiffness changes from a positive value to a negative value and remains negative.
  • the longitudinal stiffness of the at least one wheel is determined as the ratio of the rate of change of the force of the at least one wheel to a rate of change of the longitudinal slip of the at least one wheel.
  • the device 400 may be further configured to calculate (or determine) the ratio of the rate of change of the force of the at least one wheel, dp x and the rate of change of the longitudinal slip of the at least one wheel, dZ so that the longitudinal stiffness of the at least one wheel is calculated.
  • the device 400 may be configured to obtain the ratio of the rate of change of the force of the at least one wheel, dp x and the rate of change of the longitudinal slip of the at least one wheel, dZ: thereby the longitudinal stiffness of the at least one wheel can be calculated.
  • FIG. 5 shows an exemplary embodiment of a device 400 for estimating a longitudinal speed of a vehicle, which builds on the device 400 shown in FIG. 4. Same elements are labelled with the same reference signs. Hereinafter, only the differences between FIG. 4 and FIG. 5 are explained.
  • the device 400 may further comprise a controller 504 and a processor 505, which are in communication with each other.
  • the controller 504 may be configured to obtain the first estimated longitudinal speed 401 of the vehicle, and may send the first estimated longitudinal speed 401 to the processor.
  • the processor 505 may be configured to determine whether the uncertainty of the first estimated longitudinal speed 401 is larger than a threshold value.
  • the processor 505 may be further configured to determine that the torque 402 of the at least one wheel has to be adjusted, and may notify it to the controller 504. For example, the processor 505 may send to the processor 504 information indicating that the torque 402 of the at least one wheel has to be adjusted. Then, the controller 504 may be configured to control the vehicle to adjust the torque 402 of the at least one wheel.
  • the processor 505 may be further configured to determine the second estimated longitudinal speed 403 of the vehicle after the torque 402 of the at least one wheel was adjusted by the vehicle.
  • the processor 505 may be configured to send to the controller 504 the determined the second estimated longitudinal speed 403 of the vehicle, and the controller 504 may provide it to the vehicle.
  • the processor 505 may be configured to calculate, at each of a plurality of points in time, the longitudinal stiffness of the at least one wheel.
  • the processor 505 may be configured to calculate (or determine) the ratio of the rate of change of the force of the at least one wheel, dp x and the rate of change of the longitudinal slip of the at least one wheel, dZ so that the longitudinal stiffness of the at least one wheel is calculated.
  • the controller 504 may be configured to obtain the ratio of the rate of change of the force of the at least one wheel, dp x and the rate of change of the longitudinal slip of the at least one wheel, dZ and may send them to the processor 505: thereby, the longitudinal stiffness of the at least one wheel can be calculated by the processor 505.
  • the processor 505 may then determine whether the longitudinal stiffness of the at least one wheel changes from a positive value to a negative value and remains negative.
  • the processor 505 may notify it to the controller 504. Subsequently, the controller 504 may be configured to control the vehicle to maintain the torque 402 of the at least one wheel at the reduced value until the calculated longitudinal stiffness changes from the positive value to the negative value and remains negative.
  • the processor 505 may be configured to determine, at each time step, whether the calculated longitudinal stiffness changes from the negative value to another positive value, and may notify it to the controller 504.
  • the controller 504 may then be configured to control the vehicle to increase the torque 402 of the at least one wheel from the reduced value to the initial value until the calculated longitudinal stiffness changes from the negative value to another positive value.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé d'estimation d'une vitesse longitudinale d'un véhicule, le véhicule comprenant deux ou quatre roues. Le procédé consiste à obtenir une première vitesse longitudinale estimée du véhicule. Ensuite, le procédé consiste à déterminer si une incertitude de la première vitesse longitudinale estimée est supérieure à une valeur seuil. Lorsque l'incertitude est supérieure à la valeur seuil, le procédé consiste en outre à commander le véhicule pour ajuster un couple d'au moins une roue du véhicule. Ensuite, le procédé consiste à déterminer une seconde vitesse longitudinale estimée du véhicule après ajustement du couple.
PCT/EP2024/054781 2024-02-26 2024-02-26 Dispositif et procédé d'estimation d'une vitesse longitudinale d'un véhicule Pending WO2025180592A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP24708370.2A EP4652077A1 (fr) 2024-02-26 2024-02-26 Dispositif et procédé d'estimation d'une vitesse longitudinale d'un véhicule
PCT/EP2024/054781 WO2025180592A1 (fr) 2024-02-26 2024-02-26 Dispositif et procédé d'estimation d'une vitesse longitudinale d'un véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2024/054781 WO2025180592A1 (fr) 2024-02-26 2024-02-26 Dispositif et procédé d'estimation d'une vitesse longitudinale d'un véhicule

Publications (1)

Publication Number Publication Date
WO2025180592A1 true WO2025180592A1 (fr) 2025-09-04

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PCT/EP2024/054781 Pending WO2025180592A1 (fr) 2024-02-26 2024-02-26 Dispositif et procédé d'estimation d'une vitesse longitudinale d'un véhicule

Country Status (2)

Country Link
EP (1) EP4652077A1 (fr)
WO (1) WO2025180592A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100256887A1 (en) * 2007-11-09 2010-10-07 Societe De Technologie Michelin System for controlling a vehicle with determination of the speed thereof relative to the ground
CN105722735A (zh) * 2013-06-03 2016-06-29 E-Aam 传动系统公司 用于确定车速参数的系统和方法
CN106256645A (zh) * 2015-06-16 2016-12-28 沃尔沃汽车公司 用于轮胎与道路摩擦力估算的方法和设备
WO2023169702A1 (fr) * 2022-03-10 2023-09-14 Volvo Truck Corporation Roulement libre rapide de roues permettant une détermination robuste de vitesse par rapport au sol de véhicule

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100256887A1 (en) * 2007-11-09 2010-10-07 Societe De Technologie Michelin System for controlling a vehicle with determination of the speed thereof relative to the ground
CN105722735A (zh) * 2013-06-03 2016-06-29 E-Aam 传动系统公司 用于确定车速参数的系统和方法
CN106256645A (zh) * 2015-06-16 2016-12-28 沃尔沃汽车公司 用于轮胎与道路摩擦力估算的方法和设备
WO2023169702A1 (fr) * 2022-03-10 2023-09-14 Volvo Truck Corporation Roulement libre rapide de roues permettant une détermination robuste de vitesse par rapport au sol de véhicule

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