Method for controlling propulsion of a heavy-duty vehicle
A method for controlling propulsion of a heavy-duty vehicle includes. configuring a nominal shaft slip of the drive shaft in dependence of a desired longitudinal wheel force to be generated by the driven axle, wherein a shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the rotation speed of the drive shaft, obtaining a rotation speed of the left wheel and a rotation speed of the right wheel, as function of a current shaft slip of the driven axle, estimating a peak shaft slip value associated with an open differential peak longitudinal force of the driven axle, based on the current shaft slip and on the corresponding obtained speeds of the left and right wheels, and controlling propulsion of the heavy-duty vehicle unit by setting the current shaft slip of the drive shaft based on the configured nominal shaft slip adjusted in dependence of the estimated peak shaft slip value.
1. A method for controlling propulsion of a heavy-duty vehicle, where the heavy-duty vehicle comprises a drive shaft connected to a differential drive arrangement arranged to evenly distribute torque between a left wheel and a right wheel of a driven axle, the method comprising
configuring a nominal shaft slip of the drive shaft in dependence of a desired longitudinal wheel force to be generated by the driven axle, wherein a shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the rotation speed of the drive shaft,
obtaining a rotation speed of the left wheel and a rotation speed of the right wheel, as function of a current shaft slip of the driven axle,
estimating a peak shaft slip value associated with an open differential peak longitudinal force of the driven axle, based on the current shaft slip and on the corresponding obtained speeds of the left and right wheels, and
controlling propulsion of the heavy-duty vehicle unit by setting the current shaft slip of the drive shaft based on the configured nominal shaft slip adjusted in dependence of the estimated peak shaft slip value.
2. The method according to claim 1 , where a relationship between shaft slip and longitudinal wheel force is given by an inverse tyre model, the method comprising initially obtaining this inverse tyre model.
3. The method according to claim 1 , where shaft slip is defined as
λ
=
K
ω
0
-
v
x
max
(
❘
"\[LeftBracketingBar]"
K
ω
0
❘
"\[RightBracketingBar]"
,
❘
"\[LeftBracketingBar]"
v
x
❘
"\[RightBracketingBar]"
)
where K represents a conversion factor between drive shaft speed ω 0 and vehicle speed v x , such that Kω 0 =v x at zero wheel slip for both wheels and at equal wheel speeds wherein max(|Kw 0 |,|v x |) represents a maximum value of |Kw 0 | and |v x |.
4. The method according to claim 1 , where the speed of the left wheel and the speed of the right wheel are obtained from respective wheel axle speed sensors.
5. The method according to claim 1 , wherein the peak shaft slip value is estimated as a shaft slip value where a magnitude of a difference between the speed of the left wheel and the speed of the right wheel crosses a pre-configured first threshold.
6. The method according to claim 1 , wherein the peak shaft slip value is estimated based on correlating a change in shaft slip with a corresponding change in wheel speed of the slowest spinning wheel out of the left wheel and the right wheel, wherein the peak shaft slip value is estimated as a shaft slip value where the correlation between shaft speed change and wheel speed change turns from positive to negative.
7. The method according to claim 1 , wherein the obtained speed of the left wheel and the obtained speed of the right wheel is adjusted based on a vehicle path curvature and/or on a vehicle steering angle.
8. The method according to claim 1 , wherein the peak shaft slip value is estimated as the shaft slip value which maximizes the smaller of the obtained speed of the left wheel and the obtained speed of the right wheel.
9. The method according to claim 1 , comprising controlling the shaft slip of the drive shaft by reducing the nominal shaft slip of the drive shaft to a value below the peak shaft slip value in case the nominal shaft slip exceeds the peak shaft slip.
10. The method according to claim 1 , comprising controlling the shaft slip of the drive shaft to be equal to the peak shaft slip value.
11. The method according to claim 1 , where the drive shaft slip is controlled according to a bandwidth constraint, where the bandwidth constraint is smaller for a decreasing controlled shaft slip compared to an increasing drive shaft slip.
12. The method according to claim 1 , comprising triggering a service brake traction control intervention procedure in case the magnitude of the difference between the speed of the left wheel and the speed of the right wheel exceeds a pre-determined second threshold.
13. A non-transitory computer readable medium carrying a computer program comprising program code for performing the steps of claim 1 when said program code product is run on a computer or on processing circuitry of a control unit.
14. A non-transitory computer-readable storage medium comprising instructions, which when executed by processing circuitry, cause the processing circuitry to perform the method of claim 1 .
15. A control unit arranged to control propulsion of a heavy-duty vehicle, where the heavy-duty vehicle comprises a drive shaft connected to a differential drive arrangement arranged to evenly distribute torque between a left wheel and a right wheel of a driven axle, the control unit comprising processing circuitry arranged to configure a nominal shaft slip of the drive shaft in dependence of a desired longitudinal wheel force to be generated by the driven axle, wherein a shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the rotation speed of the drive shaft,
obtain a rotation speed of the left wheel and a rotation speed of the right wheel, as function of a current shaft slip of the driven axle,
estimate a peak shaft slip value associated with an open differential peak longitudinal force of the driven axle, based on the current shaft slip and on the corresponding obtained speeds of the left and right wheels, and
control propulsion of the heavy-duty vehicle unit by setting the current shaft slip of the drive shaft based on the configured nominal shaft slip adjusted in dependence of the estimated peak shaft slip value.
16. A vehicle unit comprising a control unit according to claim 15 .
17. A method for launching a heavy-duty vehicle from stand-still, where the heavy-duty vehicle comprises a drive shaft connected to a differential drive arrangement arranged to evenly distribute torque between a left wheel and a right wheel of a driven axle, the method comprising
increasing a rotation speed of the drive shaft at a pre-determined rate of increase,
obtaining a rotation speed of the left wheel and a rotation speed of the right wheel, as function of a current shaft slip of the driven axle, wherein a shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the rotation speed of the drive shaft, and
estimating a peak shaft slip value associated with an open differential peak longitudinal force of the driven axle, based on the current shaft slip and on the corresponding obtained speeds of the left and right wheels, and
maintaining rotation speed of the drive shaft to generate a shaft slip equal to the peak shaft slip value.