TECHNICAL FIELD

[0001] The disclosure relates to operating a vehicle. In particular aspects, the disclosure relates to controlling a suspension of a set of wheels of the vehicle. The disclosure can be applied in heavy-duty vehicles, such as trucks, buses, and construction equipment. Although the disclosure may be described with respect to a particular vehicle, the disclosure is not restricted to any particular vehicle.

BACKGROUND

[0002] A vehicle may experience a wheel slip one or more wheels when in motion, e.g., due to slippery surface such as ice, mud, water, and/or other reasons for a low road surface frication.

[0003] A small amount of wheel slip is manageable when handling the vehicle, however as the wheel slip grows larger it becomes increasingly difficult to handle the vehicle.

[0004] Wheel slip is more dangerous when the vehicle is driving in hills.

[0005] As one example, when driving down a hill and the vehicle experiences a wheel slip, increased risk of a jack-knifing event of the vehicle.

[0006] As another example, when driving up a hill and the vehicle experiences a wheel slip, increased risk of a jack-knifing event of the vehicle.

[0007] The problem is greater for heavy-duty vehicles as compared to smaller vehicles due to the increased load of the vehicle.

[0008] To alleviate the problem, a skilled driver can have a strategy for how to counter wheel slips manually, e.g., by the driver steering the vehicle accordingly and/or driving at a reduced maximum speed. As an alternative, the skilled driver, anticipating wheel slips due to the road surface may take a different route to avoid the problem entirely.

[0009] Regardless of the strategy, the driver may not be able to fully counter the wheel slips manually, and even if choosing a different path, the vehicle may still experience wheel slips in some situations. Hence, a problem arises in how to improve handling of wheel slips in a vehicle.

SUMMARY

[0010] An object of the invention is to improve a handling of wheel slips in a vehicle. [0011] According to a first aspect of the disclosure, a computer-implemented method for operating a vehicle. Said vehicle comprises a set of wheels and a suspension arrangement for controlling the suspension of the set of wheels. Said vehicle has a vehicle longitudinal extension in a vehicle longitudinal direction and a vehicle vertical extension in a vehicle vertical direction. Said vehicle longitudinal direction corresponds to an intended direction of travel of said vehicle when travelling straight ahead. Said vehicle vertical direction corresponds to a direction of a normal to a planar surface supporting the vehicle. The computer-implemented method comprises, by a processor device of a computer system, obtaining suspension capabilities of the suspension arrangement. The suspension capabilities is indicative of at least a maximum vertical load, in said vertical direction, that can be applied to at least one wheel of the set of wheels. The computer-implemented method comprises, by the processor device, in response to determining that a wheel slip of the at least one wheel occurs or is predicted to occur, by the processor device, in a suspension control step, issuing suspension operation information to the vehicle to operate the suspension arrangement in accordance with the suspension capabilities to increase a vertical load applied to said at least one wheel of the vehicle. The computer-implemented method comprises, in response to determining that a wheel slip of the at least one wheel occurs or is predicted to occur, repeating the suspension control step.

[0012] The first aspect of the disclosure may seek to improve the handling of wheel slips in a vehicle.

[0013] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. The traction is improved since the suspension control step issues the suspension operation information to which increase the vertical load applied to said at least one wheel of the vehicle. In this way, the at least one wheel which slips or is predicted to slip has increased vertical load and thereby improved traction which removes or reduces wheel slip. Since the suspension control step can be performed speculatively for when the at least one wheel occurs or is predicted to occur, wheel slip can be prevented completely as traction of the at least one wheel can be improved before the wheel slip occurs. Furthermore, as the suspension control step is repeated as long as a wheel slip of the at least one wheel occurs or is predicted to occur, increased traction is ensured as long as there is an ongoing wheel slip, or risk for a wheel slip. [0014] In some examples, the suspension control step comprises issuing suspension operation information to the vehicle to operate the suspension arrangement in accordance with the suspension capabilities to increase the vertical load applied such that the vertical load applied to said at least one wheel varies in accordance with a function of time.

[0015] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. The traction is improved since when the vertical load applied to said at least one wheel is varied in accordance with the function of time, each variation of the vertical load achieves an improved traction of the at least one wheel. Thereby the at least one wheel will have improved traction throughout the function of time.

[0016] In some examples, the vertical load applied to said at least one wheel varies as a function of time with a time period such that a vertical load function with crests and troughs is obtained, preferably said time period is defined as the time between two adjacent crests. [0017] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. The traction is improved since the crests and throughs allow for an increased traction of the vehicle over time. This is since the load variation prolongs the period of time the function of time can be applied, i.e. which prolongs the traction attained by the increased vertical load.

[0018] In some examples, the time period is dependent on an actuation rate of the suspension arrangement.

[0019] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. The traction is improved since when the increased vertical load of the suspension is varied quickly with the actuation rate, thereby the traction and may be completely removed. This is since after applying the vertical load, traction may be maintained for some time before there is a need to apply a further vertical load to maintain the traction.

[0020] In some examples, the function of time is associated with an amplitude of vertical load to apply to said at least one wheel. In these examples, the amplitude corresponds to half the difference in vertical load between a crest load at one of the crests and a trough load at one of the troughs. In some examples, the amplitude is based on a minimum amplitude needed to apply an increased vertical load to said at least one wheel.

[0021] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. The traction is improved since the vertical load applied with the function of time can be applied with a limit corresponding to the maximum vertical load of the suspension capabilities. When the amplitudes indicate a smaller vertical load than the maximum vertical load, the function of time can be applied over a longer period of time and thus improve traction of the vehicle over time.

[0022] In some examples, the function of time is indicative of a duration for how long to apply the increased vertical load to said at least one wheel.

[0023] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. The traction is improved since the duration can be set to a duration which can gain enough traction for a period of time needed to best control the vehicle.

[0024] In some examples, the function of time is associated with an average value being the average of the vertical load applied to the vertical load applied to said at least one wheel. In these examples, said suspension control step comprises increasing the average value.

[0025] In some examples, said suspension control step comprises maintaining the amplitude when issuing suspension operation information to the vehicle to operate the suspension arrangement in accordance with the suspension capabilities to increase a vertical load applied to said at least one wheel of the vehicle.

[0026] In some examples, the function of time is a predefined function of time.

[0027] A technical benefit may include an improved handling of wheel slips in a vehicle.

This is due to improved traction of the at least one wheel of the vehicle. This may be in scenarios when it is not possible to efficiently determine the function of time dynamically. Instead, the function of time may be analyzed and optimized prior to assembly of the vehicle and may be tuned to all parts of the vehicle.

[0028] In some examples, the method further comprises determining the function of time based on any one or more of:

• a load of the vehicle,

• a speed of the vehicle,

• a rotational speed of the at least one wheel,

• a steering wheel angle of the vehicle,

• an indication of whether or not the vehicle is attached to a trailer,

• a surface type of the ground supporting ground engaging members, such as the set of wheels,

• road information of a road segment in a driving direction of the vehicle, and

• the suspension capabilities and/or an indication of a type of suspension in the suspension arrangement. [0029] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. This may be in scenarios when dynamic parameters of the vehicle are more important than what can be tuned in advance.. For example, it may be possible to account dynamically for the load of the vehicle which affects the vertical load on the at least one wheel, account for a speed, steering wheel angle, etc.

[0030] In some examples, issuing suspension operation information to the vehicle to operate the suspension arrangement comprises issuing suspension operation information to control a flow of pressurized air of the suspension arrangement in accordance with the function of time.

[0031] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. The traction is improved since when issuing suspension operation information to control a flow of pressurized air of the suspension arrangement, it is possible to control the vertical load of the at least one wheel using a finer grained control, thus allowing for a smaller amplitude for the function of time than what is possible when performing suspension control through a normal suspension interface is limited by a dead band limit. The dead band limit is a threshold which needs be exceeded before a controller of the suspension arrangement triggers a suspension stroke for normal driving events. As the amplitude can be smaller and more fine-grained by controlling the flow of pressurized air of the suspension arrangement, it is possible to achieve a smallest suspension stroke movement of the suspension arrangement which still produces a high enough vertical load for a given sprung mass, e.g., higher than a threshold, to produce traction for the at least one wheel. The smallest suspension stroke movement may be predefined or determined dynamically based on the suspension capabilities.

[0032] In some examples, determining that a wheel slip of the at least one wheel occurs or is predicted to occur comprises obtaining sensor data of the vehicle and assessing that a wheel slip value of the at least one wheel exceeds a predetermined threshold value.

[0033] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. The traction is improved since when it is known that there is a wheel slip on the at least one wheel, the vertical load increased on said at least one wheel will improve the traction and thereby reduce the wheel slip.

[0034] In some examples, determining that a wheel slip of the at least one wheel occurs or is predicted to occur comprises obtaining an input from a user of the vehicle. [0035] A technical benefit may include an improved handling of wheel slips in a vehicle. When the wheel slip is predicted to occur, the wheel slip of the at least one wheel may be completely removed. This since the traction can be increased speculatively, e.g., for example when the user of the vehicle realizes that a curve or inclination may likely cause a wheel slip, and the user can thereby speculatively apply the increased vertical load to avoid the wheel slip.

[0036] In some examples, determining that a wheel slip of the at least one wheel occurs or is predicted to occur comprises obtaining an indication of road information of a road segment in a driving direction of the vehicle, and predicting a wheel slip based on the road information and a predictive model.

[0037] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. This is since when using the road map information and the predictive model, it is possible to more accurately predict when a wheel slip occurs.

[0038] In some examples, the predictive model is a predetermined predictive model indicative of how the vehicle and/or a driver of the vehicle operates in accordance with the road information.

[0039] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle. This is since the predictive model can be more accurately when further being indicative of how the vehicle and/or driver of the vehicle operates in accordance with the road information. For example, the predictive model may indicate that in certain road segments of a road, wheel slips are likely to occur based on how the vehicle and/or driver of the vehicle typically is indicated by the predictive model to be likely to operate in such road segments.

[0040] In some examples, the method further comprises, by the processor device, in response to determining that a wheel slip of the at least one wheel occurs or is predicted to occur, reducing a speed of the vehicle. The speed may be reduced temporarily, e.g., to below a threshold, until no wheel slip occurs or is predicted to occur.

[0041] A technical benefit may include an improved handling of wheel slips in a vehicle. This is due to improved traction of the at least one wheel of the vehicle when driving at a lower speed.

[0042] In some examples, the suspension capabilities further being indicative of a time duration during which a certain vertical load is allowed to be applied to the at least one wheel of the set of wheels. [0043] In some examples, issuing the suspension operation information to the vehicle in the suspension control step, and/or wherein obtaining the suspension capabilities is performed by issuing respective requests to a runtime interface of the vehicle.

[0044] According to a second aspect of the disclosure, a computer system comprising the processor device configured to perform the computer-implemented method of the first aspect is provided. The second aspect of the disclosure may seek to handling of wheel slips in a vehicle. A technical benefit may include the same and/or corresponding advantages as achieved by the method of the first aspect.

[0045] According to a third aspect of the disclosure, a vehicle comprising the processor device configured to perform the computer-implemented method of the first aspect is provided. The third aspect of the disclosure may seek to improve handling of wheel slips in a vehicle. A technical benefit may include the same and/or corresponding advantages as achieved by the method of the first aspect.

[0046] According to a fourth aspect of the disclosure, a computer program product is provided. The computer program product comprises program code for performing, when executed by the processor device the computer- implemented method of the first aspect.. The fourth aspect of the disclosure may seek to improve handling of wheel slips in a vehicle. A technical benefit may include the same and/or corresponding advantages as achieved by the method of the first aspect.

[0047] According to a fifth aspect of the disclosure, a control system is provided. The control system comprises one or more control units configured to perform the computer program product of the fourth aspect. The fifth aspect of the disclosure may seek to improve handling of wheel slips in a vehicle. A technical benefit may include the same and/or corresponding advantages as achieved by the method of the first aspect.

[0048] According to a sixth aspect of the disclosure, a non-transitory computer-readable storage medium control system is provided. The non-transitory computer-readable storage medium comprises instructions, which when executed by the processor device, cause a processor device to perform the computer-implemented method of the first aspect. The sixth aspect of the disclosure may seek to improve handling of wheel slips in a vehicle. A technical benefit may include the same and/or corresponding advantages as achieved by the method of the first aspect.

[0049] The above aspects, accompanying claims, and/or examples disclosed herein above and later below may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. [0050] Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein. There are also disclosed herein control units, computer readable media, and computer program products associated with the above discussed technical benefits.

BRIEF DESCRIPTION OF THE DRAWINGS

[0051] With reference to the appended drawings, below follows a more detailed description of aspects of the disclosure cited as examples.

[0052] FIG. 1 is an exemplary vehicle according to one example.

[0053] FIG. 2 is an exemplary vehicle according to another example.

[0054] FIG. 3 is an exemplary flowchart of a method according to an example.

[0055] FIG. 4 is an exemplary block diagram illustrating an exemplary vehicle motion management module according to an example.

[0056] FIGS. 5a-c are example line diagrams illustrating a function of time. [0057] FIG. 6 is a schematic diagram of an exemplary computer system for implementing examples disclosed herein, according to one example.

DETAILED DESCRIPTION

[0058] Aspects set forth below represent the necessary information to enable those skilled in the art to practice the disclosure.

[0059] FIG. 1 illustrates a vehicle 1 according to one example. The vehicle 1 may be any suitable type of vehicle, e.g., heavy-duty vehicles, such as trucks, buses, and construction equipment. The vehicle may be attached to any suitable type of trailer.

[0060] The vehicle have a set of wheels 10.

[0061] As indicated in FIG. 1, the vehicle 1 has a vehicle longitudinal extension in a vehicle longitudinal direction L and a vehicle vertical extension in a vehicle vertical direction V. The vehicle longitudinal direction L corresponds to an intended direction of travel of the vehicle 1 when travelling straight ahead and the vehicle vertical direction V corresponds to a direction of a normal to a planar surface supporting the vehicle 1.

[0062] The vehicle 1 may be arranged on a surface which have low friction and wherein the vehicle 1 may have a difficulty gaining traction and can therefore at least one wheel of the set of wheels 10 may experience a wheel slip or may be in the risk of a wheel slip. The wheel slip may be lateral and/or longitudinal. The vehicle 1 may comprise a suspension arrangement 20 for providing suspension to the vehicle 1, in particular the set of wheels 10 of the vehicle 1.

[0063] Embodiments herein comprises obtaining suspension capabilities of the suspension arrangement 20. The suspension capabilities is indicative of at least a maximum vertical load that can be applied to at least one wheel of the set of wheels 10. However, any suitable parameter comprising a capability, metric, and/or status of each suspension for a wheel and/or axle may be obtained as part of the suspension capabilities. For example, for each suspension, e.g., for an axle or wheel of the vehicle 1 such as the at least one wheel, it may be possible to obtain potential limits such as min/max, capabilities, and/or current values in the suspension arrangement 20 such as any one or more of: a force or load, e.g., a current, a minimum, and/or a maximum force or load, a level, e.g., a current, a minimum, and/or maximum level, a stiffness, e.g., a current, a minimum, and/or a maximum stiffness, a status, e.g., a current, an extension rate, e.g., a current, a minimum, and/or a maximum extension rate, a compression rate, e.g., a current, a minimum, and/or a maximum compression rate, a damping, e.g., a current, a minimum, and/or a maximum.

[0064] Embodiments herein determines that a wheel slip of the at least one wheel occurs or is predicted to occur. This may be performed by used of static road map data and/or sensors on the vehicle 1.

[0065] A wheel slip occurring on the at least one wheel may for example be determined based on measuring or estimating a current slip or slip ratio on the at least one wheel by any suitable means.

[0066] Measuring or estimating a current longitudinal slip, may be performed by measuring, e.g., using any suitable sensors on the vehicle 1, a relative motion between a tire and the road surface the at least one wheel is moving on. The current longitudinal slip may be estimated based on a rotational speed of the at least one wheel and based on a tire model for the at least one wheel, the tire model being indicative of certain slip for the corresponding rotational speed and/or force transferred from the at least one wheel to the ground.

[0067] Longitudinal slip may further be measured by comparing a vehicle speed using optical method, e.g., one or more optical sensors, inertial sensors, Global Navigation Satellite System (GNSS) such as a Global Positioning System (GPS) , e.g. which measures the speed of the vehicle over a road surface. The vehicle speed and the rotational speed applied to the at least one wheel can then be compared to determine the resulting longitudinal slip on the at least one wheel.

[0068] As another example, the longitudinal slip may be measured or estimated by comparing wheel speeds of all wheels in the vehicle 1 to estimate a true longitudinal speed and/or velocity of the vehicle 1. Estimates may be improved by combination with suitable physical models. For traction functions, slip on the driven axle, e.g., the rear axle, may be the slip considered. As such, wheels of the front axle, or an axle separate from the driving axle, of the vehicle 1 may be used as a speed reference to estimate a slip on the driven wheels.

[0069] The lateral slip may further be obtained based at least partly on a predefined model which estimates a lateral motion and/or a wheel slip based on a current speed of the vehicle 1 and a current steering wheel angle of the vehicle 1.

[0070] Measuring or estimating a current lateral slip, may further be performed by an optical method, e.g., one or more optical sensors, inertial sensors, and/or GNSS such as GPS, e.g. which measures the lateral speed or the lateral acceleration of the vehicle over the road surface. When the vehicle 1 comprises a lateral motion, an amount of slip and slip angle may be determined.

[0071] The lateral slip and/or the longitudinal slip of the at least one wheel can further be predicted based on any suitable predictive models, based on any one or more out of: road map information of a road, current speed of the vehicle 1, steering wheel angle of the vehicle 1, driver models of the vehicle 1 indicative of how the driver of the vehicle operates the vehicle 1 in certain types of road segments, and vehicle models indicative of how the vehicle 1 operates in certain types of road segments. The prediction may further indicate when the wheel slip of the at least one wheel is to occur.

[0072] Embodiments herein further issues, in a suspension control step, suspension operation information to the vehicle 1 to operate the suspension arrangement 20 in accordance with the suspension capabilities to increase the vertical load applied to said at least one wheel 10 of the vehicle 1. Embodiments herein may limit the maximum vertical load such that the vertical load can be varied in steps of multiple vertical loads as a function of time. This is to ensure a longer and improved traction of the at least one wheel.

[0073] The suspension control step can reduce an occurring slip, or speculatively help the vehicle 1 to gain enough traction to avoid a wheel slip on the at least one wheel by applying the vertical load to the at least one wheel when the wheel slip is predicted to occur.

[0074] Obtaining the suspension capabilities and/or operating the suspension arrangement by issuing suspension operation information may be performed by signalling a suspension runtime interface of the suspension arrangement 20, also referred to as an Individual external Suspension Request (iXSUSR). The suspension runtime interface may be a real-time interface and thereby limited by real-time constraints such that a request is arranged to always be responded within a predefined amount of time, e.g., 1 millisecond. Responded herein may mean to actuate the force or action requested and/or respond with the capabilities requested, etc.

[0075] Using the suspension runtime interface it may be possible to request virtual forces and/or loads to be applied to the vehicle, e.g., a vertical load and/or an increase in a vertical load. When a virtual force such as vertical load is requested on the vehicle 1, the runtime interface determines the suspension stroke actuation necessary to achieve the requested virtual force, and e.g., will acuate the suspensions accordingly within the predefined amount of time.

[0076] As an example, the suspension runtime interface may be used to implement a functional safety in the form of fail silent. For example, when the suspension capabilities shows indicates no increase in vertical load available, it may be possible to re-allocate current applied loads to improve a situation, e.g., to improve traction.

[0077] As another example, the suspension runtime interface may be used to obtain a time it takes for a request to be processed, e.g., the predefined amount of time.

[0078] As another example, the suspension runtime interface may be used to obtain which forces, loads, and/or moments can be used in the suspension arrangement 20 and/or imposed on the vehicle 1.

[0079] The suspension runtime interface may provide any suitable information from the suspension arrangement 20 to a Vehicle Motion Management (VMM) module of the vehicle 1. The VMM module may be used as an interface to request motions of the vehicle such as the suspension and other motions, e.g., including propulsion forces. The VMM module may be used to obtain any other motion status of the vehicle 1 and/or to request to apply forces to the vehicle 1. The VMM module may comprise aggregated information of all motions and status, e.g., including any one or more out of suspension, braking, steering, propulsion, etc. The VMM module may communicate with the suspension runtime interface as defined above for the suspension, and corresponding runtime interfaces for other parameters, e.g., relating to braking, propulsion, etc. As the VMM is communicatively coupled with different interfaces such as the suspension runtime interface, the VMM module has real-time information available in a standardized format which can be used to impose quick, accurate and efficient suspension actuation of the suspension arrangement 20 to influence the motion of the vehicle 1 to improve safety, handling and comfort. In other words, the VMM module may in some embodiments at least partly control the above-mentioned suspension runtime interface and/or other corresponding runtime interfaces for other vehicle functionalities than suspension, e.g., speed/propulsion, braking, etc.

[0080] Embodiments herein may be performed at least partly by a computer system 600, such as by a processor device 602 comprised therein. The suspension arrangement 20 may be controlled by suspension operation information issued by the processor device 602. Additionally or alternatively, embodiments herein may at least partly be performed/requested by use of the VMM module and/or the above-mentioned suspension runtime interface.

[0081] The computer system 600 may be comprised in any suitable location, e.g. in the vehicle 1, or external to the vehicle 1. The computer system 600 may be communicatively coupled with the suspension arrangement 20 and/or any other suitable units of the vehicle 1. [0082] FIG. 2 is another example of the vehicle 1 and may further be seen as another view of FIG. 1, according to another example. In this example, the vehicle 1 comprises a tractor 2. The vehicle 1 is attached to a trailer 3. The trailer 3 is pulled by the tractor 2. [0083] As discussed in FIG.l, operating the suspension arrangement 20 in accordance with the suspension capabilities to increase the vertical load applied to said at least one wheel 10 of the vehicle 1 may comprises applying the vertical load 4 and/or the vertical load 5 on the set of wheels. In other words, any number of wheels, e.g., one or all wheels, may be subject to the vertical load depending on which wheel(s) the slip is occurring or predicted to occur. In some scenarios, the driving wheels may always be subject to be applied the vertical loads as it may be beneficial to ensure that they do not slip. In some scenarios, e.g., when turning the vehicle 1, a corner of the vehicle 1, i.e. two front or rear wheels and another side wheel may be likely to slip at the same time and therefore they may all need to be subject to the increased vertical load. In some other scenarios, only one wheel may slip at a time, and thus, only one wheel needs the increased vertical load. The vehicle 1 may have a longitudinal motion 7, e.g., larger than a threshold, and the vehicle 1 may for some scenarios be arranged to drive in a hill, downhill or uphill, e.g., in one or more road segments comprising one or more curves.

[0084] FIG. 3 is a flow chart of an example computer-implemented method for operating the vehicle 1. Said vehicle 1 comprising the set of wheels 10 and the suspension arrangement 20 for controlling the suspension of the set of wheels 10. Said vehicle 1 has a vehicle longitudinal extension in a vehicle longitudinal direction L and a vehicle vertical extension in a vehicle vertical direction V. Said vehicle longitudinal direction L corresponds to an intended direction of travel of said vehicle when travelling straight ahead. Said vehicle vertical direction V corresponds to a direction of a normal to a planar surface supporting the vehicle. The method comprises any one or more of the following actions 301-306. The actions may be taken in any suitable order. The method may comprise performing any suitable actions of actions 301-306 iteratively until it can be determined that there is no slip occurring or predicted to occur in at least one wheel out of the set of wheels 10.

[0085] Action 301 - Obtaining suspension capabilities

[0086] The method comprises, by a processor device 602 of a computer system, obtaining 301 suspension capabilities of the suspension arrangement 20. The suspension capabilities is indicative of at least a maximum vertical load, in said vertical direction V, that can be applied to at least one wheel of the set of wheels 10.

[0087] For example, the suspension capabilities may indicate any one or more of: a force or load, e.g., a current, a minimum, and/or a maximum force or load, a level, e.g., a current, a minimum, and/or maximum level, a stiffness, e.g., a current, a minimum, and/or a maximum stiffness, a status, e.g., a current, an extension rate, e.g., a current, a minimum, and/or a maximum extension rate, a compression rate, e.g., a current, a minimum, and/or a maximum compression rate, a damping, e.g., a current, a minimum, and/or a maximum.

[0088] The suspension capabilities may further be indicative of a time duration during which a certain vertical load is allowed to be applied to the at least one wheel of the vehicle 1.

[0089] In some embodiments, obtaining the suspension capabilities, is performed by issuing respective requests to the suspension runtime interface of the vehicle 1. In other words, obtaining the suspension capabilities may comprise sending a request to the above- mentioned runtime interface, e.g., as part of the VMM module of the vehicle 1.

[0090] Action 302 - Determining wheel slip

[0091] The method comprises, determining that a wheel slip of the at least one wheel occurs or is predicted to occur. In some embodiments, the at least one wheel of the set of wheels 10 comprises one or more driving wheels of the vehicle 1. [0092] The wheel slip of the at least one wheel may be determined by measuring and/or by estimating a longitudinal slip and/or measuring a lateral slip using any suitable means. [0093] For example, determining that a wheel slip of the at least one wheel occurs or is predicted to occur comprises obtaining sensor data of the vehicle 1 and assessing that a wheel slip value of the at least one wheel exceeds a predetermined threshold value. The sensor data may be indicative of a vehicle speed over a road surface and indicative of a rotational speed of the at least one wheel.

[0094] In some embodiments, determining that a wheel slip of the at least one wheel occurs or is predicted to occur comprises obtaining an input from a user of the vehicle 1. For example, the user of the vehicle 1, e.g., a driver of the vehicle 1, may know that a wheel slip is likely to occur or is occurring and may therefore provide such input by any suitable means, e.g., using a button, pedal, stalk, touch interface, voice command, etc. The input may specify a predicted or occurring slip for all wheels in the set of wheels 10, or alternatively may specify which wheels of the set of wheels 10 are slipping or are predicted to slip. When not specified which wheels are slipping or predicted to slip, it may be assumed that all wheels of the set of wheels 10 are slipping or predicted to slip. Alternatively it may be assumed that the driving wheels of the set of wheels 10 are slipping or predicted to slip. The input may indicate if the at least one wheel is currently slipping or if it is predicted to slip. If the input indicates that the at least one wheel is predicted to slip, a time input of when the slip is predicted to occur may be comprised in the input and/or may be assumed to be predefined time after the input, e.g., typically instantly or within 1 second. Irrespective of how many wheels are determined or predicted to slip, it should be noted that the present invention implies that the vertical load, and hence the grip, may be increased for one or more wheels which in turn implies that a reduced slip may be obtained for at least that wheel or wheels. [0095] In some embodiments, determining that a wheel slip of the at least one wheel occurs or is predicted to occur comprises obtaining an indication of road information of a road segment in a driving direction of the vehicle 1, and predicting a wheel slip based on the road information and a predictive model. For example, the road information may indicate a slippery road surface in a driving direction of the vehicle 1 indicating a high risk of a wheel slip. Similarly, the road information may indicate a steep inclination of road segment, also indicating a high risk of a wheel slip. Additionally or alternatively, the road information may indicate sharp turns of a road segment, the sharp turns indicating a high risk of a wheel slip, in particular lateral slip. Purely by way of example, a parameter SL indicative of a slip in the longitudinal direction L of a wheel 10 may be defined in accordance with the following: where R denotes the radius of the wheel, co denotes the angular velocity of the wheel and VL denotes the longitudinal speed of the wheel, which longitudinal speed generally is related to the longitudinal speed of the centre of the wheel.

Alternatively, or in addition, to the above, the wheel 10 has a longitudinal extension in a longitudinal direction L extending in a direction transversal to an axis of rotation of the wheel and a lateral extension in a lateral direction T is parallel to the axis of rotation of the wheel 10. Consequently, when the wheel 10 is in a position for travelling straight ahead, the lateral direction T of the wheel 10 is parallel to a lateral direction T of the vehicle 1, wherein the lateral direction T is perpendicular to each one of the longitudinal direction L and the vertical direction V of the vehicle 1. The slip limit value relating to a slip angle aiim may be determined using a longitudinal velocity VL of the wheel 10 in the longitudinal direction L of the wheel and a lateral velocity VT of the wheel 10 in the lateral direction T of the wheel.

As such, a slip in the lateral direction y may be expressed in terms of a slip angle a in accordance with the following: where VL denotes the longitudinal speed of the wheel and VT denotes the lateral speed of the wheel.

A lateral slip may also be determined using a steering angle, a longitudinal speed and a measured lateral acceleration value of the vehicle 1. The steering angle and the longitudinal speed may be used for calculating a reference lateral acceleration value that is compared to the measured lateral acceleration value. An absolute value of the difference between the reference lateral acceleration value and the measured lateral acceleration value exceeding a lateral slip threshold value may be indicative of a lateral slip. [0096] In some embodiments, the predictive model is a predetermined predictive model indicative of how the vehicle 1 and/or a driver of the vehicle 1 operates in accordance with the road information. In these embodiments, the predictive model may be more accurate in determining when there is a predicted wheel slip on the at least one wheel. This is since the predictive model may know how the vehicle and/or the driver of the vehicle is probable, e.g., above a threshold, to operate in certain road segments indicated by the road map information. For example, by the predictive model, .it may be statistically known that the driver of the vehicle and/or the vehicle have a high risk, e.g., above a threshold, of a wheel slip when driving in certain road segments, e.g., when the inclination of the road is higher or lower than a predefined angle, when the road surface is known to be slippery, when the weather condition is poor, when the speed of the vehicle 1 is higher than a threshold in combination with turning the vehicle 1, or a combination thereof.

[0097] Additionally or alternatively, the wheel slip of the at least one wheel may also be predicted using any other suitable means. For example, a machine learning module may be trained in advance to detect which sensors inputs of the vehicle leads to a slip, then when such sensors inputs are detected, a slip can be predicted. For example, Alternatively, any suitable heuristics may be used to predict a slip based on sensor input of the vehicle 1.

[0098] Action 303 -Reduce speed

[0099] In some embodiments, the method may comprise, by the processor device 602, reducing a speed of the vehicle 1. In these embodiments, reducing the speed of the vehicle 1 is performed in response to determining that a wheel slip of the at least one wheel occurs or is predicted to occur, e.g., as in action 303. The speed of the vehicle 1 may be reduced by a predefined amount or ratio, e.g. reduce the speed of the vehicle by 10 kilometers per hour or reduce the speed of the vehicle by 10 percent. Additionally or alternatively, reducing the speed of the vehicle 1 may comprises configuring the vehicle 1 with a lower maximum allowable speed limit Reducing the speed of the vehicle 1 may allow the at least one wheel to gain more traction and to reduce or prevent the wheel slip. The reduction of the speed of the vehicle 1 may be temporary, e.g., only applied when the at least one wheel is determined to have an ongoing or predicted wheel slip.

[00100] Action 304 - Suspension control step [00101] The method comprises, by the processor device 602, in response to determining 302 that a wheel slip of the at least one wheel occurs or is predicted to occur: by the processor device 602, in a suspension control step, issuing suspension operation information to the vehicle 1 to operate the suspension arrangement 20 in accordance with the suspension capabilities to increase a vertical load applied to said at least one wheel of the vehicle 1. In some of these embodiments, the at least one wheel of the set of wheels 10 comprises one or more driving wheels of the vehicle 1. In some embodiments, even when there is no slip or predicted slip on the one or more driving wheels, the increased vertical load on the one or more driving wheels may still be applied to ensure that no slip occurs on the one or more driving wheels as a result of relative reduction of vertical load by applying a vertical load on other wheels.

[00102] In some embodiments, the suspension control step comprises operating the suspension arrangement 20 in accordance with the suspension capabilities to increase the vertical load applied such that the vertical load applied to said driven at least one wheel varies in accordance with a function of time. In other words, instead of applying a maximum vertical load as indicated to be available by the suspension capabilities, a burst of smaller vertical loads may be applied to the at least one wheel e.g., in a periodical/recurring manner such as by pulsating the suspensions of the at least one wheel until the suspension capabilities have been depleted. In this way, instead of loading the at least one wheel with the maximum vertical load in as one event, it is possible to distribute the vertical loads over a longer period of time to achieve traction of the at least one wheel for as long as possible and thereby reduce or completely prevent a wheel slip on the at least one wheel.

[00103] In some embodiments, the vertical load applied to said at least one wheel varies as a function of time with a time period such that a vertical load function with crests and troughs is obtained. The function of time may define when the vertical load is to be applied to the at least one wheel. Additionally or alternatively, the function of time may define when the suspension arrangement 20 is to be actuated to achieve the vertical load to be imposed on the at least one wheel. In a preferred embodiment, said time period is defined as the time between two adjacent crests

[00104] In some embodiments, the time period is dependent on an actuation rate of the suspension arrangement 20. The actuation rate may be a speed of how fast it may be possible or allowable to apply vertical forces using the suspension arrangement 20 and/or by using the suspension runtime interface. In other words, the function of time may vary based on how fast it is possible to adjust and/or apply the vertical load. [00105] Said function of time may be modelled by any suitable function such as a pulsating function, e.g., a pulse wave or any other suitable periodic/recurring function. [00106] In some embodiments, the function of time is associated with an amplitude of vertical load to apply to said at least one wheel. The amplitude may correspond to half the difference in vertical load between a crest load at one of the crests and a trough load at one of the troughs. Additionally or alternatively, the amplitude may be of an actuation to be performed by the suspension arrangement, e.g., how long to actuate a suspension and/or how much suspension stroke to apply, e.g., 10- 12mm.

[00107] In some embodiments, the amplitude is based on a minimum amplitude needed to apply an increased vertical load to said at least one wheel. For example, the amplitude may correspond to a vertical load produced by a suspension actuated with a stroke equal to a dead band limit of the suspension arrangement 20. Alternatively the amplitude may correspond to a vertical load produced by controlling a flow of pressurized air in pneumatic suspensions of the suspension arrangement 20.

[00108] In some embodiments, the function of time is indicative of a duration for how long to apply the increased vertical load to said at least one wheel.

[00109] In some embodiments, e.g., as part of when the function of time increases the vertical load in a varied manner as described in multiple different combinable embodiments above, the function of time is associated with an average value being the average of the vertical load applied to the vertical load applied to said at least one wheel 10. In these embodiments, said suspension control step comprises increasing the average value.

[00110] In some embodiments, e.g., as part of above combinable embodiments describing amplitude, said suspension control step comprises maintaining the amplitude when issuing suspension operation information to the vehicle 1 to operate the suspension arrangement 20 in accordance with the suspension capabilities to increase a vertical load applied to said at least one wheel of the vehicle 1.

[00111] In some embodiments, the function of time is a predefined function of time. In other words, there is a predefined burst on how to apply the vertical load, e.g., a predefined vertical load performed repeatedly with a predefined periodicity.

[00112] In some embodiments, the method comprises determining the function of time based on any one or more of: a load of the vehicle 1, e.g., the load affecting a constant vertical load applied to the vehicle 1 and/or the at least one wheel, • an indication of whether or not the vehicle 1 is attached to a trailer, e.g., when attached to the trailer 1, the trailer may apply a vertical load on the at least one wheel,

• a speed of the vehicle 1, e.g., faster vehicle speed may need more vertical load as the risk of slip of the at least one wheel may be higher,

• a rotational speed of the at least one wheel, e.g., faster rotational wheel speed may need more vertical load as the risk of slip of the at least one wheel may be higher,

• a steering wheel angle of the vehicle, e.g., higher steering wheel angle may need more vertical load as the risk of lateral slip is higher,

• road information of a road segment in a driving direction of the vehicle 1, e.g., as certain road segments may have higher risk of slip and may require more vertical load, e.g., steep inclinations, curvatures, bumpy roads, muddy roads, slippery roads, icy roads, snowy roads, etc.

• a surface type of the ground supporting ground engaging members, such as wheels, associated with said at least one wheel, e.g., different surface types may be indicative with more or less wheel slip, i.e. different surface type may need a higher vertical load on the at least one wheel, and

• the suspension capabilities and/or an indication of a type of suspension in the suspension arrangement 20, the suspension type may indicate which type of function is needed, e.g., it may be predetermined that some suspension types perform better for certain frequencies, the amplitude and frequency may be defined based on how much capabilities are available, the amplitude and frequency may change per iteration when the

[00113] In some embodiments, issuing suspension operation information to the vehicle 1 to operate the suspension arrangement 20 comprises issuing suspension operation information to control a flow of pressurized air of the suspension arrangement 20 in accordance with the function of time. For some of these embodiments, issuing the suspension operation information comprises requesting a valve open time of a valve controlling the flow of pressurized air in the suspension arrangement 20. The valve open time and frequency may be based on the function of time. In these embodiments, the function of time and/or the valve open time may depend on any one or more out of the following parameters, e.g., as obtained and/or determined by embodiments herein, e.g., by use of the VMM module and/or the above-mentioned suspension runtime interface: • Q: a valve flow rate which depends on a suspension bellow pressure of the suspension arrangement 20, and available system pressure of the suspension arrangement 20, e.g., as part of the obtained suspension capabilities,

• V: a suspension stroke rate depending on Q and a bellow area of the suspension arrangement 20, e.g., as part of the obtained suspension capabilities,

• t: a time taken to reach the stroke rate V from 0 stroke rate, e.g., a constant time may vary with Q for air due to compressibility, e.g., as part of the suspension capabilities,

• A = V/t: an acceleration of a suspension in the suspension arrangement 20 for the at least one wheel, e.g., an average acceleration, e.g., as part of the suspension capabilities, and

• F = m.A: reaction force on ground, e.g., as part of the suspension capabilities and/or determined based on the above parameters.

[00114] For the above-mentioned parameters, time t may be used to limit the frequency of bursts, Reaction force F may indicate whether the function of time can produce enough traction for the at least one wheel, e.g., the function of time and/or the above mentioned parameters may be adjusted and/or controlled until F is above a predefined threshold.

[00115] In some embodiments, the time t may be determined, or a burst frequency as a function of t may be determined, with F reaction force, e.g., to be used to define the function of time. These one or more parameters may be provided to the suspension runtime interface discussed above with respect to the vehicle 1, which will request the corresponding actuated suspension on the at least one wheel.

[00116] Action 305 - Determining wheel slip

[00117] The method may comprise, determining that a wheel slip of the at least one wheel occurs or is predicted to occur. This may be to see whether or not there is still an occurring wheel slip or if there is still a risk of a wheel slip on the at least one wheel. Action 305 may be performed as in action 302.

[00118] Action 306 - Repeating steps

[00119] The method may comprise, in response to determining that a wheel slip of the at least one wheel occurs or is predicted to occur, e.g., as in action 305, repeating the suspension control step and/or any of the other actions 301-304. In addition to repeating the suspension control step of action 304 and/or the other actions, the method may comprise issuing suspension operation information to the vehicle 1 to operate the suspension arrangement 20 to extend at least part of suspensions in the suspension arrangement 20 such that the suspension capabilities are increased to be capable of applying further vertical loads, e.g., to be able to repeat the actions. The suspension capabilities may be updated accordingly or obtained again as in action 301.

[00120] FIG. 4 is a block diagram indicating an example scenario using a VMM module 400 in the vehicle 1. The VMM Module 400 may comprise a first sub-module 401 for motion estimation, a second module 402 for motion prediction, and a third sub-module 403 for motion coordination. The second sub-module 402 may control levelling of axles/wheels for certain situations and predictions thereof, e.g., as in embodiments herein. The VMM module 400 may communicate with a suspension runtime interface 405, e.g., an iXSUSR interface such as the suspension runtime interface discussed with respect to embodiments above. The VMM module 400 may be part of and/or controlled by the computer system 600 such as by the processor device 602. The VMM module may control any suitable motion of the vehicle 1, and/or may predict/determined any motion of the vehicle 1.

[00121] In an example scenario, to illustrate some capabilities of the VMM module 400, the VMM module 400 may obtain 406 an indication of that at least one wheel out of the set of wheels 10 may be slipping or may be predicted to be slipping in a near future, e.g., as in actions 302, 305. The indication may be obtained as input from a user and/or obtained by sensors of the vehicle 1, and/or predictions made by any suitable device such as the processor device 602.

[00122] To reduce and/or prevent wheel slips in the at least one wheel of the set of wheels 10, the VMM module 400 may initiate a prevention or reduction procedure as described by above actions 301-306. First, the VMM module 400 may request and receive 407 suspension capabilities of the suspension runtime system, e.g., as in action 301, based on the suspension capabilities, the VMM module 400 may determine which vertical loads to apply to the at least one wheel 10 of the vehicle 1, and/or how the vertical load shall be varied with the function of time as in action 304. VMM module 400 may further determine whether or not to reduce the speed of the vehicle 1, e.g., as in action 303. The VMM module 400 may then request 408 the suspension runtime interface to apply the determined vertical load, e.g., varied with the function of time, e.g., as in action 304. The VMM module 400 may also request from a propulsion runtime interface (not shown) to reduce the speed of the vehicle 1, e.g., as in action 303. [00123] Embodiments herein may be performed within a system for handling vehicle motion management wherein said system is handling either force or torque based requests defined as v = [Fzvehicle, Mpitch, Mroll], and may be performed by issuing instructions to the VMM module 400. Fzvehicle may be a yaw motion, e.g., a yaw rate, of the vehicle 1. Mpitch may be a pitch motion, e.g., a pitch rate, of the vehicle 1. Mroll may be a roll motion, e.g., a roll rate, of the vehicle 1.

[00124] Virtual vertical forces and/or virtual torque via suspension in the suspension arrangement 20 may also be requested by the VMM module 400. In some examples, there may be a B-matrix indicative of how the suspension forces of the suspension arrangement 20 can be allocated/coordinated. The B-matrix may be obtained as part of the suspension capabilities, e.g., as in action 301.

[00125] As an example, when the vehicle 1 is a vehicle with 4 wheels and 4 suspension corners, a relation v = Bu. Bu is the B-matrix. U is a vector of actuator action, in these examples suspension actuation. The B-matrix may be defined as:

B = [ 1 1 1 1;

Lfll Lfl2 Lrl3 Lrl4 Twf/2 Twf/2 Twr/2 Twr/2]

[00126] Ef is a length to front axle from a Center of Gravity (COG).

[00127] Er is a length to a rear axle from the COG.

[00128] Twf is a track width on the front axle.

[00129] Twr is a track width on the rear axle.

[00130] The runtime interface, e.g., iXSUSR, provides u by:

[00131] ui = FzReqi

[00132] FzReqi is a vertical load request on each respective suspension.

[00133] Thus when ui=FzReqi, Fz is the defined actuator action.

[00134] Now, at the wagon level of the vehicle 1, it may be possible, e.g., by the processor device 602 and/or using the VMM module 400 and/or the suspension runtime interface 405, allocating the requested v forces, moments, and/or vertical loads, either through a simple pseudo inverse or optimized e.g., through Quadratic Programming (QP), by setting it up as a control allocation problem.

[00135] Maximum forces and/or torque can now be verified and/or determined using the following equations:

[00136] v_max = B*u_max [00137] v_min = B*u_min

[00138] v_max is obtained from u_max which is the maximum actuation action achievable by the actuator.

[00139] v_min is obtained from u_min which is the minimum actuation action achievable by the actuator.

[00140] Here, u_min and u_max can be obtained via iXSUSR, e.g., the suspension runtime interface 405.

[00141] Similarly, a speed control may be used in a corresponding manner using a speed/propulsion runtime interface, e.g., for requesting speed and/or propulsion and/or capabilities relating to the speed and/or propulsion.

[00142] In the context of the system comprising the VMM module 400, for operating the vehicle 1, e.g., to prevent or reduce wheel slip, e.g., to avoid jack-knifing or improve hill climbing the following process may be taken, e.g., as an alternative embodiment of actions 301-306, e.g., performed by the processor device 602, e.g., by use of the VMM module and/or by issuing requests to the suspension runtime interface 405:

451) Detecting a or prediction of an exceeded lateral or longitudinal slip of at least one wheel, e.g., of a rear axle and/or a driving axle,

452) raising a suspension for a slipping wheel or an axle of at least one slipping wheel with an iXSUSR-request of vertical forces to improve lateral traction and avoid folding of a tractor of the vehicle,

453) limiting suspension capabilities of a maximum vertical force level and a duration in which it is available, e.g., which may be limited by a bumpstop of a suspension height levelling which is part of capabilities communicated by iXSUSR,

454) continuing until a maximum height of suspension is reached and/or a slip is under control, e.g., less than a threshold, and

455) returning the suspensions of the suspension arrangement back to normal driving height.

[00143] In some embodiments, actions 451-455 may use predictive data to estimate what increased vertical load is needed on the at least one slipping wheel, and by that at which rate a semitrailer of the vehicle 1 should be lifted, to maintain traction. By knowing the road ahead and the current vehicle speed it is possible to maximize the use of the extra added axle pressure by using a lowest lift rate of the semitrailer that is still sufficient to maintain traction.

[00144] The lifting of the external load may also be performed repeatedly, in pulsating manner, e.g., acting as a form of lateral ABS. [00145] FIG. 5a is a line diagram illustrating a function of time 501 as discussed with respect to above actions 304. The X-axis defines a time, and the Y-axis defines an increased vertical load to be applied by the suspension arrangement 20 to the at least one wheel, e.g., as in action 304. Alternatively, the Y-axis defines an alternative parameter for applying the increased vertical load, such as e.g., an opening time for a control valve controlling the flow of pressurized air in the suspension arrangement 20. In FIG. 5a, the function of time is a sine wave, however, any other suitable function applies, e.g., another periodic function, e.g., a pulse wave such as a rectangular function, saw tooth function, and/or any suitable variations thereof.

[00146] The function of time 501 comprises multiple crests 502.

[00147] The function of time 501 comprises multiple troughs 503.

[00148] The function of time 501 comprises a time period P, i.e. the time between two crests. The time period P may be the cycle of the function of time 501. The time period P may further define a frequency of the function of time 501.

[00149] The function of time 501 comprises an amplitude A. The amplitude A corresponds to half the difference between a crest 502 and a through 503.

[00150] The function of time 501 comprises a duration D. The duration D defines how long a maximum part of the function of time is applied. In FIG. 5a, the function is a sine wave and may therefore have a small duration. However, if the function of time is a pulse wave or other suitable function, the duration may be longer.

[00151] When the function of time 501 is used to apply an increased vertical load, e.g., as in action 304, as the function varies, an average increase in vertical load 504 will be a resulting vertical load. As there is average increase in vertical load, improved traction follows.

[00152] When there is a need to repeat the steps, e.g., as in action 306, e.g., due to determining that a wheel slip of the at least one wheel occurs or is predicted to occur in action 305, the function of time as described in FIG. 5a and used in the suspension control step 304 may need to be updated, e.g., to have a higher average value in vertical load to reduce slip. The function of time may also need to be adjusted or updated with respect to frequency, period, amplitude etc.

[00153] FIG. 5b illustrates an example where a first iteration of the suspension control step 304 issues suspension operation information to the vehicle 1 to operate the suspension arrangement 20 in accordance with the suspension capabilities to increase the vertical load applied such that the vertical load applied to said at least one wheel varies in accordance with a first function of time 511 resulting in a first average increase in vertical load 512.

[00154] When there is a need to repeat the steps, e.g., as in action 306, a new iteration of actions 301-306 may be performed.

[00155] A second iteration of the suspension control step 304 then issues suspension operation information to the vehicle 1 to operate the suspension arrangement 20 in accordance with the suspension capabilities to increase the vertical load applied such that the vertical load applied to said at least one wheel varies in accordance with a second function of time 513 resulting in a second average increase in vertical load 514. The second average increase in vertical load 514 being higher, i.e., of increased vertical load, than the first average increase in vertical load 512. As the average load is increased in the second iteration, the second function of time 513 may be shorter in time than the first function of time. This is since more suspension capabilities may be used for the increased average vertical load.

[00156] The second function of time 513 may be a new function of time separate from the first function of time 511 , or an adapted version of the first function of time 511.

[00157] The second function of time 513 may have different characteristics than the first function of time 511, e.g., any one or more out of: different amplitude, different period, different crests and troughs, different duration, different frequency, and different average value.

[00158] In this example, to bridge the first and second iteration, the increase in vertical load may be applied when possible, e.g., by a transition function 515.

[00159] FIG. 5c illustrates an example where a first iteration of the suspension control step 304 issues suspension operation information to the vehicle 1 to operate the suspension arrangement 20 in accordance with the suspension capabilities to increase the vertical load applied such that the vertical load applied to said at least one wheel varies in accordance with a first constant function of time 521 which is associated with the suspension arrangement 20 applying a constant increased vertical load for a first period of time.

[00160] When there is a need to repeat the steps, e.g., as in action 306, a new iteration of actions 301-306 may be performed.

[00161] A second iteration of the suspension control step 304 then issues suspension operation information to the vehicle 1 to operate the suspension arrangement 20 in accordance with the suspension capabilities to increase the vertical load applied such that the vertical load applied to said at least one wheel varies in accordance with a second constant function of time 522 which is associated with the suspension arrangement 20 applying a constant increased vertical load for a second period of time. The second constant function of time 522 being associated with the suspension arrangement 20 applying an increased vertical load than the first constant function of time 521. As the load is increased in the second iteration, the second period of time of the second constant function of time 522 may be shorter in time than the first period of time of the first constant function of time 522. This is since more suspension capabilities may be used for the increased vertical load.

[00162] In this example, to bridge the first and second iteration, the increase in vertical load may be applied when possible, e.g., by a transition function 523.

[00163] The second constant function of time 522 may be a new function of time separate from the first constant function of time 521, or an adapted version of the first constant function of time 521.

[00164] FIG. 6 is a schematic diagram of a computer system 600 for implementing examples and embodiments disclosed herein, e.g., actions 301-306. The computer system 600 is adapted to execute instructions from a computer-readable medium to perform these and/or any of the functions or processing described herein. The computer system 600 may be connected (e.g., networked) to other machines in a LAN, an intranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 600 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. Accordingly, any reference in the disclosure and/or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, etc., includes reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. For example, control system may include a single control unit, or a plurality of control units connected or otherwise communicatively coupled to each other, such that any performed function may be distributed between the control units as desired. Further, such devices may communicate with each other or other devices by various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.

[00165] The computer system 600 may comprise at least one computing device or electronic device capable of including firmware, hardware, and/or executing software instructions to implement the functionality described herein. The computer system 600 may include a processor device 602 (may also be referred to as a control unit), a memory 604, and 1 a system bus 606. The computer system 600 may include at least one computing device having the processor device 602. The system bus 606 provides an interface for system components including, but not limited to, the memory 604 and the processor device 602. The processor device 602 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 604. The processor device 602 (e.g., control unit) may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processor device may further include computer executable code that controls operation of the programmable device.

[00166] The system bus 606 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and/or a local bus using any of a variety of bus architectures. The memory 604 may be one or more devices for storing data and/or computer code for completing or facilitating methods described herein. The memory 604 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description. The memory 604 may be communicably connected to the processor device 602 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein. The memory 604 may include non-volatile memory 608 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 610 (e.g., randomaccess memory (RAM)), or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures, and which can be accessed by a computer or other machine with a processor device 602. A basic input/output system (BIOS) 612 may be stored in the non-volatile memory 608 and can include the basic routines that help to transfer information between elements within the computer system 600.

[00167] The computer system 600 may further include or be coupled to a non-transitory computer-readable storage medium such as the storage device 614, which may comprise, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE or SATA) for storage, flash memory, or the like. The storage device 614 and other drives associated with computer-readable media and computer-usable media may provide nonvolatile storage of data, data structures, computer-executable instructions, and the like. [00168] A number of modules can be implemented as software and/or hard-coded in circuitry to implement the functionality described herein in whole or in part. The modules may be stored in the storage device 614 and/or in the volatile memory 610, which may include an operating system 616 and/or one or more program modules 618. All or a portion of the examples disclosed herein may be implemented as a computer program product 620 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 614, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processor device 602 to carry out the steps described herein. Thus, the computer-readable program code can comprise software instructions for implementing the functionality of the examples described herein when executed by the processor device 602. The processor device 602 may serve as a controller or control system for the computer system 600 that is to implement the functionality described herein.

[00169] The computer system 600 also may include an input device interface 622 (e.g., input device interface and/or output device interface). The input device interface 622 may be configured to receive input and selections to be communicated to the computer system 600 when executing instructions, such as from a keyboard, mouse, touch- sensitive surface, etc. Such input devices may be connected to the processor device 602 through the input device interface 622 coupled to the system bus 606 but can be connected through other interfaces such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer system 600 may include an output device interface 624 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 600 may also include a communications interface 626 suitable for communicating with a network as appropriate or desired.

[00170] The operational steps described in any of the exemplary aspects herein are described to provide examples and discussion. The steps may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the steps, or may be performed by a combination of hardware and software. Although a specific order of method steps may be shown or described, the order of the steps may differ. In addition, two or more steps may be performed concurrently or with partial concurrence.

[00171] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises," "comprising," "includes," and/or "including" when used herein specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

[00172] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[00173] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[00174] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[00175] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the inventive concepts being set forth in the following claims.