Description:FIELD OF THE INVENTION

The present disclosure relates to traction control and more particularly, to a system and method for determining vehicle speed to control traction in an electric powered vehicle.

BACKGROUND

Traction in a vehicle may be defined as the friction between a drive wheel and a road surface. Losing traction by a rider while riding the vehicle may result in losing road grip, thereby increasing chances of slipping or skidding. Especially in two-wheeler vehicles, incorrect traction may lead to accidents, injuries, and poor riding experience. To avoid such mishaps, the vehicles are equipped with traction control features.
Traction control feature is a rider assistance feature in vehicles which may prevent excessive wheel slip during acceleration of the vehicle. The wheel slip is an undesirable effect arising due to difference in peripheral speed of the wheel and the vehicle speed, thus impairing driving safety. The traction control feature may reduce the torque supplied to the wheel by the engine, thereby modifying the traction of the wheel with the road and reducing the wheel slip. Particularly, in the case of an electric vehicle, the modified torque supplied by a motor to the wheel may increase the traction of the tyre, and therefore increase stability and safety while riding the vehicle.

In existing techniques, particularly in electric vehicles, the traction control limits or controls the wheel slip during application of torque by the motor. The wheel slip may be a difference between the wheel speed of the vehicle (e.g., rear wheel) and vehicle speed. In some examples, a front wheel speed may be equal to the vehicle speed thus indicating speed with which the body of the vehicle is moving. Thus, the wheel slip is limited by modifying the torque supplied by the motor to the wheel. The torque modification may include reducing the torque during motoring and increasing the torque during regenerative braking. Such conventional techniques may estimate the wheel slip to modify the torque based on determining the wheel speed and the vehicle speed. In an electric vehicle, the wheel speed and the vehicle speed may be obtained by using a plurality of sensors. For example, a motor encoder mounted on an electric motor of the electric vehicle may provide the wheel speed. Similarly, a speed sensor in communication with the front wheel of the electric vehicle may provide the vehicle speed.

However, installing the plurality of sensors in the electric vehicle may lead to structural changes in the electric vehicle to accommodate the plurality of sensors, which may also result in increased cost expenditure to produce the electric vehicle.

In some other known techniques, the slip may be estimated with the help of an IMU (Inertial Measurement Unit). The IMU installed in the electric vehicle may measure and report the specific gravity and angular rate of the electric vehicle.

The IMU may be used as a sensor for a global positioning system (GPS) correction or sensing the orientation in space. The IMU typically includes one or more of a three-axis accelerometer and a three-axis gyroscope with sensor fusion algorithms. The gyroscope provides a measure of an angular rate, and the accelerometer provides a measure of a specific force or an acceleration of the vehicle, in all the three axes (x-axis, y-axis, and z-axis).

Generally, when the vehicle is stationary, the accelerometer measures the direction of gravity. Under dynamic conditions, such as when the vehicle is moving, the gyroscope measures the rate of change of the vehicle's orientation. These two measurements can be combined to provide a more accurate estimate of the electric vehicle’s orientation. The gyroscope measurements are integrated to estimate changes in orientation, Further the gyroscope may be prone to bias error and noise error. Similarly, the accelerometer measurements may also be prone to errors, thereby making the IMU a noisy inaccurate sensor that requires calibration and a lot of processing to get accurate information from it.

Therefore, there is a need for a system and method to efficiently determine the vehicle speed using calibrated and corrected measurement readings of the IMU for traction control in the electric vehicles.

SUMMARY

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

In an embodiment of the present disclosure, a method for determining a vehicle speed for traction control using an Inertial Measurement Unit (IMU) is disclosed. The method includes obtaining a wheel speed of a vehicle, wherein the wheel speed is indicative of the rotational speed of at least one wheel in the vehicle. The method includes determining an adjusted accelerometer value corresponding to a raw accelerometer value of the IMU, wherein the raw accelerometer value is indicative of linear acceleration corresponding to each of the x-axis y-axis, and z-axis of the vehicle. The method includes determining a total acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle based on the adjusted accelerometer value. The method includes determining an adjusted gyroscopic value corresponding to a raw gyroscope value of the IMU, wherein the raw gyroscope value is indicative of angular velocity corresponding to each of the x-axis y-axis, and z-axis of the vehicle. The method includes determining a centripetal acceleration corresponding to each of the y-axis and z-axis based on the adjusted gyroscopic value and the wheel speed, wherein the centripetal acceleration is indicative of a change in tangential velocity around the y-axis and z-axis of the vehicle. The method includes determining a gravitational acceleration corresponding to each of y-axis and z-axis based on the centripetal acceleration, wherein the gravitational acceleration is indicative of the vehicle receiving an acceleration due to the force of gravity acting on the vehicle. The method includes determining the gravitational acceleration corresponding to x-axis based on the gravitational acceleration corresponding to each of y-axis and z-axis and a predefined total gravitational acceleration and determining the vehicle speed along the x-axis based on the total acceleration and the gravitational acceleration corresponding to x-axis for controlling traction in the vehicle.

In another embodiment of the present disclosure, a system for determining a vehicle speed for traction control using an Inertial Measurement Unit (IMU) is disclosed. The system includes a controller in communication with the IMU. The controller is adapted to obtain a wheel speed of a vehicle, wherein the wheel speed is indicative of the rotational speed of at least one wheel in the vehicle. The controller is adapted to determine an adjusted accelerometer value corresponding to a raw accelerometer value of the IMU, wherein the raw accelerometer value is indicative of linear acceleration corresponding to each of the x-axis y-axis, and z-axis of the vehicle. The controller is adapted to determine a total acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle based on the adjusted accelerometer value. The controller is adapted to determine an adjusted gyroscopic value corresponding to a raw gyroscope value of the IMU, wherein the raw gyroscope value is indicative of angular velocity corresponding to each of the x-axis y-axis, and z-axis of the vehicle. The controller is adapted to determine a centripetal acceleration corresponding to each of the y-axis and z-axis based on the adjusted gyroscopic value and the wheel speed, wherein the centripetal acceleration is indicative of a change in tangential velocity around the y-axis and z-axis of the vehicle. The controller is adapted to determine a gravitational acceleration corresponding to each of the y-axis and z-axis based on the centripetal acceleration, wherein the gravitational acceleration is indicative of the vehicle receiving an acceleration due to the force of gravity acting on the vehicle. The controller is adapted to determine the gravitational acceleration corresponding to the x-axis based on the gravitational acceleration corresponding to each of the y-axis and z-axis and a predefined total gravitational acceleration; and determine the vehicle speed along the x-axis based on the total acceleration and the gravitational acceleration corresponding to x-axis for controlling traction in the vehicle.

Accordingly, it is desired to create a system and method for determining a vehicle speed for traction control using the Inertial Measurement Unit (IMU). The IMU measurements and the motor encoder measurements may be fused together to simultaneously determine the orientation and the linear acceleration of the vehicle such that the vehicle speed is determined. Further, a wheel slip parameter may be estimated based on the vehicle speed and the wheel speed from the motor encoder. Furthermore, torque supplied to a motor may be controlled based on the estimated wheel slip parameter thus eventually, leading to traction control in the electric vehicle.

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

BRIEF DESCRIPTION OF THE DRAWINGS

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

Figure 1 illustrates a vehicle for which traction control is performed, according to an embodiment of the present disclosure;
Figure 2 illustrates a block diagram of the vehicle speed determining system, according to an embodiment of the present disclosure;
Figure 3 illustrates a block diagram of a controller of the vehicle speed determining system, according to an embodiment of the present disclosure;
Figure 4 illustrates a process flow for determining adjusted accelerometer value, by a determining module of the system, according to an embodiment of the present disclosure;
Figure 5 illustrates a process flow for determining adjusted gyroscopic value, by the determining module of the system, according to an embodiment of the present disclosure;
Figure 6a illustrates flowchart depicting a method for determining a vehicle speed for traction control using an Inertial Measurement Unit (IMU), according to an embodiment of the present disclosure;
Figure 6b illustrates flow chart depicting the method for determining the vehicle speed for traction control using the IMU in continuation with the Figure 6a, according to an embodiment of the present disclosure; and
Figure 7 illustrates another flowchart depicting a method for determining the vehicle speed for traction control using the IMU, according to an embodiment of the present disclosure.

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

DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.

For example, the term “some” as used herein may be understood as “none” or “one” or “more than one” or “all.” Therefore, the terms “none,” “one,” “more than one,” “more than one, but not all” or “all” would fall under the definition of “some.” It should be appreciated by a person skilled in the art that the terminology and structure employed herein is for describing, teaching, and illuminating some embodiments and their specific features and elements and therefore, should not be construed to limit, restrict, or reduce the spirit and scope of the present disclosure in any way.

For example, any terms used herein such as, “includes,” “comprises,” “has,” “consists,” and similar grammatical variants do not specify an exact limitation or restriction, and certainly do not exclude the possible addition of one or more features or elements, unless otherwise stated. Further, such terms must not be taken to exclude the possible removal of one or more of the listed features and elements, unless otherwise stated, for example, by using the limiting language including, but not limited to, “must comprise” or “needs to include.”

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

Unless otherwise defined, all terms and especially any technical and/or scientific terms, used herein may be taken to have the same meaning as commonly understood by a person ordinarily skilled in the art.

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

Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.
Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.

Figure 1 illustrates a vehicle 100 for which traction control is performed, according to an embodiment of the present disclosure. Figure 2 illustrates a block diagram of a vehicle speed determining system 200 of the vehicle 100, according to an embodiment of the present disclosure. For the sake of brevity, the vehicle speed determining system 200 is hereinafter interchangeably referred to as the system 200. Figures 1 and 2 are explained in conjunction with each other for the ease of explanation. Referring to Figures 1 and 2, the system 200 may be implemented in the vehicle and in communication with a motor 210 of the vehicle 100. The motor 210 may be adapted to supply operating power to the vehicle 100.

In an embodiment, the vehicle 100 may be an electrically powered automobile. The vehicle 100 has a motor 210 with a rotor (not shown). The motor 210 may be an electric drive motor. An inverter (not shown) directs power to drive the motor 210 from a power supply, such as, an array of electric batteries or the like. A rear wheel 106, preferably one of a pair of drive wheels, is driven by electric power provided by the motor 210. It may be apparent that the vehicle 100 may be a plurality of drive wheels, however, only one rear wheel 106 is shown in Figure 1. A front wheel 108, would be located at the front of the vehicle 100. A wheel/ground surface contact patch 110 is shown between wheels 106 and 108, and a ground travel surface 104. A controller 206 for determining a vehicle speed for traction control using an Inertial Measurement Unit (IMU) 202 that preferably includes a processor and one or more modules, is provided to perform traction control, as described herein. In one embodiment of the present disclosure, the traction control mechanism disclosed herein, may also be used effectively in a four-wheel drive vehicle. At least one driving wheel is required for traction control in accordance with the present disclosure. However, it may be apparent to a person skilled in the art that traction control for any number of driving wheels may be achieved using the system and method disclosed herein.

Further, considering the geometric features of the vehicle 100, as shown in Figure 1, the x-axis corresponds to the longitudinal direction, the y-axis corresponds to the lateral direction and the z-axis corresponds to the vertical/perpendicular direction to the x-y plane. In an example, the speed of the vehicle along the x-axis may be considered as the vehicle speed.

In an example, to detect a response frequency of the vehicle 100 in terms of roll rate, the x-axis direction of the vehicle 100 must correspond with the x-axis direction of the IMU 202 which may be factory installed in the vehicle 100. The IMU 202 may not be visible from outside of the vehicle 100, as the IMU 202 may be concealed within the body of the vehicle 100. Thus, when the vehicle 100 leans to the left-hand side (LHS) of the driver, the roll rate gives a reading of negative number. Likewise, if the vehicle 100 leans to the right-hand side (RHS), a positive reading would be detected. This coordinate system condition was similarly defined for the other two directions y and z axis. A positive reading of pitch rate along the y-axis would be recorded when the front wheel 108 falls in relation to the rear wheel 106 or the vehicle 100 pitches rearwards whereas a negative reading would signify pitching motion in an opposite direction. The z axis defines an orientation of the vehicle 100 with respect to vertical direction; a positive reading signifies counter-clockwise motion of the vehicle 100 while a clockwise motion would give a negative value.
The system 200 may include, but is not limited to, the IMU 202 coupled to a memory unit 204 and a controller 206. The IMU 202 is an electronic device adapted to measure the vehicle’s 100 specific force, angular rate, and orientation, using a combination of an accelerometer and a gyroscope. The accelerometer in the IMU 202 may be adapted to detect linear acceleration of the vehicle 100. Similarly, the gyroscope in the IMU 202 may be adapted to detect rotational rate of the vehicle 100.

In an embodiment, a communication device (not shown) may be coupled to the controller 206. The communication device is adapted to receive a user input via a user interface 208 from a driver of the vehicle 100 for enabling or disabling traction control in the vehicle 100. The communication device may include, but is not limited to, a tablet PC, a Personal Digital Assistant (PDA), a mobile-device, a palmtop computer, a laptop computer, a desktop computer, a server, a cloud server, a remote server, a communications device, a wireless-telephone, or any other machine controllable through the wireless-network and capable of executing a set of instructions (sequential or otherwise) that specify actions to be taken by that machine. In an example, the communication device may be in communication with the vehicle 100, thus, providing the user interface 208 integration on the a display panel of the vehicle 100. Alternatively, the communication device may be an external device with an application installed therein. The application may be adapted to receive the user input for enabling or disabling the traction control. Thus, the system 200 may be adapted to receive user input through the application.

The system 200 may also include a memory unit 204 adapted to store a pre-configured wheel slip parameter for the vehicle 100. The memory unit 204 may include any non-transitory computer-readable medium including, for example, volatile memory, such as static random-access memory (SRAM) and dynamic random access memory (DRAM), and/or non-volatile memory, such as read-only memory (ROM), erasable programmable ROM, flash memories, hard disks, optical disks, and magnetic tapes.

A wheel slip occurs when the force or the torque via the motor 210 applied to the wheel of the vehicle 100 exceeds the traction available to that wheel. In an example, the pre-configured wheel slip parameter for the vehicle 100 may be indicative of a threshold for wheel slip which may be pre-configured for the vehicle 100. The controller 206 is adapted to provide instructions to the motor 210 on determining that the threshold is exceeded, to adjust the torque applied to the wheel of the vehicle 100, such that the traction control may be achieved in the vehicle 100.

Further, the memory unit 204 may store the pre-configured wheel slip parameter and any data related to the operation of the system 200. For example, in an embodiment, the memory unit 204 may be adapted to store a predefined total gravitational acceleration, a predefined accelerometer value, and a predefined gyroscopic value.

In some embodiments, the vehicle 100 includes the motor 210. In the vehicle 100, when a driver operates an accelerator for applying torque, a battery (not shown) in the vehicle 100 may supply electricity to the motor 210, causing rotors in the motor 210 to turn, and subsequently provide mechanical energy to turn the gears of the vehicle 100. Once the gears are rotating, the wheels of the vehicle 100 also turn to initiate movement of the vehicle 100. The motor 210 may further include a motor controller 214 and a motor encoder 212.

In an example, the controller 206 may be adapted to provide instructions to the motor controller 214 for adjusting the torque 216 applied to the rear wheel 106 of the vehicle 100. The motor encoder 212 may be indicative of a rotary encoder coupled to the motor 210 and adapted to provide a closed loop feedback signal by tracking the speed and/or position of a motor shaft of the motor 210. Thus, the motor encoder 212 may be adapted to provide a wheel speed of the vehicle 100, for example, the speed of the rear wheel 106 of the vehicle 100.

Figure 3 illustrates a detailed block diagram of the controller 206 of the vehicle speed determining system 200, according to an embodiment of the present disclosure. The controller 206 may include, but not limited to, a processor 302, memory 304, modules 306, and data 308. The modules 306 and the memory 304 may be coupled to the processor 302.

The processor 302 can be a single processing unit or several units, all of which could include multiple computing units. The processor 302 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the processor 302 is adapted to fetch and execute computer-readable instructions and data stored in the memory 304.

The memory 304 may include any non-transitory computer-readable medium known in the art including, for example, volatile memory, such as static random access memory (SRAM) and dynamic random access memory (DRAM), and/or non-volatile memory, such as read-only memory (ROM), erasable programmable ROM, flash memories, hard disks, optical disks, and magnetic tapes.

The modules 306, amongst other things, include routines, programs, objects, components, data structures, etc., which perform particular tasks or implement data types. The modules 306 may also be implemented as, signal processor(s), state machine(s), logic circuitries, and/or any other device or component that manipulate signals based on operational instructions.

Further, the modules 306 can be implemented in hardware, instructions executed by a processing unit, or by a combination thereof. The processing unit can comprise a computer, a processor, such as the processor 302, a state machine, a logic array, or any other suitable devices capable of processing instructions. The processing unit can be a general-purpose processor which executes instructions to cause the general-purpose processor to perform the required tasks or, the processing unit can be dedicated to performing the required functions. In another embodiment of the present disclosure, the modules 306 may be machine-readable instructions (software) which, when executed by a processor/processing unit, perform any of the described functionalities.

In an embodiment, the modules 306 may include an obtaining module 310, a determining module 312, an adjusting module 314, and a transmitting module 316. The obtaining module 310, the determining module 312, the adjusting module 314, and the transmitting module 316 may be in communication with each other. The data 308 serves, amongst other things, as a repository for storing data processed, received, and generated by one or more of the modules 306.

Referring to Figure 1, Figure 2, and Figure 3, the obtaining module 310 may be adapted to obtain the wheel speed (Speedwheel) of the vehicle 100. In an example, the wheel speed may be indicative of the rotational speed of the rear wheel 106 in the vehicle 100. In the example, the obtaining module 310 may be adapted to obtain the wheel speed of the vehicle 100 from the motor encoder 212. In the example, the motor encoder may be adapted to provide a closed loop feedback signal by tracking the speed and/or position of the motor shaft of the motor 210. Thus, the motor encoder 212 may be adapted to provide the wheel speed of the vehicle 100, for example, the speed of the rear wheel 106 of the vehicle 100.

In an embodiment, the obtaining module 310 may be adapted to obtain an actual accelerometer value for the vehicle 100 from the accelerometer 202-1. In an example, the accelerometer 202-1 of the IMU 206 may be adapted to measure the actual accelerometer value, when the IMU 202 is in a steady state. In an example, the steady state may indicate the actual accelerometer value when the vehicle 100 is at rest or the vehicle 100 is stationary. Thus, at the steady state, the accelerometer 202-1 may provide the actual accelerometer value equal to the acceleration of gravity i.e., 9.81 m/s2.

Further, the obtaining module 310 may be adapted to obtain a raw accelerometer value for the vehicle 100 from the accelerometer 202-1. In an example, the accelerometer 202-1 of the IMU 206 may be adapted to measure the raw accelerometer value, when the IMU 202 is in a non-steady state. In the example, the raw accelerometer value is indicative of a linear acceleration corresponding to each of the x-axis y-axis, and z-axis of the vehicle 100. Thus, in the non-steady state, the measure raw accelerometer value is the total acceleration from both the movement of the vehicle 100 on the road and due to gravity acting on the vehicle 100.

In an embodiment, the obtaining module 310 may be adapted to obtain an actual gyroscopic value for the vehicle 100 from the gyroscope 202-2 of the IMU 202. In an example, the gyroscope 202-2 of the IMU 202 may be adapted to measure the actual gyroscopic value, when the IMU 202 is in a steady state.

Further, the obtaining module 310 may be adapted to obtain a raw gyroscope value from the gyroscope 202-2 of the IMU 202. In an example, the gyroscope 202-2 of the IMU 202 may be adapted to provide the raw gyroscope value, when the IMU 202 is in a non-steady state. In the example, the raw gyroscope value may be indicative of an angular acceleration corresponding to each of the x-axis y-axis, and z-axis of the vehicle 100. The obtaining module 310 may be in communication with the determining module 312.

In an embodiment, the determining module 312 may be adapted to determine an adjusted accelerometer value corresponding to the raw accelerometer value, i.e., the raw accelerator value which may be measured by the accelerometer 202-1 when the IMU 202 may be in a non-steady state. Thus, the adjusted accelerometer value may indicate correction or calibration to the measurement of accelerometer 202-1. Ideally, the total acceleration measured by the IMU 202 in a steady state of the IMU 202 should be 9.81 m/s2, i.e., equivalent to the acceleration due to gravity on earth. However, the raw accelerometer value from the accelerometer 202-1 may be greater or lower than this value. Therefore, a scaling factor may be determined whenever the IMU 202 is at steady state, which may then be used to scale the raw accelerometer value when the IMU 202 is in a non-steady state.

In an example, the determining module 312 may be adapted to determine the scaling factor based on the actual accelerometer value and a predefined accelerometer value in the steady state of the IMU 202. In the example, the predefined accelerometer value may be 9.81 m/s2, i.e., equivalent to gravity. Further, the raw accelerometer value is adjusted based on the scaling factor to determine the adjusted accelerometer value, when the IMU 202 is in the non-steady state.

In an embodiment, the determining module 312 may be adapted to determine a total acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle 100. In an example, the total acceleration along the x-axis, y-axis, and z-axis may be measured based on the adjusted accelerometer value.

In an embodiment, the determining module 312 may be adapted to determine an adjusted gyroscopic value corresponding to the raw gyroscope value, i.e., the raw gyroscope value which may be measured by the gyroscope 202-2 when the vehicle 100 may be in the non-steady state. Thus, the adjusted gyroscopic value may indicate correction or calibration to the gyroscope 202-2 measurement of the IMU 202. Ideally, the actual gyroscopic value when the IMU 202 is at the steady state may indicate the rate of change of angle as zero (0) in each of the x-axis, y-axis, and z-axis. As the vehicle 100 is in a non-steady (moving) state, the raw gyroscope value may be non-zero thus, creating a gyro bias or a gyroscopic factor.

Thus, the determining module 312 may be adapted to determine the adjusted gyroscopic value such that the gyroscopic factor may be subtracted from the raw gyroscope value to determine the adjusted gyroscopic value, when the IMU 202 is at non-steady state.

In an embodiment, the determining module 312 may be adapted to determine a rate of change of a vehicle orientation based on the adjusted gyroscopic value. In an example, the vehicle orientation may be indicative of rotation around a roll, a pitch, and a yaw angle of the vehicle 100. In the example, the determined vehicle orientation may be an integration of the rate of change of vehicle orientation determined at a plurality of time intervals.

In an embodiment, the determining module 312 may be adapted to determine a centripetal acceleration corresponding to each of the y-axis (cy) and z-axis (cz). In an example, the centripetal acceleration is indicative of a change in tangential velocity around the y-axis and z-axis of the vehicle 100. In the example, the centripetal acceleration may be determined based on the adjusted gyroscopic value and the wheel speed (Speedwheel) as obtained by the motor encoder 212. In the example, the centripetal acceleration may be a product of an angular rate (gyro) along the respective axis and the angular velocity which may be represented as:
cy=gyro_z*Speed_wheel
cz=gyro_y*Speed_wheel

Further, the determining module 312 may be adapted to determine a gravitational acceleration corresponding to each of the y-axis and z-axis. In an example, the gravitational acceleration may be indicative of the vehicle 100 receiving the acceleration due to the force of gravity acting on the vehicle 100. In the example, the gravitational acceleration corresponding to each of the y-axis and z-axis is determined based on the determined centripetal acceleration.

The determining module 312 may be adapted to determine the gravitational acceleration corresponding to the x-axis based on the gravitational acceleration corresponding to each of the y-axis and z-axis and a predefined total gravitational acceleration. In an example, the predefined total gravitational acceleration may be pre-configured in the memory unit 204. In the example, the predefined total gravitational acceleration may be equivalent to 9.8 m/s2.

Thus, the determining module 312 may be adapted to determine the vehicle speed along the x-axis based on the total acceleration and the gravitational acceleration corresponding to the x-axis for controlling traction in the vehicle 100. In an example, the vehicle speed along the x-axis may be indicative of speed of the front wheel 108 as the vehicle 100 may be performing movement along the x-axis in forward direction.

In the example, the determining module 312 may be adapted to determine a vehicle acceleration along the x-axis based on the total acceleration and the gravitational acceleration. The vehicle acceleration is indicative of an acceleration of the vehicle 100 in the forward direction. Further, the vehicle acceleration determined at the plurality of time intervals may be integrated to determine the total acceleration. Thus, the total acceleration may indicate the vehicle speed in the forward direction.

In an embodiment, the determining module 312 may be adapted to estimate the wheel slip parameter. In an example, the wheel slip parameter may be based on the determined vehicle speed (Speedveh) and the wheel speed (Speedwheel).

In the example, the wheel slip parameter (Slipdiff/Slipratio) may be indicative of slip in the wheel, preferably in the rear wheel 106 caused due to the difference between the wheel speed (Speedwheel) and the vehicle speed (Speedveh). The wheel slip parameter (Slipdiff/Slipratio) may be expressed as a difference, or a ratio as illustrated below:
Slip_ratio=Speed_wheel/Speed_veh
Slip_diff=Speed_wheel-Speed_veh

Further, the wheel slip parameter may be positive, i.e., when the wheel speed is greater than the vehicle speed, which may occur during motoring.

The wheel slip parameter may be negative, i.e., when the wheel speed is less than the vehicle speed, which may occur during regenerative braking. In some example, regenerative braking may indicate turning kinetic energy into electricity by reversing the process that drives the vehicle 100 forward. The wheel slip parameter (Slipdiff/Slipratio) may be used as a metric to control the torque supplied by the motor 210.

The determining module 312 may be adapted to determine whether the estimated wheel slip parameter (Slipdiff/Slipratio) exceeds the pre-configured wheel slip parameter for the vehicle 100. In an example, the pre-configured wheel slip parameter may be indicative of a threshold for wheel slip which may be pre-configured for the vehicle 100.

In an embodiment, the user may enable the traction control via the user interface 208, such that the wheel slip parameter (Slipdiff/Slipratio) is continuously estimated by the determining module 312. In an example, the determining module 312 is adapted to determine that the wheel slip parameter (Slipdiff/Slipratio) exceeds the pre-configured wheel slip parameter. The obtaining module 310 and the determining module 312 may be in communication with the adjusting module 314.

In an embodiment, the adjusting module 314 may be adapted to adjust the torque value upon determining that the estimated wheel slip parameter (Slipdiff/Slipratio) is greater or exceeds the pre-configured wheel slip parameter. The obtaining module 310, the determining module 312 and the adjusting module 314 may be in communication with the transmitting module 316.

In an embodiment, the transmitting module 316 may be adapted to transmit a request to adjust the torque 216 to the motor 210 of the vehicle 100 for controlling the estimated wheel slip parameter (Slipdiff/Slipratio). In an example, the request to adjust the torque 216 may be sent to the motor controller 214.

In an embodiment, the motor controller 214 may be a proportional and integral (PI) controller, formed by combining proportional and integral control action. The PI controller may be adapted to receive the request to adjust the torque such that the wheel slip is reduced. In an example, the PI controller may be adapted to correct any error between a reference input i.e., the pre-configured wheel slip parameter and the estimated wheel slip parameter based on feedback. Further, the PI controller may include a proportional gain and an integral gain to determine the torque required to reduce the wheel slip, such that errors in determining the required torque may be reduced. Thus, the torque 216 applied by the motor 210 on the rear wheel 106 of the vehicle 100 is adjusted, hence providing traction control in the vehicle 100.

Figure 4 illustrates a process flow 400 for determining adjusted accelerometer value, by the determining module 312 of the system 200, according to an embodiment of the present disclosure.

At block 402, the process flow 400 may include obtaining, by the determining module 312, the actual accelerometer value from the accelerometer 202-1, when the IMU 202 is at steady state.

At block 404, the process flow 400 may include obtaining the raw accelerometer value from the accelerometer 202-1, when the IMU 202 is at non-steady state.

At block 406, the process flow 400 includes, determining, by the determining module 312, the scaling factor based on the actual accelerometer value and the predefined accelerometer value in the steady state of the IMU 202. In the example, the predefined accelerometer value may be 9.81 m/s2 i.e., equivalent to gravity.

At block 408, the process flow 400 may include determining, by the determining module 312, the adjusted accelerometer value corresponding to the raw accelerometer value in a non-steady state. Thus, the adjusted accelerometer value may indicate correction or calibration to the accelerometer 202-1 measurement.

Figure 5 illustrates a process flow for determining adjusted gyroscopic value, by the determining module of the system, according to an embodiment of the present disclosure.

At block 502, the process flow 500 may include obtaining, by the determining module 312, the actual gyroscope value from the gyroscope 202-2, when the IMU 202 is at steady state.

At block 504, the process flow 500 may include obtaining the raw gyroscope value from the gyroscope 202-2, when the IMU 202 is at non-steady state.

At block 506, the process flow 500 may include determining, by the determining module 312, the gyroscopic factor based on the raw gyroscope value.

At block 506, the process flow 500 may include determining, by the determining module 312, the adjusted gyroscopic value corresponding to the raw gyroscope value when the IMU 202 may be in the non-steady state. Thus, the adjusted gyroscopic value may indicate correction or calibration to the gyroscope 202-2 measurement of the IMU 202.

Figure 6a illustrates a flow chart depicting a method 600 for determining the vehicle speed for traction control using the IMU, according to an embodiment of the present disclosure. The method 600 may be a computer-implemented method executed, for example, by the controller 206. For the sake of brevity, constructional and operational features of the system 200 that are already explained in the description of Figure 1, Figure 2, Figure 3, Figure 4, and Figure 5 are not explained in detail in the description of Figure 6.

At block 602, the method 600 may include obtaining the wheel speed of the vehicle 100. In an example, the wheel speed is indicative of the rotational speed of the wheel in the vehicle 100.

At block 604, the method 600 may include determining the adjusted accelerometer value corresponding to the raw accelerometer value of the IMU 202. In an example, the raw accelerometer value is indicative of linear acceleration corresponding to each of the x-axis y-axis, and z-axis of the vehicle 100.

In an embodiment, the method 600 may include obtaining the actual accelerometer value for the vehicle 100 measured by the accelerometer 202-1 of the IMU 202, when the IMU 202 is in a steady state. Further, the method 600 may include determining the scaling factor based on the actual accelerometer value and a predefined accelerometer value in the steady state of the IMU 202. The method 600 may include obtaining the raw accelerometer value for the vehicle measured by the accelerometer 202-1 of the IMU 202, when the IMU 202 is in a non-steady state and determine the adjusted accelerometer value corresponding to the raw accelerometer value based on the scaling factor, when the IMU 202 is in the non-steady state.

At block 606, the method 600 may include determining the total acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle 100 based on the adjusted accelerometer value.

At block 608, the method 600 may include determining the adjusted gyroscopic value corresponding to the raw gyroscope value of the IMU 202. In an example, the raw gyroscope value is indicative of angular acceleration corresponding to each of the x-axis y-axis, and z-axis of the vehicle 100.

In an embodiment, the method 600 may include obtaining the actual gyroscopic value for the vehicle 100 measured by the gyroscope 202-2 of the IMU 202, when the IMU 202 is in the steady state. Further, the method 600 may include determining the gyroscopic factor based on the actual gyroscopic value and the predefined gyroscopic value in the steady state of the IMU 202. The method 600 may include obtaining the raw gyroscope value measured by the gyroscope 202-2 of the IMU 202, when the IMU 202 is in a non-steady state and determining the adjusted gyroscopic value corresponding to the raw gyroscope value based on the gyroscopic factor, when the IMU 202 is in a non-steady state.

At block 610, the method 600 may include determining the centripetal acceleration corresponding to each of the y-axis and z-axis based on the adjusted gyroscopic value and the wheel speed. In an example, the centripetal acceleration is indicative of the change in tangential velocity around the y-axis and z-axis of the vehicle 100.

Figure 6b illustrates another flow chart depicting the method 600 for determining the vehicle speed for traction control using the IMU in continuation with the Figure 6a, according to an embodiment of the present disclosure.

In continuation from block 610 of the method 600, at block 612, the method 600b may include determining the gravitational acceleration corresponding to each of the y-axis and z-axis based on the centripetal acceleration. In an example, the gravitational acceleration is indicative of the vehicle receiving an acceleration due to the force of gravity acting on the vehicle 100.

At block 614, the method 600 may include determining the gravitational acceleration corresponding to the x-axis based on the gravitational acceleration corresponding to each of the y-axis and z-axis and the predefined total gravitational acceleration.

At block 616, the method 600 may include determining the vehicle speed along the x-axis based on the total acceleration and the gravitational acceleration corresponding to the x-axis for controlling traction in the vehicle 100.

In an embodiment, the method 600 may include estimating the wheel slip parameter based on the determined vehicle speed and the wheel speed. Further, the method 600 may include determining whether the estimated wheel slip parameter exceeds the pre-configured wheel slip parameter for the vehicle 100. The method 600 may include adjusting the torque value upon determining that the estimated wheel slip parameter is greater than the pre-configured wheel slip parameter and transmitting the modified torque value to a motor of the vehicle for controlling the estimated wheel slip parameter for traction control in the vehicle.

Figure 7 illustrates another flowchart depicting a method 700 for determining the vehicle speed for traction control using the IMU, according to an embodiment of the present disclosure.

At block 702, the method 700 may include determining the adjusted accelerometer value corresponding to the raw accelerometer value of the IMU 202. The raw accelerator value may be indicative of linear acceleration corresponding to each of x-axis y-axis, and z-axis of the vehicle 100.

At block 704, the method 700 may include determining the total acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle 100 based on the adjusted accelerometer value.

At block 706, the method 700 may include determining the adjusted gyroscopic value corresponding to the raw gyroscope value of the IMU 202. The raw gyroscope value is indicative of angular acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle 100.

At block 708, the method 700 may include determining the vehicle speed along the x-axis based on the total acceleration and the adjusted gyroscopic value corresponding to the x-axis for controlling traction in the vehicle 100.

The present disclosure provides the following advantages:
The present disclosure does not require more than one sensor to obtain the wheel speed. Preferably, the requirement of placing a sensor in the front wheel is eliminated.
The present disclosure provides a user to enable or disable the traction control at will.
The present disclosure provides efficient traction control as accurate wheel slip difference is calculated based on the corrected/calibrated readings of the IMU.

While specific language has been used to describe the present subject matter, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment.
, Claims:1. A method (600) for determining a vehicle speed for traction control using an Inertial Measurement Unit (IMU) (202), the method (600) comprising:
obtaining (602) a wheel speed of a vehicle (100), wherein the wheel speed is indicative of rotational speed of at least one wheel in the vehicle (100);
determining (604) an adjusted accelerometer value corresponding to a raw accelerometer value of the IMU (202), wherein the raw accelerometer value is indicative of linear acceleration corresponding to each of an x-axis, y-axis, and z-axis of the vehicle (100);
determining (606) a total acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle (100) based on the adjusted accelerometer value;
determining (608) an adjusted gyroscopic value corresponding to a raw gyroscope value of the IMU (202), wherein the raw gyroscope value is indicative of angular velocity corresponding to each of the x-axis y-axis, and z-axis of the vehicle (100);
determining (610) a centripetal acceleration corresponding to each of the y-axis and z-axis based on the adjusted gyroscopic value and the wheel speed, wherein the centripetal acceleration is indicative of a change in tangential velocity around the y-axis and z-axis of the vehicle (100);
determining (612) a gravitational acceleration corresponding to each of the y-axis and z-axis based on the centripetal acceleration, wherein the gravitational acceleration is indicative of the vehicle (100) receiving an acceleration due to the force of gravity acting on the vehicle (100);
determining (614) the gravitational acceleration corresponding to the x-axis based on the gravitational acceleration corresponding to each of the y-axis and z-axis and a predefined total gravitational acceleration; and
determining (616) the vehicle speed along the x-axis based on the total acceleration and the gravitational acceleration corresponding to the x-axis for controlling traction in the vehicle (100).

2. The method (600) as claimed in claim 1, wherein determining the adjusted accelerometer value comprises:
obtaining an actual accelerometer value for the vehicle (100) measured by an accelerometer (202-1) of the IMU (202) when the IMU (202) is in a steady state;
determining a scaling factor based on the actual accelerometer value and a predefined accelerometer value in the steady state of the IMU (202);
obtaining the raw accelerometer value for the vehicle (100) measured by the accelerometer (202-1) of the IMU (202), when the IMU (202) is in a non-steady state; and
determining the adjusted accelerometer value corresponding to the raw accelerometer value based on the scaling factor, when the IMU (202) is in the non-steady state.

3. The method (600) as claimed in claim 1, wherein determining the adjusted gyroscopic value comprises:
obtaining an actual gyroscopic value for the vehicle (100) measured by a gyroscope (202-2) of the IMU (202), when the IMU (202) is in a steady state;
determining a gyroscopic factor based on the actual gyroscopic value and a predefined gyroscopic value in the steady state of the IMU (202);
obtaining the raw gyroscope value measured by the gyroscope (202-2) of the IMU (202), when the IMU (202) is in a non-steady state; and
determining the adjusted gyroscopic value corresponding to the raw gyroscope value based on the gyroscopic factor, when the IMU (202) is in a non-steady state.

4. The method (600) as claimed in claim 3, further comprises:
determine a rate of change of a vehicle orientation based on the adjusted gyroscopic value, wherein the vehicle orientation is indicative of rotation around a roll, a pitch, and a yaw angle of the vehicle (100); and
determining the vehicle orientation by integrating the rate of change of vehicle orientation determined at a plurality of time intervals.

5. The method (600) as claimed in claim 1, wherein determining the vehicle speed along the x-axis comprises:
determining, at a plurality of intervals, a vehicle acceleration along the x-axis based on the total acceleration and the gravitational acceleration such that the vehicle acceleration is indicative of an acceleration of the vehicle (100) in forward direction;
integrating the vehicle acceleration determined at the plurality of time intervals to determine the total acceleration; and
determining the vehicle speed based on the total acceleration and the gravitational acceleration corresponding to x-axis.

6. The method (600) as claimed in claim 1, further comprising:
estimating a wheel slip parameter based on the determined vehicle speed and the wheel speed;
determining whether the estimated wheel slip parameter exceeds a pre-configured wheel slip parameter for the vehicle (100);
adjusting a torque value upon determining that the estimated wheel slip parameter is greater than the pre-configured wheel slip parameter; and
transmitting the modified torque value to a motor (210) of the vehicle (100) for controlling the estimated wheel slip parameter for traction control in the vehicle (100).

7. A method (700) for determining a vehicle speed for traction control using an Inertial Measurement Unit (IMU) (202), the method (700) comprising:
determining (702) an adjusted accelerometer value corresponding to a raw accelerometer value of the IMU (202), wherein the raw accelerator value is indicative of linear acceleration corresponding to each of the x-axis y-axis, and z-axis of the vehicle (100);
determining (704) a total acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle (100) based on the adjusted accelerometer value;
determining (706) an adjusted gyroscopic value corresponding to a raw gyroscope value of the IMU (202), wherein the raw gyroscope value is indicative of angular velocity corresponding to each of the x-axis y-axis, and z-axis of the vehicle (100); and
determining (708) the vehicle speed along the x-axis based on the total acceleration and the adjusted gyroscopic value corresponding to the x-axis for controlling traction in the vehicle (100).

8. The method (700) as claimed in claim 7, wherein determining the vehicle speed along the x-axis comprises:
obtaining a wheel speed of the vehicle (100), wherein the wheel speed is indicative of rotational speed of at least one wheel in the vehicle (100);
determining a centripetal acceleration corresponding to each of the y-axis and z-axis based on the adjusted gyroscopic value and the wheel speed, wherein the centripetal acceleration is indicative of a change in tangential velocity around the y-axis and z-axis of the vehicle (100);
determining a gravitational acceleration corresponding to each of the y-axis and z-axis based on the centripetal acceleration, wherein the gravitational acceleration is indicative of the vehicle (100) receiving an acceleration due to the force of gravity acting on the vehicle (100);
determining the gravitational acceleration corresponding to the x-axis based on the gravitational acceleration corresponding to each of the y-axis and z-axis and a predefined total gravitational acceleration; and
determining the vehicle speed along the x-axis based on the total acceleration and the gravitational acceleration corresponding to the x-axis for controlling traction in the vehicle (100).

9. A system (200) for determining a vehicle speed for traction control using an Inertial Measurement Unit (IMU) (202), the system (200) comprising:
a controller (206) in communication with the IMU (202) and adapted to:
obtain a wheel speed of a vehicle (100), wherein the wheel speed is indicative of rotational speed of at least one wheel in the vehicle (100);
determine an adjusted accelerometer value corresponding to a raw accelerometer value of the IMU (202), wherein the raw accelerometer value is indicative of linear acceleration corresponding to each of the x-axis y-axis, and z-axis of the vehicle (100);
determine a total acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle (100) based on the adjusted accelerometer value;
determine an adjusted gyroscopic value corresponding to a raw gyroscope value of the IMU (202), wherein the raw gyroscope value is indicative of angular velocity corresponding to each of the x-axis y-axis, and z-axis of the vehicle (100);
determine a centripetal acceleration corresponding to each of the y-axis and z-axis based on the adjusted gyroscopic value and the wheel speed, wherein the centripetal acceleration is indicative of a change in tangential velocity around the y-axis and z-axis of the vehicle (100);
determine a gravitational acceleration corresponding to each of the y-axis and z-axis based on the centripetal acceleration, wherein the gravitational acceleration is indicative of the vehicle (100) receiving an acceleration due to the force of gravity acting on the vehicle (100);
determine the gravitational acceleration corresponding to the x-axis based on the gravitational acceleration corresponding to each of the y-axis and z-axis and a predefined total gravitational acceleration; and
determine the vehicle speed along the x-axis based on the total acceleration and the gravitational acceleration corresponding to x-axis for controlling traction in the vehicle (100).

10. The system (200) as claimed in claim 9, wherein to determine the adjusted accelerometer value, the controller (206) is adapted to:
obtain an actual accelerometer value for the vehicle (100) measured by an accelerometer (202-1) of the IMU (202) when the IMU (202) is in a steady state;
determine a scaling factor based on the actual accelerometer value and a predefined accelerometer value in the steady state of the IMU (202);
obtain the raw accelerometer value for the vehicle (100) measured by the accelerometer (202-1) of the IMU (202), when the IMU (202) is in a non-steady state; and
determine the adjusted accelerometer value corresponding to the raw accelerometer value based on the scaling factor, when the IMU (202) is in the non-steady state.

11. The system (200) as claimed in claim 9, wherein to determine the adjusted gyroscopic value, the controller (206) is adapted to:
obtain an actual gyroscopic value for the vehicle (100) measured by a gyroscope (202-2) of the IMU (202), when the IMU (202) is in a steady state;
determine a gyroscopic factor based on the actual gyroscopic value and a predefined gyroscopic value in the steady state of the IMU (202);
obtain the raw gyroscope value measured by the gyroscope (202-2) of the IMU (202), when the IMU (202) is in a non-steady state; and
determine the adjusted gyroscopic value corresponding to the raw gyroscope value based on the gyroscopic factor, when the IMU (202) is in a non-steady state.

12. The system (200) as claimed in claim 11, the controller (206) is further adapted to:
determine a rate of change of a vehicle orientation based on the adjusted gyroscopic value, wherein the vehicle orientation is indicative of rotation around a roll, a pitch, and a yaw angle of the vehicle (100) and
determine the vehicle orientation by integrating the rate of change of vehicle orientation determined at a plurality of time intervals.

13. The system (200) as claimed in claim 9, wherein to determine the vehicle speed along the x-axis, the controller (206) is further adapted to:
determine, at a plurality of intervals, a vehicle acceleration along the x-axis based on the total acceleration and the gravitational acceleration such that the vehicle acceleration is indicative of an acceleration of the vehicle (100) in forward direction;
integrate the vehicle acceleration determined at the plurality of time intervals to determine the total acceleration; and
determine the vehicle speed based on the total acceleration and the gravitational acceleration corresponding to the x-axis.

14. The system (200) as claimed in claim 9, the controller (206) is further adapted to:
estimate a wheel slip parameter based on the determined vehicle speed and the wheel speed;
determine whether the estimated wheel slip parameter exceeds a pre-configured wheel slip parameter for the vehicle (100);
adjust/transform a torque value upon determining that the estimated wheel slip parameter is greater than the pre-configured wheel slip parameter; and
transmit the transformed torque value to a motor (210) of the vehicle (100) for controlling the estimated wheel slip parameter for traction control in the vehicle (100).

15. A system (200) for determining a vehicle speed for traction control using an Inertial Measurement Unit (IMU) (202), the system (200) comprising:
a controller (206) in communication with the IMU (202) and adapted to:
determine an adjusted accelerometer value corresponding to a raw accelerometer value of the IMU (202), wherein the raw accelerator value is indicative of linear acceleration corresponding to each of the x-axis y-axis, and z-axis of the vehicle (100);
determine a total acceleration corresponding to each of the x-axis, y-axis, and z-axis of the vehicle (100) based on the adjusted accelerometer value;
determine an adjusted gyroscopic value corresponding to a raw gyroscope value of the IMU (202), wherein the raw gyroscope value is indicative of angular velocity corresponding to each of the x-axis y-axis, and z-axis of the vehicle (100); and
determine the vehicle speed along the x-axis based on the total acceleration and the adjusted gyroscopic value corresponding to the x-axis for controlling traction in the vehicle (100).

16. The system (200) as claimed in claim 15, wherein to determine the vehicle speed along the x-axis the controller (206) is adapted to:
obtain a wheel speed of the vehicle (100), wherein the wheel speed is indicative of rotational speed of at least one wheel in the vehicle (100);
determine a centripetal acceleration corresponding to each of the y-axis and z-axis based on the adjusted gyroscopic value and the wheel speed, wherein the centripetal acceleration is indicative of a change in tangential velocity around the y-axis and z-axis of the vehicle (100);
determine a gravitational acceleration corresponding to each of the y-axis and z-axis based on the centripetal acceleration, wherein the gravitational acceleration is indicative of the vehicle (100) receiving an acceleration due to the force of gravity acting on the vehicle (100);
determine the gravitational acceleration corresponding to the x-axis based on the gravitational acceleration corresponding to each of the y-axis and z-axis and a predefined total gravitational acceleration; and
determine the vehicle speed along the x-axis based on the total acceleration and the gravitational acceleration corresponding to the x-axis for controlling traction in the vehicle (100).