PATENT ABSTRACT
Certain exemplary embodiments comprise a method comprising: receiving a measurement of a vehicle speed; receiving information indicative of a drive speed; comparing a value related to the measurement of the vehicle speed with the information indicative of the drive speed to obtain a first speed deviation metric; and controlling a torque output of the drive within a limited range, the limited range at least partially based upon the first speed deviation metric.

PATENT DESCRIPTION
CROSS-REFERENCES TO RELATED APPLICATIONS 
     This application claims priority to, and incorporates by reference herein in its entirety, pending U.S. Provisional Patent Application Ser. No. 60/491,649, filed 31 Jul. 2003. 
    
    
     BACKGROUND 
     U.S. Pat. No. 4,674,049 (Kubo), which is incorporated by reference herein in its entirety, allegedly cites an “anti-skid brake control system for an automotive vehicle has a control module comprising one or more microcomputers. The microcomputer is connected to a wheel speed sensor, which supplies a sensor signal indicative of the wheel speed, and a timer which outputs a timer signal indicative of the elapsed time. The microcomputer has an input time data sampling program for latching the timer signal value and storing the latched timer signal value as input time data for the corresponding sensor signal pulse. The input time data sampling program is executed as an interrupt program independent of a main program which processes the input time data and controls application and release of hydraulic braking pressure to a vehicle wheel in such a manner that wheel speed is adjusted toward an optimum relationship with vehicle speed. The microcomputer is also provided with a flag register which is incremented everytime the main program is interrupted for execution of the input time data sampling program and decremented at the end of each cycle of execution of the main program. The microcomputer repeatedly executes the main program until the register value of the flag register becomes equal to zero.” See Abstract. 
     U.S. Pat. No. 4,964,047 (Matsuda), which is incorporated by reference herein in its entirety, allegedly cites an “anti-skid brake control system employs a technique for correcting a longitudinally based vehicular speed variation gradient by a road slop dependent correction value. The road slop dependent correction value is derived on the basis of an assumed road slop condition which is assumed on the basis of magnitude of increase of the braking pressure.” See Abstract. 
     SUMMARY 
     Certain exemplary embodiments comprise a method comprising: receiving a measurement of a vehicle speed; receiving information indicative of a drive speed; comparing a value related to the measurement of the vehicle speed with the information indicative of the drive speed to obtain a first speed deviation metric; and controlling a torque output of the drive within a limited range, the limited range at least partially based upon the first speed deviation metric. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A wide variety of potential embodiments will be more readily understood through the following detailed description, with reference to the accompanying drawings in which: 
         FIG. 1  is a block diagram of an exemplary embodiment of a slip-slide control system  1000 ; 
         FIG. 2  is a flow diagram of an exemplary embodiment of a slip-slide control method  2000 ; and 
         FIG. 3  is a block diagram of an exemplary embodiment of an information device  3000 . 
     
    
    
     DEFINITIONS 
     When the following terms are used herein, the accompanying definitions apply:
         actual—based in reality. An actual value can be estimated via measurement.   comparator—a device adapted to compare a measured property of an object with a standard and/or another measured property of the object.   controller—a device for processing machine-readable instruction. A controller can be a central processing unit, a local controller, a remote controller, parallel controllers, and/or distributed controllers, etc. The controller can be a general-purpose microcontroller, such the Pentium III series of microcontrollers manufactured by the Intel Corporation of Santa Clara, Calif. In another embodiment, the controller can be an Application Specific Integrated Circuit (ASIC) or a Field Programmable Gate Array (FPGA) that has been designed to implement in its hardware and/or firmware at least a part of an embodiment disclosed herein.   correct—adjust in value.   Doppler effect—a change in an observed frequency of a wave, as of sound or light, occurring when the source and observer are in motion relative to each other.   drive—a means by which power is transmitted to the wheels of a vehicle.   electric motor—a motor powered by electricity. An electric motor can comprise two wound members, one stationary, called the stator, and the other rotating, called the rotor.   forward direction—a course advancing an object.   information—data.   information device—any device capable of processing information, such as any general purpose and/or special purpose computer, such as a personal computer, workstation, server, minicomputer, mainframe, supercomputer, computer terminal, laptop, wearable computer, and/or Personal Digital Assistant (PDA), mobile terminal, Bluetooth device, communicator, “smart” phone (such as a Handspring Treo-like device), messaging service (e.g., Blackberry) receiver, pager, facsimile, cellular telephone, a traditional telephone, telephonic device, a programmed microprocessor or microcontroller and/or peripheral integrated circuit elements, an ASIC or other integrated circuit, a hardware electronic logic circuit such as a discrete element circuit, and/or a programmable logic device such as a PLD, PLA, FPGA, or PAL, or the like, etc. In general any device on which resides a finite state machine capable of implementing at least a portion of a method, structure, and/or or graphical user interface described herein may be used as an information device. An information device can include well-known components such as one or more network interfaces, one or more processors, one or more memories containing instructions, and/or one or more input/output (I/O) devices, one or more user interfaces, etc.   I/O device—any sensory-oriented input and/or output device, such as an audio, visual, haptic, olfactory, and/or taste-oriented device, including, for example, a monitor, display, projector, overhead display, keyboard, keypad, mouse, trackball, joystick, gamepad, wheel, touchpad, touch panel, pointing device, microphone, speaker, video camera, camera, scanner, printer, haptic device, vibrator, tactile simulator, and/or tactile pad, potentially including a port to which an I/O device can be attached or connected   limited range—a constrained extent of values.   measurement—a dimension, quantification, and/or capacity, etc. determined by observation.   mine haul truck—a motor vehicle adapted to haul ore extracted from the earth.   motor—something that produces or imparts motion.   reversing directions—switching from a clockwise to a counterclockwise rotation, or vice versa.   rotational direction—a course upon which an object turns around a center or an axis. A rotational direction can be expressed as being, for example, clockwise or counterclockwise relative to a frame of reference.   rotational speed—a velocity at which an object turns around a center or an axis. A rotational speed can be expressed in terms of a number of revolutions in a given time period.   sharpness—acuteness.   slip—lose traction.   speed—a transverse or rotational velocity.   steering encoder—a device adapted to detect, store, and/or transmit the sharpness of a vehicular turn.   tachometer—an instrument used to measure the rotations per unit time period of a rotating shaft   truck—a motor vehicle designed for carrying or pulling a load.   turn—to change the position of by traversing an arc.   value—a definable quantity.   velocimeter—a device adapted to measure a traversing speed.   vehicle—a device or structure for transporting persons or things. A vehicle can be a car, truck, locomotive, and/or mine haul truck, etc.   wheel—a solid disk or a rigid circular ring connected by spokes to a hub, designed to turn around an axle passed through the center.       

     DETAILED DESCRIPTION 
       FIG. 1  is a block diagram of an exemplary embodiment of a slip-slide control system  1000 . Certain exemplary embodiments can comprise a vehicle  1100 . Vehicle  1100  can be an automobile, a pick-up truck, a tandem wheel truck, and/or a mine haul truck, etc. 
     Vehicle  1100  can comprise a first wheel drive  1200  and a second wheel drive  1300 . In certain exemplary embodiments, first wheel drive  1200  can comprise a first motor  1250 . Second wheel drive  1300  can comprise a second motor  1350 . In certain exemplary embodiments, first wheel drive  1200  and second wheel drive  1300  can be driven by a single electric or fossil fuel powered engine. First wheel drive  1200  can be controllably rotatable at a first drive speed. Second wheel drive  1300  can be controllably rotatable at a second drive speed. The first drive speed can be distinct and/or different from the second drive speed. In certain exemplary embodiments, the first drive speed and/or the second drive speed a can be controllable via a pneumatic or hydraulic braking system. 
     First motor  1250 , second motor  1350  can be alternating current (AC) electric induction motors, direct current (DC) electric motors, and/or hydraulically powered motors, etc. The speed of first motor  1250  and/or second motor  1350  can be controlled via an ac inverter frequency controller, a silicon controlled rectifier speed control circuit, and/or a variable speed hydraulic motor, etc. In certain exemplary embodiments, first wheel drive  1200  and second wheel drive  1300  can be driven by a single motor. The first drive speed and/or the second drive speed can be controllable via a braking system. 
     First drive  1200  and/or second drive  1300  can comprise tachometers such as a tachometer  1275  and a tachometer  1375 . Tachometer  1275  and/or tachometer  1375  can be adapted to provide a rotational frequency of a particular shaft associated with first drive  1200  and/or second drive  1300 . Tachometer  1275  and tachometer  1375  can, for example, be adapted to directly or indirectly determine an actual first drive speed and/or an actual second drive speed. Tachometer  1275  and/or tachometer  1375  can be direct contact tachometers using, for example, magnetic brushes to provide a signal indicative of rotational speed. Tachometer  1275  and/or tachometer  1375  can be indirect contact tachometers adapted to sense an optical signal reflected off a surface. 
     Vehicle  1100  can comprise a velocimeter  1400  adapted to measure an actual speed of vehicle  11100  relative to the earth. In certain exemplary embodiments, velocimeter  1400  can utilize Doppler effect shifts of optical and/or acoustic waves to determine the actual speed of vehicle  1100 . In certain exemplary embodiments velocimeter  1400  can utilize a triangulation technique using signals from a plurality of reference points to measure an actual speed of vehicle  1100  relative to the earth. The measured actual speed of vehicle  1100  can be utilized to estimate an expected first drive speed and/or an expected second drive speed. 
     Vehicle  1100  can comprise a steering encoder  1450 . Steering encoder  1450  can be adapted to detect, determine, receive, and/or transmit a value indicative of a turn sharpness associated with vehicle  1100 . The turn sharpness can be used to correct an actual vehicle speed measured by velocimeter  1400 , the actual first drive speed, and/or the actual second drive speed, etc. 
     Vehicle  1100  can comprise a first comparator  1500  and a second comparator  1700 . Comparator  1500  can be adapted to compare the actual first drive speed with the expected first drive speed. Comparator  1700  can be adapted to compare the actual second drive speed with the expected second drive speed. In certain exemplary embodiments, a single physical device can comprise comparator  1500  and comparator  1700 . 
     Vehicle  1100  can comprise a first controller  1600  and a second controller  1800 . Controller  1600  can be adapted to control the actual first drive speed within a limited range. Controller  1800  can be adapted to control the actual second drive speed within a limited range. In certain exemplary embodiments, controller  1600  can be adapted to control the actual torque of first wheel drive  1200  within a limited range. Controller  1800  can be adapted to control the actual torque of second wheel drive  1300  within a limited range. In certain exemplary embodiments, a single physical device can comprise controller  1600  and controller  1800 . In certain exemplary embodiments, controller  1600  can be adapted to control the actual first drive speed within a range of, for example, approximately 60% and approximately 100% of the expected first drive speed. Likewise, in certain exemplary embodiments, controller  1800  can be adapted to control the actual second wheel drive speed within a range of, for example, approximately 60% and approximately 100% of the expected second drive speed. 
     Controller  1600  and/or controller  1800  can be adapted to prevent first wheel drive  1200  from turning in a rotational direction counter to second wheel drive  1300 . Preventing first wheel drive  1200  from turning in the rotational direction counter second wheel drive  1300  can improve the operational life of at least one mechanical component of first wheel drive  1200  and/or second wheel drive  1300  such as, for example, a differential of vehicle  1100 . The differential of vehicle  11100  can be adapted to allow the first drive speed to be distinct and/or different from the second drive speed. 
       FIG. 2  is a flow diagram of an exemplary embodiment of a slip-slide control method  2000 , which can be used for improving vehicular performance and/or reliability. At activity  2100 , a determination can be made of a measurement of an actual speed of a vehicle. The measurement can utilize what is known as the Doppler effect and/or Doppler shift. In certain exemplary embodiments, the Doppler shift detected by a Doppler transceiver can be standardized and/or calibrated to a particular constant, such as 100 Hz per mile per hour (MPH) of vehicle speed. The Doppler shift of the reflected Doppler transmission signal can be proportional to the change in distance over time between the point at which the Doppler transmission signal was directed and the Doppler transceiver. 
     An offset angle can be defined between the direction of the Doppler transmission signal and the direction of travel of the vehicle. In certain exemplary embodiments, the speed of the vehicle in its direction of travel can be calculated by multiplying a value proportional to the Doppler frequency shift by a cosine of the offset angle. Multiplying the value proportional to the Doppler frequency shift by the cosine of the offset angle can provide, for the velocity vector detected by the Doppler shift, the component of that velocity vector that is aligned with the direction of travel of the vehicle. 
     In certain exemplary embodiments, for example, the speed of a vehicle can be calculated as: actual speed=Doppler shift/(100 Hz/MPH)/cos (offset angle). In certain exemplary embodiments, for example, the speed of a vehicle can be calculated as: actual speed=Doppler shift/cos (offset angle)/(100 Hz/MPH). In an exemplary embodiment with a 30 degree offset angle and a measured Doppler shift of 1732 Hz:
 
Actual speed=1732/(100 Hz/MPH)/cos(30)=20 MPH
 
     The Doppler signal can be reflected off, for example, a road surface, a mine wall face, and/or a ground surface adjacent to the road surface, etc. A reflected Doppler signal can be detected and the detected information can be processed. The detected information can be processed to filter signals reflected off unintended surfaces, noise, interference, harmonics, etc. 
     The vehicle can comprise a first wheel drive and a second wheel drive. The first wheel drive can comprise a first electric motor. The first wheel drive can be controllably rotatable at a first drive speed. The vehicle can comprise a second wheel drive. The second wheel drive can comprise a second electric motor. The second motor can be distinct from the first motor. The second wheel drive can be controllably rotatable at a second drive speed. The second drive speed can be distinct from the first drive speed. 
     At activity  2200 , actual drive speeds can be determined. The actual drive speeds can comprise an actual first drive speed associated with the first wheel drive and/or an actual second drive speed associated with the second wheel drive. The actual drive speeds can be determined, for example, via at least one tachometer. 
     At activity  2300 , a turn sharpness can be detected and/or determined. The turn sharpness can be indicative of a degree of acuteness at which the vehicle is changing directions. The turn sharpness can be detected, determined, and/or transmitted via a steering encoder. 
     At activity  2400 , the measurement of the actual vehicle speed can be received. Receiving the measurement of the actual vehicle speed can allow an information device to calculate, compare, and/or control values to assist in controlling vehicular wheel slippage and sliding conditions. 
     At activity  2500 , information indicative of the actual first drive speed and the actual second drive speed can be received. The information indicative of the actual first drive speed and the actual second drive speed can be received directly from a speed sensing device and/or via transmission from an information device. 
     At activity  2600 , the turn sharpness can be received. The turn sharpness can be received, for example, from the steering encoder. Turn sharpness can be expressed, for example, as a percentage wherein a vehicle bearing in a forward direction and not turning can be expressed as 50% on a 0 to 100% scale. Maximum left turn sharpness can be expressed as 0%. Maximum right turn sharpness can be expressed as 100%. Alternatively, maximum right turn sharpness can be expressed as 0%, and maximum left turn sharpness can be expressed as 100%. Alternatively, any other scale can be utilized. 
     At activity  2700 , expected drive speeds can be determined. For example, an expected first drive speed associated with the first drive can be determined. An expected second drive speed associated with the second drive can be determined. The expected drive speeds can be calculated using the measurement of the actual speed of the vehicle. The expected drive speeds can be calculated using wheel circumference via a determination indicating the number of wheel revolutions approximating the measured actual speed of the vehicle. 
     At activity  2800 , the vehicle and/or drive speeds can be corrected for turn sharpness For example, exemplary multiplicative factors for correcting the measurement of the actual speed of the vehicle are shown in Table 1. Exemplary factors for correcting the actual first drive speed and the actual second drive speed are shown in Table 2. 
     
       
         
               
               
               
             
               
               
               
             
           
               
                   
                 TABLE 1 
               
               
                   
                   
               
               
                   
                 Steering Encoder (%) 
                 Factor 
               
               
                   
                   
               
             
             
               
                   
               
             
          
           
               
                   
                 0 
                 0.95 
               
               
                   
                 10 
                 0.96 
               
               
                   
                 20 
                 0.97 
               
               
                   
                 30 
                 0.98 
               
               
                   
                 40 
                 0.99 
               
               
                   
                 50 
                 1.0 
               
               
                   
                 60 
                 0.99 
               
               
                   
                 70 
                 0.98 
               
               
                   
                 80 
                 0.97 
               
               
                   
                 90 
                 0.96 
               
               
                   
                 100 
                 0.95 
               
               
                   
                   
               
             
          
         
       
     
     
       
         
               
               
               
             
               
               
               
             
           
               
                 TABLE 2 
               
               
                   
               
               
                 Steering 
                 Factor 1 for first 
                 Factor 2 for second 
               
               
                 Encoder (%) 
                 wheel drive 
                 wheel drive 
               
               
                   
               
             
             
               
                   
               
             
          
           
               
                 0 
                 1.0 
                 1.0 
               
               
                 10 
                 0.966 
                 1.044 
               
               
                 20 
                 0.900 
                 1.050 
               
               
                 30 
                 0.820 
                 1.040 
               
               
                 40 
                 0.722 
                 1.001 
               
               
                 50 
                 0.642 
                 0.963 
               
               
                 60 
                 1.044 
                 0.966 
               
               
                 70 
                 1.05 
                 −0.900 
               
               
                 80 
                 1.040 
                 0.820 
               
               
                 90 
                 1.001 
                 0.722 
               
               
                 100 
                 0.963 
                 0.642 
               
               
                   
               
             
          
         
       
     
     At activity  2850 , at least one expected drive speed and at least one actual drive speed can be compared. Comparing at least one expected drive speed with the at least one actual drive speed can provide information indicative of whether a wheel drive is slipping and/or sliding on a surface. A speed deviation metric can be obtained via comparing at least one expected drive speed at least one actual drive speed. The speed deviation metric can be information indicative of whether a wheel drive is slipping and/or sliding on a surface. The speed deviation metric can provide information adaptable for use in improving the control, reliability, and/or safety of a vehicle. 
     At activity  2900 , at least one drive speed can be controlled the speed controlled can be the first drive speed and/or the second drive speed. At least one drive speed can be controlled via a frequency controller associated with the first electric motor and/or the second electric motor. In certain exemplary embodiments, at least one drive speed can be controlled to prevent the first drive from rotating in a direction counter to the direction of the second drive. Preventing the first drive from rotating in a direction counter to the direction of the second drive can improve the life of mechanical power transmission equipment comprised in the first drive and/or the second drive such as, for example, a differential. 
     At activity  2950 , the torque applied to at least one drive can be controlled. In certain exemplary embodiments, the torque applied to at least one drive can be controlled via controlling a torque output of the first electric motor and/or the second electric motor. Controlling the torque applied to at least one drive can improve the control of the vehicle when the vehicle is slipping and/or sliding. In certain exemplary embodiments, controlling the torque applied to at least one drive speed can prevent the first drive from rotating in a direction counter to the direction of the second drive. 
       FIG. 3  is a block diagram of an exemplary embodiment of an information device  3000 , which in certain operative embodiments can comprise, for example, comparator  1500 , comparator  1700 , controller  1600 , controller  1800  of FIG.  1 . Information device  3000  can comprise any of numerous well-known components, such as for example, one or more network interfaces  3100 , one or more processors  3200 , one or more memories  3300  containing instructions  3400 , one or more input/output (I/O) devices  3500 , and/or one or more user interfaces  3600  coupled to I/O device  3500 , etc. 
     In certain exemplary embodiments, via one or more user interfaces  3600 , such as a graphical user interface, a user can provide a telecommunications address of a user-associated telecommunications device of interest and/or can receive current location information concerning the user-associated telecommunications device of interest. 
     Still other embodiments will become readily apparent to those skilled in this art from reading the above-recited detailed description and drawings of certain exemplary embodiments. It should be understood that numerous variations, modifications, and additional embodiments are possible, and accordingly, all such variations, modifications, and embodiments are to be regarded as being within the spirit and scope of the appended claims. For example, regardless of the content of any portion (e.g., title, field, background, summary, abstract, drawing figure, etc.) of this application, unless clearly specified to the contrary, there is no requirement for the inclusion in any claim of the application of any particular described or illustrated activity or element, any particular sequence of such activities, or any particular interrelationship of such elements. Moreover, any activity can be repeated, any activity can be performed by multiple entities, and/or any element can be duplicated. Further, any activity or element can be excluded, the sequence of activities can vary, and/or the interrelationship of elements can vary. Accordingly, the descriptions and drawings are to be regarded as illustrative in nature, and not as restrictive. Moreover, when any number or range is described herein, unless clearly stated otherwise, that number or range is approximate. When any range is described herein, unless clearly stated otherwise, that range includes all values therein and all subranges therein. Any information in any material (e.g., a United States patent, United States patent application, book, article, etc.) that has been incorporated by reference herein, is only incorporated by reference to the extent that no conflict exists between such information and the other statements and drawings set forth herein. In the event of such conflict, including a conflict that would render a claim invalid, then any such conflicting information in such incorporated by reference material is specifically not incorporated by reference herein.