Abstract: A method for controlling a vehicle moving on a road, wherein the vehicle includes a controller capable of activating an automated function involving emergency braking of the vehicle. The method includes automated steps consisting in after the automated function is complete, collecting information relative to the space in front of the vehicle; determining whether the space in front of the vehicle is sufficient to enable the vehicle to move forward; only if the space in front of the vehicle is sufficient, reaccelerating.

Abstract: An electric energy dissipating system for a vehicle. An air flow producing unit provides a pressurized air flow through a fluid conduit. A polyphase electric machine runs on a predefined number of phases. The air flow producing unit is mechanically connected to, and operated by, the electric machine. An electric brake resistor arrangement is located downstream of the air flow producing unit, and comprises one resistor unit for each one of said phases. An electric power system is configured to receive electric power generated by an electric traction motor during braking of the vehicle. The power system comprises an inverter which converts a DC input into a polyphase AC output. The electric machine and the resistor arrangement are electrically connected to the inverter in parallel, such that each phase of the AC output of the inverter is connected to a respective phase of the electric machine and to a respective resistor unit, in parallel.

Abstract: A method for energy management of an electric energy storage of an electric vehicle comprising at least one electric machine. The method includes determining a potential regenerative charging amount for the electric energy storage during an upcoming braking cycle for the electric vehicle; before reaching the braking cycle, generating driving torque using at least one electric machine while at the same time generating a braking torque using a brake generating device to discharge the electric energy storage sufficient to receive the potential regenerative charging amount at the upcoming braking cycle, wherein the generated driving torque corresponds to the sum of a demanded driving torque and the generated braking torque.

Abstract: An electro-pneumatic brake system for an automotive vehicle comprising brake actuators each with a service brake chamber and a park brake chamber, a service brake system forming a pneumatic main deceleration system and comprising service brake lines configured to supply air pressure to the service brake chamber of the brake actuators, a park brake system forming a pneumatic immobilization system and a backup pneumatic deceleration system, and comprising park brake lines configured to supply air pressure to the park brake chamber of the brake actuators, wherein the park brake system comprises a pressure controller device configured to perform a wheel anti-locking function under a condition of the park brake system being used as a backup deceleration system, the pressure controller device being configured to control the air pressure supply in the park brake lines.

Abstract: Method for updating at least one vehicle model parameter and at least one tire parameter in at least one chassis control unit of a vehicle, based on tire sensor information collected by a tire sensor placed on a tire. The method includes the steps of: collecting tire sensor information; updating the at least one vehicle model parameter based on updating at least one tire parameter, updating one tire parameter being based on the tire sensor information.

Abstract: The invention relates to a method (100) for estimating an operating parameter of a battery cell of a battery unit in an electrical propulsion system of a vehicle, the operating parameter being indicative of one of capacity and impedance of the battery cell, the method comprising: selecting (110) at least one battery cell in the battery unit for determining the operating parameter of the battery cell; providing (120) a set of state-of-charge (SOC) estimators, each SOC estimator having a selected operating parameter value for a given time period; and using (130) the set of SOC estimators to determine a value of the operating parameter of the battery cell by performing voltage error minimization.

Abstract: The invention relates to a vehicle (1), in particular an industrial vehicle, comprising: —a cab (5), —a sun visor (6) connected thereto, and —at least one sensor unit (7a, 7b, 7c), wherein the sensor unit (7a, 7b, 7c) comprises a protecting element (9) that is pivotally and/or slidably connected to the sun visor (6) and a sensing element (8) connected to the protecting element (9), and wherein the protecting element (9) is movable between a first position, in which the sensing element (8) is positioned inside a housing (10) of the sun visor (6) and is hidden by the protecting element (9), and a second position, in which the sensing element (8) is positioned outside of the said housing (10).

Abstract: The invention relates to a battery-powered vehicle comprising a chassis extending between the rear end and the front end of the vehicle. The chassis comprises an upper frame plate and a lower frame plate, wherein the lower frame plate is located vertically below the upper frame plate. The battery-powered vehicle further comprises a battery stack, which comprises a plurality of traction battery packs stacked on top of each other between the upper and lower frame plates, wherein each traction battery pack is vertically tightened to a neighboring traction battery pack and wherein at least one traction battery pack is tightened to one of said upper and lower frame plates.

Abstract: The invention relates to a vehicle, comprising a rear end, a front end located forwardly of the rear end, a chassis extending between the rear end and the front end, a battery protection structure provided at the rear end of the vehicle, the battery protection structure comprising a frame portion defining an opening for housing a traction battery, the frame portion having a rear side and a front side, and a projecting portion which projects forwardly from the frame portion and which is connected to the chassis at the rear end of the vehicle, wherein the projecting portion is configured to remain in a fixed connection relative to the chassis under normal operating conditions and to move forwardly along the chassis when the rear side of the frame portion is subjected to a forwardly directed impact force which is greater than a threshold force.

Abstract: An exhaust aftertreatment system for an internal combustion engine includes an outer casing having an exhaust gas inlet and an exhaust gas outlet between which a fluid flow path for exhaust gases is provided, a selective catalytic reduction unit provided in the fluid flow path for reducing nitrogen oxides, a reductant dosing device for adding reductant to the exhaust flow upstream of the selective catalytic reduction unit, and a rotatable mixer device for mixing the reductant with exhaust gases upstream of the selective catalytic reduction unit, an air inlet valve provided upstream of the mixer device for introducing air into the fluid flow path, and an electric motor arranged for rotating the mixer device to create a suction of air into the fluid flow path via the air inlet valve.

Abstract: A centrifugal fan assembly for improving flow of air through a heat exchanger. The fan assembly comprises a first subassembly comprising a first impeller flange and a second subassembly comprising a second impeller flange. Any of the first and second impeller flanges comprise a plurality of integrally formed impeller blades. The impeller blades and the first and second impeller flanges constitute an impeller. At least one impeller blade arranged on one of the two impeller flanges comprises at least one tab arranged to mate with a corresponding inlet cone arranged on the other of the two impeller flanges. The least one tab is arranged to be deformed when in a mating position with the corresponding inlet cone, thereby securing the two subassemblies together.

Abstract: An electrical fuse maintenance system includes sensor adapted to measure the current flowing through a fuse element, the voltage on the fuse element, the temperature of the fuse element, and/or the temperature of an environment surrounding the fuse element, a controller configured to monitor the current, the voltage, the temperatures over a period of time while the fuse element is connected to an energized electrical power unit. Based on the monitored current, voltage and temperatures, the controller is adapted to estimate a service life remaining of the fuse element.

Abstract: An air filter housing (200) for an air filter arrangement in a vehicle, the air filter housing being configured for receiving unfiltered air and outputting filtered air by passage of the air through an air filter unit (100). The air filter housing (200) forms a filter cavity (201) configured to house said air filter unit (100), and the air filter housing (200) comprises support member (300) being fixedly arranged in the filter cavity (201). The support member (300) comprises a filter holder portion (301) for holding said air filter unit (100) in a use position, in which use position the complete filter holder portion (301) is located inside said filter cavity (201).

Abstract: The invention relates to a method for guiding a vehicle (1) during reversing along a desired travelling path (TP), wherein the guiding is based on a lateral offset (y) between a preview point (P) located at a preview distance (Pd) behind the vehicle (1) and the desired travelling path (TP), the method comprising: determining (S1) a curvature of the desired travelling path (TP) behind the vehicle (1); adaptively adjusting (S2) the preview distance (Pd) in dependence on the determined curvature, thereby adaptively adjusting the preview point (P); and guiding (S3) the vehicle (1) along the desired travelling path (TP) by use of the lateral offset (y) between the adjusted preview point (P) and the desired travelling path (TP). The present invention further relates to a control unit (100), to a vehicle (1), to a computer program and to a computer readable medium.

Abstract: The invention provides a method for controlling a vehicle (1) comprising a drivetrain comprising at least one drive device (2) adapted to generate mechanical power, the method comprising—controlling the vehicle to perform a mission comprising a plurality of stages (MS1-MS12), —collecting operational data relevant to the operation of the drivetrain, wherein the operational data indicate a de-rate of a component of the drivetrain, a fault of a component of the drivetrain, and/or an environmental condition which influences the drivetrain operation, —determining an expected mission stage (MS1-MS12), —determining, in dependence on the operational data, the propulsive capacity (CA1-CA3) in at least two different operational areas (A1-A3) of the drive device (2), —mapping the operational area propulsive capacities (CA1-CA3) to the expected mission stage (MS1-MS12), and —controlling the vehicle (1) in dependence on said mapping.

Abstract: The invention relates to a method of managing the oil temperature of a transmission of a motor vehicle, the transmission comprising a lubrication circuit and an oil cooling circuit, the oil temperature management circuit comprising a liquid/liquid heat exchanger mounted on the lubrication circuit, the lubrication circuit comprising a pump for circulating the oil in the lubrication circuit, and a temperature sensor wherein, before a starting stage of the vehicle, if the temperature of the oil is lower than a first value, the pump of the lubrication circuit is activated so as to circulate the oil in the liquid/liquid exchanger.

Abstract: The invention relates to a brake lever (20) for a drum brake arrangement (12), said brake lever being designed for transmitting the movement of a cylinder rod (14) to a brake shaft (22), wherein the brake lever (20) comprises a first portion (20a) delimiting a hole (24) for fitting the brake shaft (22) and a second portion (20b), which is configured to be pivotally connected to the cylinder rod (14) and wherein the first portion and the second portion are offset from each other with respect to a central axis (X24) of the hole (24). The brake lever further includes a stiffening member (28) that extends along a direction (L1) contained inside a plane (P1) perpendicular to the central axis (X24) of the hole and that includes an orifice (32) for fitting the brake shaft (22).

Abstract: A gearwheel arrangement for a transmission of a vehicle, including: a gearwheel configured to be rotatable about an axis of rotation (A), the gearwheel including a gearwheel body and an annular gear tooth section extending around the gearwheel body, the gear tooth section including a plurality of external gear teeth, wherein at least a part of the gear tooth section extends past a radially outer portion of the gearwheel body in an axial direction (A) of the gearwheel, so that at least one radially inwardly facing surface is provided opposite of the external gear teeth, means for guiding cooling fluid toward the at least one radially inwardly facing surface so as to cool the gear tooth section during rotation of the gearwheel about the axis of rotation.

Abstract: an electric powertrain integrated into a vehicle axle. Such electric axle (or “E-axle”) is a front or rear axle that includes an axle body (or “housing”) adapted to receive a powertrain, which is arranged to provide torque to the wheels of the axle. The “E-Axle” is a compact and economical electric drive solution for battery electric vehicles, fuel cells and hybrid applications. The electric motor(s), electronics and transmission are combined in a compact unit that directly drives the wheels provided at the longitudinal ends of the axle.

Abstract: A method for estimating a present energy consumption of an electrically propelled vehicle powered by a propulsion battery. The method includes obtaining previous energy consumption values for a set of previous time instants, and a present drive pattern parameter value; estimating a present energy consumption based on a weighted moving average model fed with the energy consumption values, wherein, the weighted moving average model includes a modelled gain factor for each of at least a portion of the previous energy consumption values, where the modelled gain factors are modelled as a function of the drive pattern parameter.