Abstract: A method for providing a platform-independent unified simulation model representing a road vehicle includes a vehicle dynamic model configured to simulate a time evolution of at least one motion state of the vehicle, a plurality of actuator sub-models, each of which represents an actuator in the vehicle, configured to simulate a time evolution of a motion state under the action of the actuator controller sub-models representing electronic control unit, ECUs, which are configured to control the actuators on the basis of a sensed state of the vehicle and in accordance with predefined control logic, and to exchange bus messages with other ECUs, and a communication sub-model representing a data bus operable to deliver bus messages among ECUs.

Abstract: A computer system of a heavy-duty vehicle, comprising processing circuitry configured to, during driving of the heavy-duty vehicle: read at least a roll rate value (p) and a yaw rate value (r) from an Inertial Measurement Unit (IMU) mounted on a chassis of the heavy-duty vehicle; determine a roll sensitivity value (Croll) as C roll = p u ? r . , wherein u is a longitudinal velocity value of the heavy-duty vehicle; and output the roll sensitivity value (Croll).

Abstract: A method for providing a platform-independent unified simulation model representing a road vehicle includes a vehicle dynamic model configured to simulate a time evolution of at least one motion state of the vehicle, a plurality of actuator sub-models, each of which represents an actuator in the vehicle, configured to simulate a time evolution of a motion state under the action of the actuator controller sub-models representing electronic control unit, ECUs, which are configured to control the actuators on the basis of a sensed state of the vehicle and in accordance with predefined control logic, and to exchange bus messages with other ECUs, and a communication sub-model representing a data bus operable to deliver bus messages among ECUs.

Abstract: A braking system for a heavy duty vehicle includes a first brake controller arranged to control braking on a front axle left wheel, and a second brake controller arranged to control braking on a front axle right wheel. The first and second brake controllers are connected by a back-up connection arranged to allow one of the first and the second brake controller to assume braking control of the wheel of the other of the first and the second brake controller. The first and second brake controllers are arranged as fail-operational brake controllers. A third brake controller is arranged to control braking on a first rear axle left wheel, and a fourth brake controller is arranged to control braking on a first rear axle right wheel. The third and the fourth brake controllers are arranged to place respective rear axle left and right wheels in an unbraked state in response to failure. The third and fourth brake controllers are arranged as fail-silent brake controllers.

Abstract: A method of providing stable communication between subsystems in a co-simulation system, including providing a signal S1 describing an output angular velocity of a rotating body of the first physical system; filtering the signal S1 using a continuous moving average, CMA, filter; and forming a time discrete first output signal S1*. In a second subsystem the signal S1* is received and the angular velocity described by S1* is applied to the second physical system. A response signal S2* describes a torque generated by the second subsystem. The response signal S2* is received by the first subsystem where a time discrete feedback signal SF* is formed based on the difference between the response signal S2* and a time discrete damping signal SD*.

Abstract: A method of providing stable communication between subsystems in a co-simulation system, including providing a signal S1 describing an output angular velocity of a rotating body of the first physical system; filtering the signal S1 using a continuous moving average, CMA, filter; and forming a time discrete first output signal S1*. In a second subsystem the signal S1* is received and the angular velocity described by S1* is applied to the second physical system. A response signal S2* describes a torque generated by the second subsystem. The response signal S2* is received by the first subsystem where a time discrete feedback signal SF* is formed based on the difference between the response signal S2* and a time discrete damping signal SD*.

Abstract: A method for control and co-simulation in a system having multiple subsystems, each representing a physical system, includes, in a first subsystem simulating a first physical system, providing a first time continuous output signal representing a property of the first physical system, and filtering the output signal using a continuous moving average (CMA) filter as an anti-aliasing filter to form a filtered time continuous signal. Filtering the output signal includes integrating the time continuous signal to form an integrated signal, sampling the integrated signal, for each sample, forming an average value from the current sample and a previous sample, and forming a filtered time continuous signal from the average values. The method also includes providing the filtered time continuous signal to a second subsystem simulating a second physical system. A system for performing the method is also provided.

Abstract: A method for control and co-simulation in a system having multiple subsystems, each representing a physical system, includes, in a first subsystem simulating a first physical system, providing a first time continuous output signal representing a property of the first physical system, and filtering the output signal using a continuous moving average (CMA) filter as an anti-aliasing filter to form a filtered time continuous signal. Filtering the output signal includes integrating the time continuous signal to form an integrated signal, sampling the integrated signal, for each sample, forming an average value from the current sample and a previous sample, and forming a filtered time continuous signal from the average values. The method also includes providing the filtered time continuous signal to a second subsystem simulating a second physical system. A system for performing the method is also provided.

Abstract: A method of regulating the driving dynamics of a vehicle by controlling a torque distribution from a vehicle engine between at least two axles of the vehicle is disclosed. The method comprises controlling the torque distribution with a nominal velocity difference between the different axles as an input value. According to an embodiment, the sign of the velocity difference between both outgoing shafts from the double coupling device is used to determine a control state of the double coupling.

Abstract: The present invention relates to a method for controlling a vehicle comprising an all-wheel drive coupling, which is engaged by a clutch, and an electronic stability program (ESP) system being connected to a brake system of the vehicle. In the method, the ESP system and the all-wheel drive coupling exchange information for improving the controllability of the vehicle during cornering. The invention also relates to an all-wheel drive system for performing the above method.