Abstract: A method of determining actuator brake torque limits for a plurality of actuators, wherein each actuator is operable to apply a brake torque on a wheel of a vehicle, the method comprising determining, for each actuator, an actuator brake torque capability range based on an actuator specific torque capacity and a current operational state of the actuator; determining, for each wheel of the vehicle, a road condition brake torque capability range based on an estimated lateral wheel force acting on the wheel, an estimated friction between a tire surface of the wheel and a road surface, and a vertical wheel force acting on the wheel; and determining, for each actuator, an upper actuator brake torque limit and a lower actuator brake torque limit based on the actuator brake torque capability range and the road condition brake torque capability range.

Abstract: The present disclosure relates to a method for controlling steering of a vehicle arrangement. The method is controlling steering of the vehicle arrangement during a turning maneuver, by applying a differential wheel speed by at least one of individually controllable electric machines and reducing the operational capacity of a power steering system, when a first power utilization value, obtained by operating the individually controllable electric machines with the differential wheel speed, is equal to, or greater than a second power utilization value, obtained by operating the power steering system during the turning maneuver.

Abstract: A control unit for controlling a heavy-duty vehicle, the control unit being arranged to receive ambient environment data from one or more environment sensors on the heavy-duty vehicle, and to predict an impact of the ambient environment on the motion of the heavy-duty vehicle, wherein the control unit is arranged to coordinate control of one or more motion support devices, MSDs, on the heavy-duty vehicle to compensate for the predicted impact of the ambient environment on the motion of the heavy-duty vehicle.

Abstract: A control system for a vehicle. The control system comprises a force determination controller adapted to determine external load characteristics of external loads that currently act or are predicted to act on the vehicle. The control system is adapted to determine a resulting force vector to be acting on the vehicle, using the external load characteristics, in order to obtain a requested vehicle operation behaviour. The control system is further adapted to issue control information to one or more motion support devices of the vehicle in order to control the one or more motion support devices so as to generate the resulting force vector on the vehicle. The control system further comprises a feedforward controller adapted to receive wind information representative of a wind currently acting or predicted to be acting on the vehicle.

Abstract: A control unit for controlling at least one torque generating MSD on a heavy-duty vehicle. The control unit receives a motion request indicative of a desired positive longitudinal tire force to be generated by the torque generating MSD, obtains an estimated applied torque indicative of a current torque generated by the torque generating MSD, determines a target wheel speed based on the motion request and on the estimated applied torque, and configures the torque generating MSD to maintain the target wheel speed. The control unit is arranged to decrease the target wheel speed in case an increase in configured wheel speed results in a decrease in the estimated applied torque.

Abstract: A control unit for controlling a heavy-duty vehicle is arranged to obtain an initial inverse tire model configured to represent a preliminary relationship between wheel slip and generated longitudinal wheel force for at least one wheel of the heavy-duty vehicle. The control unit obtains data from a tire thread deflection sensor configured to measure an amount of tire thread deflection associated with the at least one wheel, and an amount of wheel slip of the at least one wheel corresponding to the amount of tire thread deflection. The control unit updates the obtained initial inverse tire model based on the amount of tire thread deflection and on the corresponding amount of wheel slip. The control unit controls the heavy-duty vehicle by configuring a target wheel speed or a target wheel slip of the at least one wheel based on the updated inverse tire model to generate a target longitudinal wheel force.

Abstract: A computer implemented method for operating a vehicle, specifically in relation to efficient transporting of a predefined cargo. The present disclosure also relates to a corresponding arrangement and computer program product.

Abstract: A first vehicle unit is couplable a second vehicle unit, so that a vehicle combination is formed, wherein the first vehicle unit comprises a transceiver configured to establish a sidelink to a transceiver of the second vehicle unit. In one embodiment, the first vehicle unit is configured to perform an automatic coupling procedure for coupling itself to the second vehicle unit, wherein the sidelink is established prior to completion of the coupling procedure. In another embodiment, the sidelink adds redundancy to wired communication link between respective vehicle unit computers. In yet another embodiment, the transceivers of the vehicle units remain independently addressable even after the vehicle combination has been formed.

Abstract: A propulsion arrangement for a self-powered dolly vehicle unit, the propulsion arrangement comprising a first electric machine, a second electric machine, a gearbox, and an open differential for driving first and second wheels of a driven axle, wherein the first and second electric machines are arranged in parallel and connected to the open differential via the gearbox at respective gear ratios.

Abstract: A method for reducing off-tracking by a multi-trailer heavy duty vehicle during a maneuver is disclosed. The method obtains a model of vehicle dynamics describing dynamics of the multi -trailer heavy duty vehicle, determines respective force trajectories for two or more axles of the vehicle as a solution to a NOCP. The NOCP is formulated with an objective to at least minimize trailer off-tracking, and based on the model of vehicle dynamics. The motion of the heavy duty vehicle is controlled during the maneuver based on the determined force trajectories.

Abstract: A comprises a vehicle control unit, VCU, and a control module, CM, configured to control the torque actuators. The VCU is configured to send to the CM a parameter request and a desired recuperation power or a desired parameter split ratio. If the CM determines that these are conflicting targets, then based on one or more predefined criteria, the CM will apply a parameter value and allocate a recuperation power or a parameter split ratio such that the applied parameter value is different from the requested one and/or the allocated recuperation power or parameter split ratio is different from the desired one. A method of controlling a wheel is also disclosed.

Abstract: A computer system handles tension of at least one strap arranged for strapping cargo in a vehicle. The computer system includes processing circuitry configured to obtain cargo information; obtain vehicle information; determine, based on the cargo information and the vehicle information, a pack plan, wherein the pack plan comprises a planned tension; determine to start loading the cargo in the vehicle and using the planned tension; obtain information about a first current tension of the at least one strap when the loading is finished and before the vehicle drives; compare the planned tension and the first current tension; and to determine to initiate a first action when a result of the comparison indicates that the first current tension is different than the planned tension.

Abstract: A vehicle control unit arranged to control motion of a heavy-duty vehicle comprising first and second electric machine (EM) arrangements, wherein the vehicle control unit is arranged to control the first and second EM arrangement by transmitting wheel slip requests to respective EM control units, wherein the control unit is arranged to obtain a desired total longitudinal force to be jointly generated by the first and second EM arrangements, wherein the control unit is arranged to determine a desired first wheel slip corresponding to a first longitudinal force generated by the first EM arrangement, and a desired second wheel slip corresponding to a second longitudinal force generated by the second EM arrangement, wherein the control unit is arranged to balance a magnitude of the first wheel slip relative to a magnitude of the second wheel slip in dependence of the efficiency characteristics of the first and second EM arrangements.

Abstract: A method for controlling motion of a heavy-duty vehicle includes obtaining input data related to one or more tire parameters of a tire on the heavy-duty vehicle, estimating at least part of the one or more tire parameters based on the input data, configuring a tire model, wherein the tire model defines a relationship between tire wear rate and vehicle motion state, wherein the tire model is parameterized by the one or more tire parameters, estimating vehicle motion state, and controlling motion of the heavy-duty vehicle based on the tire model and on the vehicle motion state.

Abstract: A method for adapting air resistance of a heavy-duty vehicle. The vehicle comprises at least one electric machine for regenerative braking, one or more energy absorption devices to receive energy from the at least one electrical machine during regenerative braking, and a variable air resistance arrangement to provide a range of different air resistances of the vehicle. The method includes obtaining a current energy absorption capability of the one or more energy absorption devices; obtaining an expected energy generation from regenerative braking during a planned route of the vehicle and during a nominal value of air resistance of the vehicle; determining a desired air resistance of the vehicle from the range of different air resistances of the vehicle based on the current energy absorption capability and the expected energy generation; and adapting the variable air resistance arrangement according to the desired air resistance.

Abstract: A wheel end module for a heavy-duty vehicle includes a processing device, a radar module arrange to transmit a radar signal towards a surface supporting the vehicle and to receive backscatter from the radar signal, and a load sensing arrangement. The processing device determines a parameter related to a normal force associated with at least one wheel of the heavy-duty vehicle by the load sensing arrangement, determines a parameter related to a friction coefficient of the surface by the radar module. The processing device determines a wheel force generating capability of the at least one wheel, based on the normal force related parameter and on the friction coefficient related parameter. The wheel end module outputs the wheel force generating capability on an output interface of the wheel end module.

Abstract: The present disclosure generally relates to a computer implemented method for operating a vehicle (104, 106, 108), specifically in relation to efficient transporting of a predefined cargo. The present disclosure also relates to a corresponding arrangement and computer program product.

Abstract: A vehicle includes a first axle provided with at least a pair of first wheels, and a second axle provided with at least a pair of second wheels. The second axle is a steered axle allowing said second wheels to be turned. At least one first electric machine provides propulsion torque to the first axle. At least one second electric machine provides propulsion torque to the second axle. A control unit is configured to control the first and second electric machines, wherein the control unit is configured to limit the propulsion torque provided by said at least one second electric machine in dependence of a current state of the second axle.

Abstract: A method for controlling a vehicle brake system for a heavy duty vehicle including a primary brake system and an auxiliary brake system. The method includes configuring a wheel slip magnitude limit, obtaining a requested auxiliary brake torque, engaging the primary brake system at a torque determined in dependence of the requested auxiliary brake torque, while monitoring a wheel slip value, determining an allowable auxiliary brake torque in dependence of the requested auxiliary brake torque and the wheel slip value, and engaging the auxiliary brake system at the allowable auxiliary brake torque.

Abstract: A method for controlling wheel slip of a vehicle. The vehicle comprises at least a first and a second motion support device, MSD, for providing torque to a common wheel of the vehicle. The method comprises receiving a wheel torque request. Based on the received wheel torque request, the method further comprises controlling the first MSD to provide torque to the wheel in a first mode of operation, and controlling the second MSD to provide torque to the wheel in a second mode of operation which is different from the first mode of operation. The controlling of the first MSD and the controlling of the second MSD are, at least temporarily, performed simultaneously.