Abstract: A control unit (130, 140) for controlling a heavy duty vehicle (100), wherein the control unit is arranged to obtain input data indicative of a desired wheel force (Fx, Fy) to be generated by at least one wheel (210) of the vehicle (100), and to translate the input data into a respective equivalent wheel speed or wheel slip to be maintained by the wheel (210) to generate the desired wheel force (Fx, Fy) based on an inverse tyre model (f?1) for the wheel (210), wherein the control unit (130, 140) is arranged to obtain the inverse tyre model in dependence of a current operating condition of the wheel (210), and wherein the control unit (130, 140) is arranged to control the heavy duty vehicle (100) based on the equivalent wheel speed or wheel slip.

Abstract: A control unit (130, 140, 300) for controlling a heavy duty vehicle (100), wherein the control unit is arranged to obtain an acceleration profile (areq) and a curvature profile (creq) indicative of a desired maneuver by the vehicle (100), the control unit (130, 140, 300) comprising a force generation module (310) configured to determine a set of global vehicle forces and moments required to execute the desired maneuver, the control unit (130, 140, 300) further comprising a motion support device, MSD, coordination module (320) arranged to coordinate one or more MSDs to collectively provide the global vehicle forces and moments by generating one or more respective wheel forces, and an inverse tyre model (330) configured to map the one or more wheel forces into equivalent wheel slips (?), wherein the control unit (130, 140, 300) is arranged to request the wheel slips (?) from the MSDs.

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 motion support device, MSD, control unit for a heavy duty vehicle, configured to control one or more MSDs associated with a wheel on the vehicle, wherein the MSD control unit is configured to be communicatively coupled to a vehicle motion management, VMM, unit for receiving control commands from the VMM unit comprising wheel speed and/or wheel slip requests to control vehicle motion by the one or more MSDs. The MSD control unit is configured to obtain a capability range indicating a range of wheel behaviors of the wheel for which the VMM unit is allowed to influence the behavior of the wheel by the control commands, monitor wheel behavior and to detect if wheel behavior is outside of the capability range, and trigger a control intervention function in case the monitored wheel behavior is outside of the capability range.

Abstract: A wheel end computer, WEC, (220) for hosting and executing one or more motion support device abstraction modules (MSDA, 221) configured to monitor and/or to control operations of one or more respective motion support devices, MSDs, (240, 250, 260, 270) on a heavy duty vehicle, where an MSDA provides a control and/or a monitoring interface between an external vehicle unit computer (VUC, 210), and a respective MSDs operational functionality, wherein the WEC (220) is arranged to identify a matching MSDA for each MSD in a set of MSDs, such that each MSD connected to the WEC is matched to a respective MSDA, and wherein the WEC (220) is arranged to receive a monitor and/or a control command from the VUC (210) for monitoring and/or controlling an MSD connected to the WEC, and to control the MSD via the respective matching MSDA.

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: The present invention relates to a method for controlling a steering system of a vehicle (100). The steering system comprises individually controllable wheel torque actuators (103, 105) on a respective left (104) and right (106) steerable wheel of the vehicle, wherein the wheel torque actuators (103, 105) are controlled during a turning maneuver of the vehicle.

Abstract: The present invention relates to a method for having a vehicle (100) follow a desired curvature path (C1), said vehicle (100) comprising at least one differential (10, 20, 30) with a differential lock connected to at least one driven wheel axle (40, 50) of said vehicle (100), said method comprising at least the following steps: —providing (S1) information regarding state of said differential lock, said state being either that said differential lock is activated or unlocked, and when said differential lock is activated: —calculating (S2) a yaw moment, Mdiff, of said vehicle (100), caused by said differential lock; and —compensating (S3) for a deviation from said desired curvature path (C1) caused by said yaw moment, Mdiff, such that a resulting steering angle is equal to or less than a maximum allowed steering angle of said vehicle (100), whereby said compensation is a feed forward compensation. The invention also relates to a control unit, a vehicle, a computer program and a computer readable medium.

Abstract: The invention relates to a steering assembly (12) for a vehicle (10). The steering assembly (12) comprises a first steering actuator (14) and a second steering actuator (16). The first steering actuator (14) is adapted to be actuated in accordance with at least one signal issued from a motion control system (18) to control a steering angle of at least one steerable ground engaging member (20, 22) of the vehicle (10) to thereby control the steering of the vehicle (10). The first steering actuator (14) is associated with a first nominal steering capability, defining at least one limitation of at least one of the following: steering angle, steering angle rate and steering torque, for the at least one steerable ground engaging member (20, 22).

Abstract: A brake control device (10) for delivering air under controlled pressure to a pneumatic brake actuator (BA), comprising an inlet port (51) coupled to a compressed air supply circuit, a working port (54) coupled to a service brake chamber (C2) of the brake actuator (BA), a venting port (56), first and second inlet solenoid valves (31,32) for selectively connecting inlet port(s) to the working port, first and second outlet solenoid valves (41,42) for selectively connecting the working port to venting port(s), a biased check valve (12), for coupling the working port to venting port(s), the brake control unit device further comprising first and second local electronic control units (21,22) for controlling independently first and second inlet solenoid valves and first and second outlet solenoid valves.

Abstract: A method for steering an articulated vehicle traveling on a road, the vehicle comprising a tractor and a trailer, the method comprising determining a position of the tractor in relation to the road, and adjusting the steering in dependence on the determined tractor position. The method further comprises determining an orientation of the trailer in relation to the road, and/or an angular velocity of the trailer in relation to the road, and adjusting the steering in dependence on the determined trailer orientation and/or the determined angular velocity.

Abstract: A control system is provided for a vehicle including an autonomous emergency braking system, characterized in that the control system includes: a brake control arrangement adapted to apply a friction-estimating braking when the autonomous emergency braking system has initiated a possible intervention; a brake force capacity estimation arrangement adapted to estimate the brake force capacity of the vehicle as a function of longitudinal wheel slip based on the applied friction-estimating braking; a road information arrangement adapted to obtain information about road curvature ahead of the vehicle; a lateral tyre force prediction arrangement adapted to predict lateral tyre force needed during autonomous emergency braking based on the obtained information about road curvature; and a brake strategy adaptation arrangement configured to adapt the brake strategy of the autonomous emergency braking system based on the estimated brake force capacity and the predicted lateral tyre force needed.

Abstract: The present invention relates to a wheel controller (108) for a vehicle (100), comprising a wheel slip calculation module (212) arranged to calculate a longitudinal wheel slip value for a wheel slip between a surface of the wheel (102) and a road surface thereof; a wheel force estimation module (214) arranged to estimate a longitudinal wheel force value for a wheel force between the surface of the wheel (102) and the road surface; a tire model generator (216) arranged to receive longitudinal wheel slip values from the wheel slip calculation module (212) and longitudinal wheel force values from the wheel force estimation module (214); said tire model generator (216) being configured to generate a model (300, 400) representing a relationship between the calculated longitudinal wheel slip and the estimated longitudinal wheel force by using at least three longitudinal wheel force values and three corresponding longitudinal wheel slip values; and a vehicle wheel capability module (218) arranged in communication wi

Abstract: A control arrangement for a vehicle motion system including a braking function, comprising motion actuators with one or more brake actuators pertaining to the braking function, a first vehicle motion management controller (VMM1) and a second vehicle motion management controller (VMM2), forming a redundant assembly to control the braking function, wherein, in riding conditions, the first vehicle motion management controller controls the brake actuators with a current nominal expected braking performance, while the second vehicle motion management controller (VMM2) is in a waiting-to-operate mode, the control arrangement comprising a hot swap functionality in which the second vehicle motion management controller (VMM2) is configured to take over control of the brake actuators from the first vehicle motion management controller, with the current nominal expected braking performance, in a short time period (SWT) less than one second, preferably less than 0.5 second, preferably less than 0.

Abstract: A device for reversing an articulated vehicle combination that has at least two vehicle units interconnected via at least one articulated join includes an arrangement for recording and storing a plurality of global positions of a local position of the vehicle combination, at least one sensor, mounted on the vehicle combination, for recording data representing a plurality properties of the surroundings, and a control unit arranged to determine, based at least partly on a plurality of dimensions of the vehicle combination, a set of global positions recorded when the vehicle combination is moving forward, and a set of data representing properties of the surroundings recorded during the forward movement, vehicle control input data for control of the vehicle combination during a reverse movement of the vehicle combination.

Abstract: The present invention relates to a method for controlling a steering system of a vehicle (100).

Abstract: A control system is provided for an articulated vehicle including a towing vehicle, a trailer and an autonomous emergency braking system, wherein the control system includes: a brake control arrangement adapted to apply a friction-estimating braking; a brake force capacity estimation arrangement adapted to estimate the brake force capacity of the vehicle as a function of longitudinal wheel slip based on the applied friction-estimating braking; an axle load estimation arrangement adapted to estimate the normal force on each wheel axle of the vehicle; a friction estimation arrangement adapted to estimate a friction coefficient based on the estimated brake force capacity and at least one of the estimated normal forces; and a brake strategy adaptation arrangement configured to adapt the brake strategy of the autonomous emergency braking system by adjusting the brake force for at least one wheel axle of the Vehicle based on the estimated friction coefficient and the at least one wheel axle's estimated normal force

Abstract: A device for reversing an articulated vehicle combination that has at least two vehicle units interconnected via at least one articulated join includes an arrangement for recording and storing a plurality of global positions of a local position of the vehicle combination, at least one sensor, mounted on the vehicle combination, for recording data representing a plurality properties of the surroundings, and a control unit arranged to determine, based at least partly on a plurality of dimensions of the vehicle combination, a set of global positions recorded when the vehicle combination is moving forward, and a set of data representing properties of the surroundings recorded during the forward movement, vehicle control input data for control of the vehicle combination during a reverse movement of the vehicle combination.

Abstract: A method is provided for controlling a hydraulic hybrid vehicle, the hydraulic hybrid vehicle including: a first pair of wheels and a second pair of wheels; an internal combustion engine connected to the first pair of wheels for propelling the hydraulic hybrid vehicle; and a hydraulic propulsion system including a first hydraulic machine connected to the second pair of wheels, the method including the steps of; receiving a signal indicative of a driving condition, including vehicle speed, of the hydraulic hybrid vehicle; comparing the vehicle speed of the driving condition of the hydraulic hybrid vehicle with an upper predetermined threshold speed limit; determining if the vehicle speed of the driving condition is higher than the upper predetermined threshold speed limit; and when the vehicle speed is higher than the upper predetermined threshold speed determining, based on the driving condition, control parameters for operating the first hydraulic machine; and controlling the control parameters of the first

Abstract: A method is provided for controlling a hydraulic hybrid vehicle, the hydraulic hybrid vehicle including: a first pair of wheels and a second pair of wheels; an internal combustion engine connected to the first pair of wheels for propelling the hydraulic hybrid vehicle; and a hydraulic propulsion system including a first hydraulic machine connected to the second pair of wheels, the method including the steps of; receiving a signal indicative of a driving condition, including vehicle speed, of the hydraulic hybrid vehicle; comparing the vehicle speed of the driving condition of the hydraulic hybrid vehicle with an upper predetermined threshold speed limit; determining if the vehicle speed of the driving condition is higher than the upper predetermined threshold speed limit; and when the vehicle speed is higher than the upper predetermined threshold speed determining, based on the driving condition, control parameters for operating the first hydraulic machine; and controlling the control parameters of the first