Abstract: A vehicle motion management system (260) for a vehicle, the vehicle motion management system being connectable to a motion support system (230230) for communication of control signals therebetween, wherein the vehicle motion management system is configured to: determine a desired torque for operating the vehicle at a current vehicle operating condition; determine a wheel slip limit for at least one wheel of the vehicle; determine, based at least on the wheel slip limit, a wheel speed limit for the at least one wheel of the vehicle; and transmit a control signal indicative of the desired torque and the wheel speed limit to the motion support system (230).

Abstract: The present disclosure relates to a steerable wheel axle arrangement for a vehicle, the steerable wheel axle arrangement being connectable to a pair of wheels and comprising a steering linkage connectable to the pair of wheels; a cylinder comprising a fluidly controlled piston movable within the cylinder, wherein the fluidly controlled piston is connected to the steering linkage; and a fluidly controlled brake actuator adapted to be in fluid communication with a wheel brake of the vehicle for controlling braking of the wheels, wherein the fluidly controlled brake actuator is arranged in fluid communication with the cylinder, and wherein the fluidly controlled piston exerts a steering force on the steering linkage upon actuation of the fluidly controlled brake actuator for steering the wheels.

Abstract: A steering assembly for a vehicle comprises first and second steering actuators, each configured to be actuated in accordance with at least one signal issued from a motion control system to control a steering angle of at least one steerable ground engaging member of the vehicle. The first and second steering actuators are associated with corresponding first and second nominal steering capabilities, each 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. The motion control system is adapted to, upon detection of a malfunction associated with the first steering actuator, associate the second steering actuator with a second enhanced steering capability instead of the second nominal steering capability. The second enhanced steering capability is different from the second nominal steering capability.

Abstract: A computer implemented method for controlling at least one driven and/or braked wheel of a heavy-duty vehicle includes configuring a default inverse tire model and a boost inverse tire model, where each inverse tire model represents a respective relationship between longitudinal wheel slip and longitudinal wheel force at the wheel, where the boost inverse tire model is associated with a higher maximum obtainable wheel slip value for the wheel compared to the default inverse tire model, obtaining a motion request indicative of a desired longitudinal force to be generated by the wheel, selecting the boost inverse tire model as active inverse tire model in response to detecting a boost signal and selecting the default inverse tire model as active inverse tire model otherwise, and controlling the at least one driven and/or braked wheel in dependence of the motion request and based on the active inverse tire model.

Abstract: A dolly vehicle includes at least one motion support device, MSD, and a control unit arranged for vehicle motion management, VMM, wherein the control unit is configurable in a master mode where the at least one MSD is controlled based on a set of capabilities of a vehicle combination comprising the dolly vehicle to fulfil an assigned task. The control unit is configurable in a slave mode where the at least one MSD is controlled based on requests received from an external master control unit.

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 vehicle motion management system (260) for a vehicle, the vehicle motion management system being connectable to a motion support system (230230) for communication of control signals therebetween, wherein the vehicle motion management system is configured to: —determine a desired torque for operating the vehicle at a current vehicle operating condition; —determine a wheel slip limit for at least one wheel of the vehicle; —determine, based at least on the wheel slip limit, a wheel speed limit for the at least one wheel of the vehicle; and—transmit a control signal indicative of the desired torque and the wheel speed limit to the motion support system (230).

Abstract: A vehicle motion management, VMM, system for a heavy-duty vehicle has at least one wheel speed sensor outputs a wheel speed signal indicative of a rotation speed of a respective wheel on the vehicle, at least one inertial measurement unit, IMU, outputs an IMU signal indicative of an acceleration of the vehicle, a motion estimation function estimates a vehicle motion state comprising vehicle speed over ground, SOG, based on the at least one wheel speed signal and on the at least one IMU signal. The motion estimation function estimates a respective SOG error associated with the wheel speed signal as an increasing function of an applied torque to the wheel, and a respective SOG error associated with the IMU signal as an increasing function of a time duration elapsed after calibration of an integrator of the IMU signal.

Abstract: A control unit for a heavy duty vehicle. The vehicle includes an electric machine connected to first and second driven wheels via an differential. The control unit includes a first wheel slip control module associated with the first driven wheel, and a second wheel slip control module associated with the second driven wheel, where each wheel slip control module is arranged to determine an obtainable torque by the respective wheel based on a current wheel state, wherein the control unit is arranged to determine a required torque to satisfy a requested acceleration profile by the vehicle, and to request a torque from the electrical machine corresponding to the smallest torque out of the obtainable torques for each driven wheel and the required torque.

Abstract: A method for controlling a vehicle brake system of a heavy duty vehicle, the brake system comprising a service brake system and an electrical machine brake system. The method includes determining a total brake torque request for braking a wheel of the vehicle, obtaining a brake torque capability of the electrical machine, determining if the total brake torque request exceeds the brake torque capability of the electrical machine, and if the total brake torque request exceeds the brake torque capability of the electrical machine but is below a threshold level, applying a baseline brake torque by the service brake system, wherein the baseline brake torque is configured to compensate for a difference between total brake torque request and brake torque capability of the electrical machine, and controlling wheel slip by the electrical machine brake system.

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 computer system and computer-implemented method for verifying primary and secondary motion control systems of an automated or semi-automated vehicle are disclosed. A computer system has processing circuitry to send a manoeuvring request to each of the primary motion control system and the secondary motion control system, acquire a first response to the manoeuvring request for the primary motion control system, acquire a second response to the manoeuvring request for the secondary motion control system, and determine if each of the first and second responses are within a threshold of a reference response. The reference response is based on the respective manoeuvring request and/or the other of the acquired first and second responses.

Abstract: A computer implemented method for controlling at least one driven and/or braked wheel of a heavy-duty vehicle. The method includes obtaining a motion request indicative of a desired longitudinal acceleration and/or longitudinal force associated with the vehicle, and configuring a wheel slip limit value indicative of a maximum allowable wheel slip by the at least one driven and/or braked wheel at a nominal value, and increasing the wheel slip limit value from the nominal value to a boost wheel slip value in response to detecting a boost signal, as well as controlling the at least one driven and/or braked wheel in dependence of the motion request and subject to the wheel slip limit value.

Abstract: A computer system coordinates braking between a service brake system and one or more auxiliary braking systems of a vehicle. The computer system has processing circuitry to receive a braking force value based on the position of a brake pedal of the vehicle, the braking force value is a braking force currently applied by the service brake system or a requested braking force for the service brake system; acquire a braking capability of the auxiliary braking systems; determine a braking control input for each of the service brake system and the auxiliary braking systems based on the acquired braking capability and the braking force value, such that a resultant braking force applied by the service brake system based on the determined braking control input is less than or equal to the braking force value; and transmit the respective control inputs to each of the service brake system and the one or more auxiliary braking systems.

Abstract: A computer-implemented method performed in a vehicle control unit for controlling motion of a heavy-duty vehicle, the method comprising obtaining a vehicle motion request, wherein the vehicle motion request is indicative of a target curvature creq and a target acceleration areq, determining a motion support device (MSD) control allocation (Ti/?i/?i/?i) based on the vehicle motion request, determining a dynamic longitudinal wheel slip limit (?lim/?lim) based on the vehicle motion request and separately from the MSD control allocation, where the dynamic longitudinal wheel slip limit increases with a decreasing target curvature, and controlling the motion of the heavy-duty vehicle based on the MSD control allocation constrained by the dynamic longitudinal wheel slip limit.

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 method for controlling a vehicle brake system of a heavy duty vehicle, the brake system comprising a service brake system and an electrical machine brake system. The method includes determining a total brake torque request for braking a wheel of the vehicle, obtaining a brake torque capability of the electrical machine, determining if the total brake torque request exceeds the brake torque capability of the electrical machine, and if the total brake torque request exceeds the brake torque capability of the electrical machine but is below a threshold level, applying a baseline brake torque by the service brake system, wherein the baseline brake torque is configured to compensate for a difference between total brake torque request and brake torque capability of the electrical machine, and controlling wheel slip by the electrical machine brake system.

Abstract: Tire control with communication between a vehicle control system and an actuator system configured to dynamically change tire properties. The communication includes a tire control signal from the vehicle control system to the actuator system, wherein the tire control signal is indicative of one or more requested tire objective(s), and wherein each of the tire objective(s) indicates a tire property which is controllable by the actuator system. The communication may also include a tire report signal from the actuator system to the vehicle control system, wherein the tire report signal is indicative of a current status of dynamically variable tire objective(s) capabilities, and the requested tire objective(s) may be determined based on the current status of dynamically variable tire objective(s) capabilities. Alternatively or additionally, the requested tire objective(s) may be determined based on a tire objectives model, which is indicative of dependency between two or more tire objectives.

Abstract: Approaches for tire control are disclosed, with communication between a vehicle control system and an actuator system configured to dynamically change tire properties. The communication includes a tire control signal from the vehicle control system to the actuator system, wherein the tire control signal is indicative of requested tire objective(s), and wherein each of the tire objective(s) indicates a tire property that is controllable by the actuator system. The communication may also include a tire report signal from the actuator system to the vehicle control system, wherein the tire report signal is indicative of a current status of dynamically variable tire objective(s) capabilities, and the requested tire objective(s) may be determined based on the current status of dynamically variable tire objective(s) capabilities. Alternatively or additionally, the requested tire objective(s) may be determined based on a tire objectives model, which is indicative of dependency between two or more tire objectives.

Abstract: A computer implemented method for determining at least an effective rolling radius of a tire mounted on a heavy-duty vehicle is provided. The method comprises determining a measured distance between a predefined point of the vehicle and a ground plane supporting the vehicle, determining a loaded tire radius of a tire of said vehicle based on said measured distance, obtaining a pre-determined relationship between loaded tire radius and effective rolling radius for the tire, and determining the effective rolling radius of the tire based on the determined loaded tire radius and on the pre-determined relationship between loaded tire radius and effective rolling radius for the tire.