Abstract: A radar module determines a two-dimensional velocity vector of a heavy-duty vehicle with respect to a ground plane supporting the vehicle. The system has a radar transceiver arranged to transmit and to receive a radar signal, via an antenna array, wherein the antenna array is configured to emit the radar signal in a first direction and in a second direction different from the first direction. The radar module has a processing device to detect first and second radar signal components of the received radar signal based on their respective angle of arrival, AoA, where the first radar signal component has an AoA corresponding to the first direction and the second radar signal component has an AoA corresponding to the second direction. The processing device determines the two-dimensional velocity vector of the heavy-duty vehicle based on respective Doppler frequencies of the first and second radar signal components.

Abstract: A wheel module arranged to generate torque to accelerate and to decelerate a heavy-duty vehicle. The wheel module comprises at least one electric machine arranged for regenerative braking, an eddy current braking device, and an electronic control unit, ECU. The wheel module further comprises a communications port arranged for communication with an external control unit and a power distribution network arranged to connect the electric machine to the eddy current braking device and to a power port arranged to input and to output electrical power to and from the wheel module. The ECU is arranged to obtain configuration data via the communications port indicative of a maximum output power of the power port, and to control the power distribution network to maintain the output power of the power port below the maximum output power by distributing power from the at least one electric machine between the eddy current braking device and the power port.

Abstract: A method for determining speed over ground of a heavy-duty vehicle includes configuring a ground-penetrating radar transceiver with a main transmission lobe, detecting a Doppler frequency associated with a target point at a distance below a road surface, and determining the speed over ground of the heavy-duty vehicle based on the detected Doppler frequency.

Abstract: The present disclosure relates to a driveline for a vehicle. The driveline includes a set of electric machines with variable regeneration efficiency level. The set of electric machines with variable regeneration efficiency level includes at least one electric machine with variable regeneration efficiency level. An electric machine with variable regeneration efficiency level is such that the relation between electric energy and thermal energy produced the electric machine during regeneration can be varied. The driveline includes a cooling system connected to each electric machine in the set of electric machines such that the cooling system can remove heat generated by each electric machine in the set of electric machines.

Abstract: A vehicle motion management, VMM, system for a heavy-duty vehicle has at least one wheel speed sensor to output a wheel speed signal indicative of a rotation speed of a wheel on the vehicle, and at least one torque-generating device to apply torque to the wheel. The VMM system comprises processing circuitry arranged to determine at least the direction of a current applied torque at the wheel, and in preparation for determining wheel speed by the wheel speed signal, to apply a transient amount of torque to the wheel by the torque-generating device during a limited time period in a direction opposite to the direction of the current applied torque at the wheel.

Abstract: A radar module determines a two-dimensional velocity vector of a heavy-duty vehicle with respect to a ground plane supporting the vehicle. The system has a radar transceiver arranged to transmit and to receive a radar signal, via an antenna array, wherein the antenna array is configured to emit the radar signal in a first azimuth direction and in a second azimuth direction different from the first azimuth direction. The radar module further has a processing device arranged to detect first and second radar signal components of the received radar signal based on their respective angle of arrival, AoA, where the first radar signal component has an AoA corresponding to the first azimuth direction and the second radar signal component has an AoA corresponding to the second azimuth direction. The processing device is arranged to determine the two-dimensional velocity vector of the heavy-duty vehicle based on respective Doppler frequencies of the first and second radar signal components.

Abstract: A control unit for early detection and response to a tire explosion in a heavy-duty vehicle, 1) obtains sensor data for a first and a second tire explosion detection system, where the first tire explosion detection system has a lower response time than the second system, 2) detects a tire explosion from the sensor data of the first system, and in response to detecting the tire explosion, prepare the vehicle for a safety maneuver, 3) confirms the tire explosion by detecting the tire explosion from the sensor data of the second system, and in response to confirming the tire explosion, executes the safety maneuver.

Abstract: A vehicle motion management, VMM, system for a heavy-duty vehicle has at least one wheel speed sensor to output a wheel speed signal indicative of a rotation speed of a respective wheel on the vehicle, at least one inertial measurement unit, IMU, to output an IMU signal indicative of an acceleration of the vehicle, a motion estimation function to estimate a vehicle motion state comprising vehicle speed over ground, based at least in part on the wheel speed signal and at least in part on the IMU signal, and a motion support device, MSD, coordination function to coordinate actuation of a plurality of MSDs of the heavy-duty vehicle in dependence of a vehicle motion request and the vehicle motion state. The motion estimation function models an error in the estimated vehicle motion state, and to output a free-rolling request to the MSD coordination function in case the modelled error fails to meet an acceptance criterion.

Abstract: A vehicle motion management, VMM, system for a heavy-duty vehicle has at least one radar module configured to determine a speed over ground of the heavy-duty vehicle, a motion estimation function configured to estimate a vehicle motion state based at least in part on the speed over ground, and a motion support device, MSD, coordination function configured to coordinate actuation of a plurality of MSDs of the heavy-duty vehicle in dependence of a vehicle motion request and the vehicle motion state. The radar module outputs a radar performance metric to the MSD coordination function indicative of an accuracy of the determined speed over ground. The MSD coordination function reduces a wheel slip set-point of one or more wheels of the heavy-duty vehicle in case the radar performance metric does not meet a pre-determined acceptance criterion.

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 sensor device comprises an advanced antenna array radar transceiver configured to measure motion of the sensor device relative to an external surface in a reference frame of the sensor device and provide corresponding radar data, and an inertial measurement unit, IMU, configured to measure motion of the sensor device in a reference frame of the sensor device and provide corresponding IMU data. The advanced antenna array radar transceiver and the IMU are fixedly mounted relative each other. Processing circuitry is configured to determine an orientation of the sensor device relative an inertial reference frame (e.g., in terms of one or more Euler angle(s)) based on joint processing of the radar data and the IMU data.

Abstract: A system for determining a wheel slip ? of a wheel on a heavy-duty vehicle is provided. The system comprises at least two antenna elements separated by a distance, a first processing unit arranged to receive a radio signal via the at least two antenna elements, to correlate the received radio signals against each other and to determine a speed over ground of the vehicle based on the correlation of the received radio signals. The system also comprises a wheel speed sensor arranged to determine a rotational velocity of the wheel, and a second processing unit arranged to determine the wheel slip of the wheel based on the rotational velocity of the wheel and on the speed over ground of the vehicle.

Abstract: A control unit for managing the motion of a heavy-duty vehicle via real-time kinematic positioning is disclosed. The control unit comprises a vehicle state interface designed to retrieve state information from vehicle state sensors, including kinematic parameters and information about the availability of RTK correction data. The nominal operational design domains and corresponding RTK-enhanced ODDs are defined, wherein each nominal ODD maintains enhanced safety margins when contrasted with its RTK-enhanced counterpart. The control unit's functionality includes the selection of an active ODD based on availability of RTK correction data, selecting an RTK-enhanced ODD when such data is available, and selecting a nominal ODD when absent. The control unit subsequently directs the vehicle's motion using the kinematic parameters in alignment with the active ODD.

Abstract: A control unit for controlling at least one MSD on a heavy-duty vehicle is provided. The control unit is arranged to determine a limiting operating point of the MSD associated with a performance limit of the MSD, determine a preferred operating point of the MSD indicative of an operating point of the MSD associated with an improvement in a secondary objective function value compared to the limiting operating point, and transmit a capability message to a VMM function comprising the limiting operating point of the MSD and the preferred operating point of the MSD.

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 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: An automotive radar transceiver system (400), including a radar transceiver (450) arranged to transmit radar signals in time-frequency resources dynamically allocated (310, 330) by a remote scheduler function (320). The system further having an environment perception system (430) arranged to obtain environment data indicative of a surrounding traffic environment of the radar transceiver (450), and a radar resource requirement prediction module (440) configured to estimate a future time-frequency resource requirement for radar operation, based on the environment data. Wherein the radar transceiver (450) is arranged to request time-frequency resources for radar operation from the remote scheduler function (320) based on the estimated future time-frequency resource requirement.

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 system for use in connection with a wheel torque generating component in a heavy-duty vehicle. The system comprises a fluid conduit, a compressor configured to provide a pressurized air flow through the fluid conduit, a mass flow adding arrangement configured to add a fluid to the pressurized air flow in the fluid conduit, thereby increasing the mass flow of the pressurized air flow, and a flow directing device arranged downstream of the mass flow adding arrangement and configured to direct the pressurized air flow, including the added fluid, from the fluid conduit to the wheel torque generating component so as to control the temperature of the wheel torque generating component. The invention also relates to a method for use in connection with a wheel torque generating component in a heavy-duty vehicle.