Abstract: A computer system for reducing rotational speed of at least one wheel of a vehicle is described. The computer system has processing circuitry to determine a first value of rotational kinetic energy of one or more powertrain components of the vehicle, when the at least one wheel is rotating at a current rotational speed; acquire a second value of rotational kinetic energy of the one or more powertrain components, when the at least one wheel is rotating at a rotational speed where the wheel has a desired amount of slip; determine an energy difference between the first value of rotational kinetic energy and the second value of rotational kinetic energy; determine a first retardation torque pulse corresponding to the determined energy difference; and cause the determined first retardation torque pulse to be applied to at least one of the one or more powertrain components to reduce the rotational speed of the at least one wheel.

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 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 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 determining a steering angle for a steered axle of a vehicle having two steered axles are disclosed. The computer system has processing circuitry to acquire a desired yaw angle of the vehicle at a second location; determine a desired yaw rate for the vehicle based on the desired yaw angle and a time for the vehicle to travel from a first location to the second location; acquire a lateral distance between the first location and the second location; determine a desired lateral velocity for the vehicle based on the lateral distance and the time for the vehicle to travel from the first location to the second location; and determine a steering angle for a steered axle of the vehicle using a bicycle model and based on the determined yaw rate and the determined lateral velocity.

Abstract: A computer system has processing circuitry to handle wheel slip of at least one wheel of a vehicle. The processing circuitry obtains road properties for one or more road segments of a road travelled or to be travelled by the vehicle. The road properties are indicative of a curvature of the one or more road segments. For each of the one or more road segments, a longitudinal slip limit is determined based on the road properties for the respective road segment. The longitudinal slip limit indicates a maximum allowed longitudinal slip for the at least one wheel in the respective road segment.

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 system comprising processing circuitry configured to: receive a first vehicle operation command defining a first desired operation of an autonomous vehicle; control a primary vehicle system to perform the first desired operation; send a request for testing a secondary vehicle system being a backup of the primary vehicle system; receive an indication that a present traffic situation is suitable for testing the secondary vehicle system; receive a second vehicle operation command defining a second desired operation of the autonomous vehicle; control the secondary vehicle system to perform the second desired operation; receive a third vehicle operation command defining a third desired operation of the autonomous vehicle; and control the primary vehicle system to perform the third desired operation.

Abstract: A vehicle motion management (VMM) system for a heavy-duty vehicle obtains a desired wheel force value of a wheel of the vehicle; determines a torque limit for a first motion support device (MSD) associated with the wheel based on the desired wheel force value; determines a tire model based on a relationship between wheel force and wheel speed of the wheel; determines a desired wheel speed for the first MSD based on the tire model; and determine a torque fill request for a second MSD of the vehicle based on the desired wheel force and on a torque capability of the first MSD. The VMM system determines the torque fill request for the second MSD in dependence of the torque limit for the first MSD in case the operating torque of the first MSD is limited by the torque limit, and determines the torque fill request for the second MSD in dependence of an applied torque status signal in case the operating torque of the first MSD is not limited by the torque limit.

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 vehicle motion management (VMM) system for a heavy-duty vehicle, configured to obtain a desired wheel force value of a wheel of the vehicle; determine a torque limit for a first motion support device (MSD) associated with the wheel based on the desired wheel force value; determine a tire model based on a relationship between wheel force and wheel speed of the wheel; determine a desired wheel speed for the first MSD based on the tire model; and determine a torque fill request for a second MSD of the vehicle based on the desired wheel force and on a torque capability of the first MSD. The VMM system determines the torque fill request for the second MSD in dependence of the torque limit for the first MSD in case the operating torque of the first MSD is limited by the torque limit, and to determine the torque fill request for the second MSD in dependence of an applied torque status signal in case the operating torque of the first MSD is not limited by the torque limit.

Abstract: The invention relates to a control unit for controlling torque applied to a vehicle wheel provided with a tyre, wherein the control unit comprises or is operatively connected to a data storage, which data storage has a stored tyre model for the tyre, wherein, in the tyre model, longitudinal tyre force is represented as at least a function of longitudinal wheel slip, longitudinal wheel slip being dependent on rotational speed of the wheel and velocity of the vehicle. The control unit is configured to correct said function based on a tyre parameter input and to convert a wheel torque request to a wheel rotational speed request based on the corrected function, and to send the wheel rotational speed request to an actuator for providing a rotational speed of the wheel corresponding to said wheel rotational speed request. The invention also relates to a method and to a kit.

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 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.

Abstract: A system and to a method executed in a vehicle control unit for controlling wheel slip of a vehicle, wherein the vehicle comprises at least two wheels driven by at least primary actuator via an open differential. The primary actuator is controlled to rotate at a speed resulting in a slip ?em of the primary actuator. A signed wheel slip limit ?lim is determined by adding a configurable value to the slip ?em of the primary actuator, such that ?lim>?em. The at least two wheels are controlled to rotate at wheel speeds resulting in respective wheel slips ?l, ?r below the signed wheel slip limit ?lim, wherein each one of ?l, ?r and ?em are signed numerical values.

Abstract: A vehicle motion management (VMM) system for a heavy-duty vehicle, configured to obtain a desired wheel force value of a wheel of the vehicle; determine a torque limit for a first motion support device (MSD) associated with the wheel based on the desired wheel force value; determine a tire model based on a relationship between wheel force and wheel speed of the wheel; determine a desired wheel speed for the first MSD based on the tire model; and determine a torque fill request for a second MSD of the vehicle based on the desired wheel force and on a torque capability of the first MSD. The VMM system determines the torque fill request for the second MSD in dependence of the torque limit for the first MSD in case the operating torque of the first MSD is limited by the torque limit, and to determine the torque fill request for the second MSD in dependence of an applied torque status signal in case the operating torque of the first MSD is not limited by the torque limit.

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 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 system and to a method executed in a vehicle control unit for controlling wheel slip of a vehicle, wherein the vehicle comprises at least two wheels driven by at least primary actuator via an open differential. The primary actuator is controlled to rotate at a speed resulting in a slip ?em of the primary actuator. A signed wheel slip limit ?lim is determined by adding a configurable value to the slip ?em of the primary actuator, such that ?lim>?em. The at least two wheels are controlled to rotate at wheel speeds resulting in respective wheel slips ?l, ?r below the signed wheel slip limit ?lim, wherein each one of ?l, ?r and ?em are signed numerical values.