Volvo Trucks Patente

A fuel consumption optimization system (10) including a control unit (60) configured to operate a power unit (20) in a first measurement phase including activation of a first combustion chamber (28) and deactivation of a second combustion chamber (28) and a second measurement phase including deactivation of the first combustion chamber and activation of the second combustion chamber; a measurement unit (80) configured to determine a first measurement corresponding to the first combustion chamber and a second measurement corresponding to the second combustion chamber; and wherein the control unit is configured to operate the power unit in an optimization phase including operation of one or more of the first combustion chamber in correlation with one or more of the first measurement and the second measurement and the second combustion chamber in correlation with one or more of the first measurement and the second measurement.

The present disclosure relates to a powertrain system (10) for a vehicle (1), the powertrain system comprising an internal combustion engine (20) operable on a gaseous fuel; a gaseous fuel tank system (17) having a set of gaseous fuel tanks (17a to 17n) for storing pressurized gaseous fuel, the gaseous fuel tank system being configured to be in fluid communication with the engine; a compressor assembly (8) for pressurizing gaseous fuel, wherein the powertrain system is operable in a first powertrain operational mode where gaseous fuel is supplied from at least one of the gaseous fuel tanks to the engine in a non-operational mode of the compressor assembly, and in a second powertrain operational mode where gaseous fuel from at least one of the gaseous fuel tanks is pressurized by the compressor assembly in an operational mode of the compressor assembly and supplied to the engine; a controller (80) configured to predict an expected operational change of the powertrain system based on route information describing at least one route segment (224) for an intended route of the vehicle, determine to control the compressor assembly based on the predicted expected operational change.

A support system (30) of a wiper mechanism (15) for a curved windscreen (10) of a vehicle (1) comprising a first linkage part (35) and rotating to generate a wiping movement of a wiper arm (80), a second linkage part (55) coupled to the first linkage part and rotating in relation to the first linkage part. The wiper arm is coupled to the second linkage part, supports a wiper (125) and rotates in relation to the second linkage part. The support system comprises an elastically deformable element (110), coupled to the first linkage part and the second linkage part. The elastically deformable element applies a first torque rotating the second linkage part with respect to the first linkage part, when the wiper of the wiper mechanism is on a curved surface portion (25) of the windscreen, otherwise there is no rotation on a flat surface portion (20) of the windscreen.

A computer system comprising processing circuitry is provided. The computer system is configured to: obtain a chassis voltage (V1) between a first traction voltage pole (A) and a chassis (P) of a vehicle (1); obtain a scheduled switching time (Ts) to switch from the first traction voltage pole (A) to the second traction voltage pole (B) in order to measure the chassis voltage (V2) between the second traction voltage pole (B) and the chassis (P) of the vehicle (1); determine a disturbance on the first or second voltage pole; adjust the scheduled switching time (Ts) and/or a corrective algorithm; and obtain a chassis voltage (V2) between the second traction voltage pole (B) and the chassis (P) of the vehicle (1) based on the adjusted scheduled switching time (Ts) and/or the corrective algorithm.

The disclosure relates to a battery module assembly (1) for a battery pack (100), the battery module assembly (1) comprising at least two battery modules (BM1-BM3) arranged on top of each other in the height direction (H) with a first battery module (BM1) adjacently arranged on top of a second battery module (BM2). The disclosure further relates to a battery pack (100) and to a vehicle (200).

A battery housing (100) for a vehicle, the battery housing comprising: a plurality of battery cells (102) arranged in at least one row, each battery cell comprising a vent (104) arranged on a top side of the battery cell and configured to release gas and particles; a venting channel (106) running circumferentially around the plurality of battery cells, the venting channel being closed in a first end (108), forming a first portion (110) of the venting channel adjacent to the first end, and having an opening (112) in a second end (114), forming a second portion (116) of the venting channel on an opposite side of the battery cells from the first portion of the venting channel, to enable unidirectional flow of gas in the venting channel; a top structure (118) dividing the battery cells into compartments (120), each compartment being open towards the first portion of the circumferential venting channel and closed towards the second portion of the circumferential venting channel; and a plurality of particle trapping structures (122a-b) arranged in the venting channel, the particle trapping structures being configured to trap particles in a gas flow comprising gas and particles.

The disclosure relates to a battery pack (1) comprising: - a plurality of battery cell stacks (BS11, BS12, BS21, BS22), each one comprising a plurality of battery cells (2) arranged along a longitudinal direction (L), the plurality of battery cell stacks (BS11, BS12, BS21, BS22) comprising a first primary battery cell stack (BS11) and a second primary battery cell stack (BS21), - a housing structure (3) accommodating the plurality of battery cell stacks (BS11, BS12, BS21, BS22), the housing structure (3) comprising a first side wall (31), a second side wall (32), a first base plate (33), a second base plate (34) and a partition wall (35). The disclosure also relates to a vehicle (100) and a method for assembling a battery pack (1).

A cell swelling compensator for a battery unit, comprising one or more resilient elements adapted to be arranged between a first cell stack and a structure of the battery unit such that said cell swelling compensator is arranged between the first cell stack and the structure for exerting a force onto first cell stack for compensating for cell swelling in the first cell stack.

A method for controlling a motor comprising a stator and permanent magnets, the method comprising following steps: providing (S17) input data, calculating (S19) a calculated magnetic flux of the motor, the calculated magnetic flux being calculated based on an initial voltage and an actual current, currently applied to the motor, computing (S21) a new current reference based on the calculated magnetic flux and the input data, and applying (S23) a new voltage to the motor based on the new current reference so that the actual current applied to the motor reaches the new current reference.

The invention relates to a curtain airbag system (11) comprising a curtain airbag (17) and an airbag support (19).The curtain airbag (17) is configured to be inflated between a folded configuration, in which it does not cover a door arrangement (7), and a deployed configuration, in which it covers at least partially the door arrangement (7). It comprises a first airbag portion, configured to cover at least partially the door arrangement (7) when the curtain airbag (17) is in the deployed configuration, and a second airbag portion, configured to cover a display screen (9) when the curtain airbag (17) is in the deployed configuration.The airbag support (19) is configured to store the curtain airbag (17) when in the folded configuration.

A computer system and computer-implemented method for determining a control input for a vehicle combination comprising a tractor unit and at least one trailing unit are disclosed. The computer system comprises processing circuitry configured to: acquire parameters of a manoeuvre to be performed by the vehicle combination; determine an objective for the manoeuvre based on the acquired parameters of the manoeuvre, the objective including one or more of reducing a swept path of the vehicle combination, reducing off-tracking of the vehicle combination, and reducing rearward amplification of the vehicle combination; acquire a plurality of cost functions for motion of the vehicle combination; select one the plurality of cost functions based on the determined obj ective for the manoeuvre; and determine one or more control inputs for the vehicle combination to perform the manoeuvre using the selected cost function.

A method for handling braking of a combination vehicle (i.e., a towing vehicle and at least one trailer) includes vehicle-specific dynamic updating and implementation of a brake pedal position deceleration map, including utilization of brake pedal position information and vehicle motion information in conjunction with a brake pedal position deceleration map to trigger braking, determining an error in actual deceleration relative to a target deceleration is determined, checking whether compensation for the determined error would be limited by a trailer brake saturation limit, determining an adjustment of brake pedal position to correct deceleration when the determined error is limited by the trailer brake saturation limit, classifying the adjustment into one or more predefined correction categories, updating the brake pedal position deceleration map when the classified adjustment indicates remapping is needed, and utilizing the updated map in actuating brakes of the vehicle. A combination vehicle including a processor configured to perform the method, and a computer-readable storage medium, are further provided.

A control unit for managing loading impact in a heavy-duty vehicle equipped with an air compressor and a pneumatic suspension system comprising air springs wherein the control unit is configured to: obtain loading site data for one or more loading sites, wherein the loading site data comprises a location identifier indicating a loading site area associated with each loading site; obtain a current location identifier of the vehicle; compare the current location identifier to the loading site data to determine whether the vehicle is within a loading site area or not; and boost air pressure in the air springs, in response to the vehicle being within a loading site area, by activating an air compressor, wherein activating the air compressor supplies compressed air to the air springs to ensure a specified air pressure prior to loading impact.

A method for handling brake factor of a combination vehicle (i.e., a towing vehicle and at least one trailer) includes sensing a condition indicative of air volume at trailer wheel ends, estimating an air volume for the trailer wheel ends, generating a predicted brake torque factor for the trailer(s) with a trained machine learning model utilizing the estimated air volume, and reconfiguring an electronic control unit of the combination vehicle with the predicted brake torque factor. A corresponding system for handling brake factor of a combination vehicle includes one or more sensors, a processing module, and a control module. The processing module estimates an air volume for trailer wheel ends, and generates a predicted brake torque factor for the trailer(s) with a trained machine learning model. The control module is arranged to reconfigure an ECU of the combination vehicle with the predicted brake torque factor.

The present disclosure relates to a computer system (600) for enabling a vehicle (100) to become ready to drive. The computer system (600) comprising processing circuitry (602) configured to:- obtain a first image of an outside of the vehicle (100);- identify the vehicle (100) in the first image;- obtain vehicle information;- determine current dimensions of the vehicle (100);- compare the current dimensions with allowed dimensions;- when a result of the comparison indicates that the current dimensions are out of bounds, check the first image to determine if the vehicle (100) comprises an exceptional convoy sign;- when the current dimensions are out of bounds and the vehicle (100) does not comprise the exceptional convoy sign, provide information indicating that the current dimensions are out of bounds; and to- initiate a protection strategy in the vehicle (100).

A computer system (400) is provided, including processing circuitry (410) configured to: receive angular velocity data indicative of roll and pitch angular velocities (θ̇, ω̇)) of a leaf spring-suspended bogie of a heavy-duty vehicle; receive deflection data indicative of deflection (d) of leaf springs of the bogie, and detect a failure of at least one leaf spring used to suspend the bogie based on the received angular velocity data and deflection data. In some examples, deflection is indicative of leaf spring failure only if angular velocity data indicates that the bogie is stable and not moving due to e.g. uneven road conditions or undulating road profiles. A corresponding vehicle, computer-implemented method, computer program product and computer-readable storage medium are also provided.

The invention provides for a bracket (22) for connecting a cabin (13) to a chassis (11) of a heavy-duty vehicle (10), wherein the bracket (22) comprises a main plate (24) having a cabin attachment portion (26) for connecting to the cabin (13) and a chassis attachment portion (28) for connecting to the chassis (13), wherein the main plate (24) of the bracket (22) comprises an embossment (42) which is embossed perpendicularly to the main plate (24), which is located between the cabin attachment portion (26) and the chassis attachment portion (18) of the main plate (30), and which extends along an embossment line (42L) from or proximate from a rear edge (32, 36) of the bracket (22), towards a front edge (30, 34) of the bracket (22). The invention also provides for a heavy-duty vehicle equipped with such bracket for connecting a cabin (13) to a chassis (11).

A computer-implemented method for detecting risk of upcoming tip-over for a vehicle is disclosed. The method comprises acquiring (by processing circuitry of a computer system) normal force(s) of the vehicle, comprising a rear wheel normal force, and detecting (by the processing circuitry) risk of upcoming tip-over responsive to the normal force(s) fulfilling a normal force condition. The method may also comprise acquiring a pitch angle of the vehicle, and detecting the risk of upcoming tip-over may be further responsive to the pitch angle fulfilling a pitch angle condition. The method may also comprise causing a tip-over mitigation action to be performed responsive to detection of the risk of upcoming tip-over. The normal force condition may vary dynamically (e.g., based on load mass, load position, ground surface banking, vehicle width, oscillation of lifted load, etc.). Corresponding computer system, vehicle, computer program product, and non-transitory computer-readable storage medium are also disclosed.

The present disclosure relates to a computer system comprising processing circuitry configured to control charging of a high-voltage energy storage system of a vehicle in response to a mean value of a maximum allowable charge levels for downhill slopes having a probability factor comprised in a first set of probability factors.

The present disclosure relates to a computer system for enabling authentication and authorization of charging an at least partly electrically driven vehicle (100). The computer system comprises processing circuitry configured to:- determine if at least one charging station (103) associated with the vehicle supports a PnC (plug and charge) feature for authentication and authorization of charging of the vehicle (100);- when the at least one charging station (103) supports the PnC feature, determine that the vehicle (100) comprises one or more than one charging certificate that is compatible with the at least one charging station (103) supporting the PnC feature;- determine a possibility of success for each pair of charging station (103) and charging certificate when the vehicle (100); and to- select the pair having the highest possibility of success to be used for charging the vehicle (100).

A coolant manifold (100) connectable to a cooling system (102) of an electrical energy storage pack (104), the coolant manifold comprising: a coolant channel (110) comprising a main channel (112) and a set of distribution channels (114) fluidly connected with the main channel (112) and configured to be fluidly connected with the cooling system (102), a container (116) configured to hold the coolant channel, the container comprising a base (118) configured to hold the main channel (112), and a set of extensions (120) from the base (118) configured to hold the distribution channels (114) of the coolant channel (110), the extensions each having an end opening (122) opposite from the base; a lid (126) configured to cover an opening (124) of at least the base (118) of the container (116); a set of end caps (130) configured to seal the end openings (122) of the extensions (120) of the container (116), and to partly overlap with the lid, and a sealant that at least partly fills a space inside the container (116).

A computer system (600) comprising processing circuitry (602) configured to select a route out of a set of routes (2) for a vehicle (1) to follow is provided. The processing circuitry (602) is configured to obtain a level of difficulty of the set of routes (2). The level of difficulty is classified based on characteristics of the vehicle (1). The processing circuitry (602) is configured to obtain a current skill level of an entity controlling the vehicle (1). The processing circuitry (602) is configured to, based on the level of difficulty and the current skill level of the entity, select a route of the set of routes (2) for the vehicle (1) to travel such that the current skill level of the entity is sufficient for operating the vehicle (1) with respect to the classified level of difficulty of the selected route.

An electric powertrain (200) for a vehicle, comprising an electric machine (10), a transmission (220), and at least one drive shaft (90L), the transmission comprising: - first and second planetary gear systems (250, 260), wherein at least one of a second sun gear (261) and a second ring gear (264) is rotationally connected or connectable to a first planet gear carrier (252), - a primary reduction gear set (230) drivingly connecting the electric machine to the first planetary gear system, one of the first and second planetary gear systems (250) being shiftable to any one of two reducing gear states, and the other one of the first and second planetary gear systems (260) being shiftable to any one of a gear state with a direct gear ratio and a reducing gear state, a primary reduction gearwheel (232) and the planetary gear systems being coaxial with the drive shaft.

A computer system (800) comprising processing circuitry (802) configured to assist in operating a vehicle (1) is provided. The processing circuitry (802) is configured to obtain characteristics indicative of physical attributes and/or capabilities of the vehicle (1). The processing circuitry (802) is configured to determine a maneuver to be performed by the vehicle (1). The processing circuitry (802) is configured to, based on the characteristics of the vehicle (1), identify one or more conditions (2) for the maneuver to be achievable. The processing circuitry (802) is configured to issue conditional information indicating at least one of the one or more conditions (2) to at least one an entity controlling the vehicle (1).

A method for providing sound reduction of a vehicle component being a sound emitting source (12, 22, 122), the method comprising: providing (S10) a first sound insulation module (110) composed of a first material (M1) and having a first thickness (Th1) for achieving a first sound-reducing capability with regards to sound level (dB) and frequency (Hz) of the emitted sound, and a second sound insulation module (112) composed of a second material (M2) and a having second thickness (Th2) for achieving a second sound-reducing capability with regards to sound level (dB) and frequency (Hz) of the emitted sound; attaching (S40) the first and second sound insulation modules (110, 112) onto the attachment structure (105) of the carrier (101) such that a first portion (101a) of the carrier (101) is provided with the first sound insulation module (110) and a second portion (101b) of the carrier (101) is provided with the second sound insulation module (112).

A computer-implemented method for estimating bank angle as experienced by a wheel of a vehicle is disclosed. The method comprises acquiring acceleration measurements from a wheel mounted sensor of the wheel, and estimating the bank angle as experienced by the wheel based on a gravitational component of the acquired acceleration measurements. The acquired acceleration measurements may indicate acceleration in one or more of: a radial dimension of the wheel, a tangential dimension of the wheel, and a lateral dimension of the wheel. Estimating the bank angle as experienced by the wheel may comprise extracting an amplitude of the gravitational component of the acquired acceleration measurements by filtering the acquired acceleration measurements subject to an oscillation caused by rotation of the wheel, and estimating the bank angle as experienced by the wheel based on the extracted amplitude. Corresponding computer system, vehicle, computer program product, and non-transitory computer-readable storage medium are also disclosed.

The disclosure relates to computer system (400) comprising processing circuitry (402) configured to: - obtain vehicle combination load information of at least one of a vehicle (2) and a trailer (3) of a vehicle combination, the vehicle (2) and the trailer (3) being connected to each other; and - determine a type of connection between the vehicle (2) and the trailer (3) based on said vehicle combination load information. The disclosure further relates to a computer-implemented method and a vehicle (2).

The invention relates to a headlamp assembly (1) for a vehicle, comprising: - a housing (2) including a bonding groove provided with at least one inner wall, - a lens (3) to be assembled to the housing (2) by means of an assembly end of the lens (3) placed in a bonding element (6) located in the bonding groove (4), wherein the headlamp assembly (1) further comprises: - a housing bonding element removal system (5), positioned on at least one inner wall of the bonding groove, and - a disassembly system comprising at least one disassembly element (8) on the housing (2), the disassembly element (8) being movable towards the lens (3) and capable of disassembling the lens (3) from the housing (2) by pressing against the lens (3) when moved.

A computer system and computer-implemented method for estimating lateral slip losses in a vehicle performing a manoeuvre are provided. The computer system comprises processing circuitry configured to acquire a lateral slip resistance coefficient for the vehicle, acquire parameters of the manoeuvre to be performed by the vehicle, including a vehicle speed, a vertical force on one or more axles of the vehicle, and a turning radius, and estimate lateral slip losses for the vehicle based on the acquired lateral slip resistance coefficient and the acquired parameters of the manoeuvre.

A computer system for determining steering angles for steered axles of a trailing unit of a vehicle combination. The computer system comprises processing circuitry configured to express (302) a cost associated with lateral slip losses of the trailing unit as a function of a first steering angle of a frontmost axle of the trailing unit and a second steering angle of a rearmost axle of the trailing unit and determine (304) a value for the first steering angle and a value for the second steering angle such that the cost is below a threshold, wherein the first steering angle and the second steering angle enable the trailing unit to travel a curve of a given turning radius.

The present disclosure relates to a brake disc arrangement, comprising a core having a first and a second angled wall portion arranged radially outside an intermediate wall portion to at least partly define a connecting air flow channel, the first angled wall portion extends in the radial direction and in a first direction along the circumference, and the second angled wall portion extends in the radial direction and in a second direction along the circumference, wherein the first direction along the circumference is an opposite direction compared to the second direction along the circumference.

A computer system comprising processing circuitry is provided. The processing circuitry is configured to obtain amplitude values of electrical current (70) from at least one energy storage system (40) of a vehicle (10), determine a rate of change of the current (72) at least based on said values of electrical current (70), obtain vehicle data (50), obtain reference data (71) based on said vehicle data (50), determine load characterization data (74) based on the determined current rate change (72) and the reference data (50), and control the opening of a switching device (35) of the energy storage system (40) based on said determined load characterization data (74).

The invention concerns a fuel supply system (1) for supplying high-pressure gaseous hydrogen fuel to an internal combustion engine (10), the system (1) comprising: a hydrogen fuel tank arrangement (2, 3) and a fuel delivery line (4) arranged to deliver gaseous hydrogen from the hydrogen fuel tank arrangement (2, 3) to the internal combustion engine (10), wherein the hydrogen fuel tank arrangement comprises at least one gas-phase tank (2) configured to contain high-pressure gas-phase hydrogen and at least one liquid tank (3) configured to contain liquid hydrogen, wherein a controllable heater (5, 6) is arranged in association with the at least one liquid tank (3) so as to heat and vaporize the liquid hydrogen when activating the heater (5, 6), wherein the system (1) is configured to direct the heated and vaporized hydrogen into the fuel delivery line (4) as a complement or alternative to hydrogen gas directed into the fuel delivery line (4) from the gas-phase tank (2).

A computer system (900) comprising processing circuitry (902) configured to estimate an effective wheelbase (30) of a vehicle unit (100) is provided. The effective wheelbase (30) of the vehicle unit (100) is a distance between a first position (10c) of a first coupling point or a first axle group (1) of the vehicle unit (100), to a second position (20c) of a second axle group (2) of the vehicle unit (100). The processing circuitry (902) is configured to obtain multiple candidate estimations of the effective wheelbase (30). The multiple candidate estimations have been estimated using different estimation models. The processing circuitry (902) is configured to estimate the effective wheelbase (30) based on the multiple candidate estimations.

The invention relates to an internal latch (44) for internally latching a door (22) of a vehicle (10) with respect to a cabin abutment member (38) of the vehicle, comprising: - a base (50) which is configured for attachment to an internal side of the door (22); - a clasp assembly (52) comprising a clasp (54), where the clasp (54) exhibits, with respect to the base (50), a storage position and a latching position, and where the clasp assembly (52) is attached to the base (50) by a deployment linkage (56) allowing the clasp assembly (52) to deploy from a retracted position, when the clasp (54) is in the storage position, to a deployed position, when the clasp (54) is in the latching position, according to a deployment movement; wherein the base (50), the clasp assembly (52) and the deployment linkage (56) form an articulated polygon.

A flywheel arrangement (1) for an engine (5) of a vehicle (3), comprising:- a flywheel configured to be connected to a crankshaft of the engine for common rotation around a center axis,- at least one pendulum weight arranged between the center axis and a radially peripheral surface of the flywheel, the at least one pendulum weight being movable with respect to the flywheel along a predetermined pendulum path,- a ring member positioned radially outside of the at least one pendulum weight, the ring member being connected for common rotation with the flywheel around the center axis,- at least one pair of cooperating bearing surfaces, each pair of cooperating bearing surfaces comprising an outer bearing surface provided on the ring member and an inner bearing surface provided on the at least one pendulum weight, the at least one pair of cooperating bearing surfaces together defining the predetermined pendulum path.

An electrical machine system (10), comprising: an electrically excited synchronous machine (20) comprising a stator (220) having a plurality of stator windings (222), and a rotor (230) having a plurality of rotor windings (236), a transformer (240) comprising a stationary primary winding (242) and a secondary winding (244) arranged on the rotor (230); wherein the electrically excited synchronous machine (20) further comprises a voltage pulse width modulator (246) configured to receive a control signal (|v|*) used to control the field currents of the rotor windings (236); wherein the electrical machine system (10) further comprises an inverter (30) connected to the stator (220) and configured to supply phase currents (ia, ib, ic) to the stator windings (222); and wherein the inverter (30) is further configured to provide the control signal (|v|*) to the voltage pulse width modulator (246).

A method for controlling a powertrain (7) of a vehicle (1), the powertrain comprising a device (11) for converting energy for driving wheels (4), an engine (15), configured for providing energy to the device, a kinetic energy recovery system (17) switching between a suppling configuration in which the kinetic energy recovery system provides energy and a charging configuration in which the kinetic energy recovery system is charged. The powertrain switches between a regenerative configuration in which the kinetic energy recovery system is in the charging configuration and the device is powered by the engine, and a powered configuration in which the kinetic energy recovery system is in the supplying configuration. The method comprises at least one regeneration-power cycle, comprising the steps of controlling the powertrain in the regenerative configuration, switching the powertrain from the regenerative configuration to the powered configuration; and controlling the powertrain in the powered configuration.

A computer system (100; 800) for privilege-based battery pack data transmission, the computer system (100; 800) comprising processing circuitry (102; 802) configured to authenticate a portable client device (10) in response to said portable client device (10) being within an identifiable distance (d) of a battery pack (20); based on the authentication, obtain a privilege level (12) of the portable client device (10), wherein the obtained privilege level (12) indicates battery pack data (30) allowed to be transmitted from the battery pack (20) to the portable client device (10); and cause wireless transmission of said battery pack data (30) from the battery pack (20) to the portable client device (10) based on the obtained privilege level (12).

A vehicle includes an imaging system including a first camera and a second camera in a housing mounted to the vehicle, and a processing circuit that uses a first calibration information obtained from a calibration of the first camera to generate a second calibration information to calibrate the second camera. The first calibration information identifies a first position difference between a position of the first camera and a reference position, and also identifies a first orientation difference between an orientation of the first camera and a reference orientation. The second calibration information includes a second position difference between the second camera and the reference position, and a second orientation difference between the second camera and the reference orientation. Generating the second calibration information includes combining the first calibration information with translation information providing a position difference and an orientation difference between the first camera and the second camera.