Gothenburg, Sweden
Gothenburg, Sweden

The Volvo Group is a Swedish multinational manufacturing company headquartered in Gothenburg. Its principal activity is the production, distribution and sale of trucks, buses and construction equipment. Volvo also supplies marine and industrial drive systems and financial services. Although the two firms are still often conflated, Volvo Cars, also based in Gothenburg, has been a totally separate company since it was sold off in 1999. The companies still share the Volvo logo and co-operate in running the Volvo Museum.Volvo was established in 1915 as a subsidiary of SKF, the ball bearing manufacturer, however the Volvo Group and Volvo Cars consider themselves to have been officially founded on 14 April 1927, when the first car, the Volvo ÖV 4 series, affectionately known as "Jakob", rolled out of the factory in Hisingen, Gothenburg.Volvo means "I roll" in Latin, conjugated from "volvere", in relation to ball bearings. The brand name Volvo was originally registered as a trademark in May 1911 with the intention to be used for a new series of SKF ball bearings. This idea was only used for a short period and SKF decided to simply use "SKF" as the trademark for all its bearing products.In 1924, Assar Gabrielsson, an SKF sales manager, and engineer Gustav Larson, the two founders, decided to start construction of a Swedish car. Their vision was to build cars that could withstand the rigors of the country's rough roads and cold temperatures.AB Volvo began activities on 10 August 1926. After one year of preparations involving the production of ten prototypes the firm was ready to commence the car-manufacturing business within the SKF group. AB Volvo was introduced at the Stockholm stock exchange in 1935 and SKF then decided to sell its shares in the company. Volvo was delisted from NASDAQ in June 2007, but remains listed on the Stockholm exchange. Wikipedia.

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The present invention relates to a method for controlling an actuator (204) of a vehicle transmission (202), said actuator (204) being connected to an engaging sleeve (206), the engaging sleeve (206) being axially displaceable between a gear wheel disengaging position and a gear wheel engaging position of the vehicle transmission (202) for executing a transmission gear shift, wherein the method comprises the steps of actuating (S1) the actuator during a first predetermined time period (306) for initiating a translational movement of the engaging sleeve (206) from the gear wheel disengaging position towards the gear wheel engaging position, wherein the first predetermined time period (306) is smaller than a total time period (310) for the engaging sleeve (206) to reach the gear wheel engaging position; determining (S2), during a second predetermined time period (308) initiated after the duration of the first predetermined time period (306), if the engaging sleeve (206) has reached the gear wheel engaging position; and actuating (S3) the actuator (204) during a third predetermined time period (312) if it was determined that the engaging sleeve (206) failed to reach the gear wheel engaging position during the second predetermined time period (308). The invention also relates to a corresponding computer program, computer readable medium, control unit, and vehicle transmission.

This method allows piloting a braking system of a vehicle, this braking system comprising at least a pair of coupled brake actuators, that includes a pneumatic actuator supplied with a compressed air tank pressurized by a compressor, and an electric actuator. The method comprises steps consisting in a) measuring the air pressure (P) of the air tank, b) if the air pressure (P) measured at step a) is inferior to a first threshold value (P1), assessing (102) whether the compressor is able to build up the air pressure (P) of the air tank, c) if the result of the assessment performed at step b) is that the compressor is unable to build up the air pressure (P) of the air tank, operating (306, 308) the braking system in a degraded mode wherein at least the electric actuator is used (306, 308) in case of braking (300), and d) if the air pressure measured at step a) is inferior to a second threshold value (P2), that is lower than the first threshold value, and if the compressor is unable to build up the air pressure (P) of the air tank, using (308) only the electric actuator in case of new braking actions (300).

The invention relates to an articulated vehicle having at least two vehicle parts which are connected to and articulated relative to each other. The vehicle comprises a front vehicle part and at least one rear vehicle part arranged behind the front vehicle part with respect to a longitudinal direction of the vehicle. The front vehicle part has a first drive unit comprising at least an electric motor and a first energy storage system; and at least one rear vehicle part has a drive unit comprising at least an electric motor and an energy storage system. Each rear vehicle part comprises an individual electrical system that is galvanically isolated from the front vehicle part and from each other at least under normal driving conditions.

The invention relates to a method for controlling charging of an electric energy storage system (7) in a vehicle (1) comprising an electric machine (3) which is arranged for propulsion of said vehicle (1). The method comprises: initiating said charging upon connection of said energy storage system (7) to an external power supply (11) via a first connector element (9) associated with said vehicle (1) and a second connector element (10) associated with said external power supply (11); and monitoring a contact resistance defined by the connection of said connector elements (9, 10). Furthermore, the method comprises: measuring and calculating the power loss over said connector elements (9, 10) during said charging; and generating an error signal if said power loss is higher than a predetermined threshold value, said error signal being dependent on the magnitude of said power loss. The invention also relates to an arrangement for controlling charging of an electric energy storage system (7) in a vehicle (1).

Volvo | Date: 2017-07-05

The present invention relates to a self-adjusted side fairing assembly including a first side faring, a second side fairing, and biasing members. The first side fairing is adapted to be located at a trailing edge of a body on a lead vehicle. The second side fairing is adapted to be located at an opposing trailing edge of the body on the lead vehicle. The first and second side fairings have self-adjusting directional airflow characteristics in response to windward side and leeward side crosswind characteristics. The first and second side fairings are adapted so that trailing ends of the first and second side fairings pivot outward due to the effect of a high external pressure that is greater than high pressure threshold and generated by windward side crosswind characteristics.

Volvo | Date: 2017-07-26

Disclosed is a hydraulic circuit for construction equipment for controlling to selectively supply a hydraulic oil from a hydraulic pump to a hydraulic cylinder for driving a boom. The hydraulic circuit for construction equipment, according to the present invention, comprises: a hydraulic cylinder driven by a hydraulic oil of a hydraulic pump; a direction control valve installed on the oil passage between the hydraulic pump and the hydraulic cylinder; an operating device installed on the oil passage between a pilot pump and the direction control valve; a center by-pass switching valve installed at the most downstream side of a center by-pass passage of the hydraulic pump; a pressure detection sensor that detects the pressure of a hydraulic oil at the large chamber side of the hydraulic cylinder; a jack-up switching valve installed on the oil passage between the operating device and the center by-pass switching valve; and a flow control valve installed in the spool of the direction control valve.

The magnitude (Y) of a data associated to a journey of an automotive vehicle is expressed by a function (f) of at least one input parameter (x). This method includes at least the steps of:a) defining (101) a first model (f_(t=0)) of the function;b) running (102) the vehicle on a reference trip, the input parameter (x, m, p) and the magnitude (Y) being measured (Y_(M), x_(M)) during or at the end of the reference trip;c) computing (103) a value (Y_(C)) of the magnitude by using the first model (f_(t=0)) of the function (f) and the value of the parameter (x_(M)) measured at step b);d) comparing (104) the values (Y_(M), Y_(C)) of the magnitude at said time; ande) adjusting (105) the function (f_(t=1)) in a way corresponding to the reduction of the difference between the measured value (Y_(M)) and the computed value (Yc). The data is obtained during a reference trip which is an initial part of the journey to the destination. The data may be fuel consumption. In an embodiment, the route to be followed is determined based on the forecasted fuel consumption.

The present invention relates to the field of methods performed by control units for managing energy flows within an energy system of a vehicle. The energy system comprises a plurality of energy subsystems connected by converters. The converter can convert energy of one energy form from one energy subsystem to energy of another energy form of another energy subsystem. At least one energy subsystem comprises an energy buffer. According to the method performed by a control unit vehicle travel route information is collected for a predefined travel route whereby the travel route can be divided in part routes. By estimating an energy consumption over respective part route for each energy buffer an estimated energy buffer price for respective part route can be calculated by the control unit. The estimated energy buffer price can subsequently be used such that energy can be provided between energy subsystems such that the available energy for a part route can be distributed within the energy system of the vehicle in the most efficient way by the control unit and the usage of respective energy buffer can be optimized.

Method to control the acceleration of a motor vehicle from a current speed, wherein said motor vehicle comprises an accelerator pedal system (3, 7, 8, 9, 10) able to generate on the accelerator pedal (3) an added reaction force (R add) when the depression of the accelerator pedal (3) reaches a given depression level. The method comprises the steps of : (a) measuring the current vehicle speed; (b) determining a target speed of the motor vehicle in function at least of the current vehicle speed or determining from the current vehicle speed a maximum acceleration rate; (c) determining at least one threshold depression level ( i) of the accelerator pedal (3) that corresponds to the stabilization of the vehicle speed at the target speed or that corresponds to maximum acceleration rate; (d) generating an added reaction force (R add) on the accelerator pedal (3) if the depression of the accelerator pedal (3) reaches or is about to reach the threshold depression level ( i); wherein at least steps a), b), and c) are automatically repeated as vehicle speed increases.

Agency: European Commission | Branch: H2020 | Program: CSA | Phase: GV-11-2016 | Award Amount: 3.50M | Year: 2017

The FUTURE-RADAR project will support the European Technology Platform ERTRAC (the European Road Transport Research Advisory Council) and the European Green Vehicle Initiative PPP to create and implement the needed research and innovation strategies for a sustainable and competitive European road transport system. Linking all relevant stakeholders FUTURE-RADAR will provide the consensus-based plans and roadmaps addressing the key societal, environmental, economic and technological challenges in areas such as road transport safety, urban mobility, long distance freight transport, automated road transport, global competitiveness and all issues related to energy and environment. FUTURE-RADAR will also facilitate exchange between cities in Europa, Asia and Latin America on urban electric mobility solutions. The FUTURE-RADAR activities include project monitoring, strategic research agendas, international assessments and recommendations for innovation deployment as well as twinning of international projects and comprehensive dissemination and awareness activities. Overall it can be stated that FUTURE-RADAR provides the best opportunity to maintain, strengthen and widen the activities to further develop the multi-stakeholder road transport research area, for the high-quality research of societal and industrial relevance in Europe.

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