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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Patent
Volvo | Date: 2017-04-26

The invention is related to a vehicle with a drivers cab (10) comprising a driver seat unit (17) with a vertically suspended floor structure (17a) including means for steering control (15), means for speed control and a drivers seat (13). According to the invention, the cab (10) is provided with a locking mechanism for preventing the floor structure (17a) from moving vertically in relation to the cab (10) when the vehicle is immobile.


Patent
Volvo | Date: 2017-04-05

The invention relates to a turbocompound unit for converting energy of an exhaust gas from an internal combustion engine (10) to torque increase of a crankshaft (30) of the internal combustion engine (10). The turbocompound unit comprises a turbine arrangement (105) and means (106) configured to operatively connecting the turbine arrangement (105) to the crankshaft (30) via a hydrodynamic coupling (110) and freewheeling means (120). The turbocompound unit (100) further comprises brake means (130), wherein the brake means (130) and the freewheeling means (120) are located on an opposite side of the hydrodynamic coupling (110) in relation to the turbine arrangement (105).


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 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).


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: GV-02-2016 | Award Amount: 9.56M | Year: 2016

The UPGRADE project aims to support the transition to a high efficient, cleaner and affordable powertrain technology systems, based on Spark Ignited GDI (Gasoline Direct Injection) approach, suitable for future Light Duty applications. The project also includes a deep analysis of the phenomenon of the formation of the nanoparticles in relationship to the engine design and its operating conditions and, with regard to the after-treatment solutions, the study and development of new Gasoline Particulate Filter (GPF) technologies. To increase the engine efficiency under Real Driving conditions, the following steps will be carried out: - address stoichiometric combustion approach on the small size engine and lean-burn combustion approach on the medium size one - study and develop the best combinations of technologies, including advanced VVA/VVT capabilities, advanced boosting system (including electrically assisted booster operations), EGR (Exhaust Gas Recirculation) and thermal management systems - Explore and implement advanced fuel injection (direct) and ignition system supported by new dedicated control strategies that will be integrated in the ECU (Engine Control Unit) software. In order to demonstrate the call overall targets (15% improvement on CO2 emissions based on the WLTP cycle and compliancy with post Euro 6 RDE standards) the project will see the realization of two full demonstrator vehicles: one B-segment vehicle, equipped with the small downsized stoichiometric engine, and one D/E vehicle equipped with the medium size lean-burn engine. The vehicle will be fully calibrated and assessed by independent testing, according to on road test procedures, using the available best representative PEMS (Portable Emission Measurement System) technology and considering also PN measurement below 23 nm diameter.


Grant
Agency: European Commission | Branch: H2020 | Program: IA | Phase: GV-03-2016 | Award Amount: 10.11M | Year: 2016

The ORCA Project proposal addresses topic GV-03-2016, of the Transport Work Programme. The work proposed will, in a single coordinated project, address all the aspects of the domain 2 For pure and plug-in hybrids, power-train system integration and optimisation through the re-use of waste heat, advanced control, downsizing of ICEs, innovative transmissions and the integration of electronic components regarding Heavy Duty Vehicles. The activity proposed will be conducted by an 11-member consortium from 7 different European Members States representing all requested competencies in the field of powertrain optimization for Heavy Duty vehicles. The consortium comprises OEMs with IVECO-ALTRA, CRF and VOLVO (also members of EUCAR, suppliers VALEO, BOSCH, JOHNSON MATTHEY and JSR MICRO (CLEPA), leading Engineering and Technology Companies/organizations and Universities with TNO, FRAUNHOFER, and VUB (EARPA). The majority are also active members of ERTRAC and EGVIA. The overall objectives of the ORCA project are: Reduce the TCO to the same diesel vehicle TCO level, targeting over 10% system cost premium reduction compared to actual IVECO hybrid bus and VOLVO conventional truck with the same performances, same functionalities and operative cost, and also targeting up to 10% rechargeable energy storage (RES) lifetime/energy throughput improvement. Improve the hybrid powertrain efficiency up to 5% compared to actual IVECO hybrid bus and conventional truck through optimized RES selection & sizing and by improving the energy and ICE management. Reduce the fuel consumption by 40% compared to an equivalent conventional HD vehicle (bus & truck). Downsize the ICE by at least 50% compared to actual IVECO hybrid bus and VOLVO conventional truck. Improve the electric range from 10km to 30km by adding the PHEV capabilities and optimising the RES capacity. Case study assessment to replace a diesel engine by a CNG engine for future heavy-duty vehicles.


Grant
Agency: European Commission | Branch: H2020 | Program: IA | Phase: GV-6-2015 | Award Amount: 9.95M | Year: 2016

Fuel economy is a key aspect to reduce operating costs and improve efficiency of freight traffic, thus increasing truck competitiveness. The main objective of the IMPERIUM project (IMplementation of Powertrain Control for Economic and Clean Real driving EmIssion and ConsUMption) is to achieve fuel consumption reduction by 20% (diesel and urea) whilst keeping the vehicle within the legal limits for pollutant emissions. The approach relies on three stages targeting the improvement of the control strategy: * Direct optimisation of the control of the main components (engine, exhaust after-treatment, transmission, waste heat recovery, e-drive) to maximize their performances. * Global powertrain energy manager to coordinate the different energy sources and optimize their use depending on the current driving situation. * Providing a more comprehensive understanding of the mission (eHorizon, mission-based learning) such that the different energy sources can be planned and optimized on a long term. The IMPERIUM consortium consist of major European actors and is able to provide a 100% European value chain for the development of future powertrain control strategies for trucks.


Grant
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.


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: NMBP-08-2016 | Award Amount: 9.02M | Year: 2016

6 of the European carmakers (DAIMLER, VW, TME, CRF, VOLVO, Opel), under the coordination of EUCAR, have joined forces to commonly address the high cost issue of innovations in vehicle lightweighting, having identified it as the major bottleneck towards their implementation in vehicle series and mass production. The AffordabLe LIghtweight Automobiles AlliaNCE (ALLIANCE) has the ambition to develop novel advanced materials (steel, aluminium, hybrid) and production technologies, aiming at an average 25% weight reduction over 100k units/year, at costs of <3 /kg. Additionally, ALLIANCE will develop a mass-optimizer software tool and a multi-parameter design optimisation methodology and process, aiming at an accelerated pre-assessment of technologies over existing designs in a holistic framework. ALLIANCE will work on 8 different demonstrators of real vehicle models, 6 of which will be physically tested, aiming at market application by OEMs within 6 years from project end (in 2025). A transferability and scalability methodology will also be developed for results replication across other vehicle components and models in other segments. ALLIANCE aims at becoming a central hub for innovation in lightweight design in Europe. To do so, it will establish an open inclusive framework towards external centres and clusters in this field, involving them in ALLIANCE development through an open lightweight design contest and dedicated workshops.

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