Heavy wheeled vehicle and a method of integrating a sensor assembly into a heavy wheeled vehicle

Abstract

A heavy wheeled vehicle (2) comprising a front section (2’) is disclosed. The front section (2’) comprises two A-pillars (3, 3’) and a windshield (4) arranged between the two A-pillars (3, 3’), and a structural body element (5) connecting the two A-pillars (3, 3’). The vehicle (2) further comprises an instrument panel module (6), an occupant protection system (7), a sensor assembly (8) comprising one or more sensor units (s1, s2, s3) each operable to trigger the occupant protection system (7). The sensor assembly (8) is integrated into the instrument panel module (6). The instrument panel module (6) is mounted to the structural body element (5) such that at least a number of sensor units (s1, s2, s3) of the one or more sensor units (s1, s2, s3) is / are superimposed with the structural body element (5) as seen along a forward moving direction (fd) of the vehicle (2). The present disclosure further relates to a method (100) of integrating a sensor assembly (8) into a heavy wheeled vehicle (2)

Description

The present disclosure relates to a heavy wheeled vehicle comprises an occupant protection system and a sensor assembly operable to trigger the occupant protection system. The present disclosure further relates to a method of integrating a sensor assembly into a heavy wheeled vehicle.BACKGROUNDModern heavy wheeled vehicles typically comprise an occupant protection system, also known as a supplemental restraint system (SRS), which is operable to be triggered by a sensor assembly arranged in the vehicle. These occupant protection systems are designed to enhance occupant safety during collisions by deploying devices such as airbags, seat belt pretensioners, and curtain airbags. The sensor assembly plays an important role in detecting impact conditions and triggering appropriate components of the occupant protection system.Airbags deploy to cushion occupants from hard surfaces within the cab, reducing the likelihood of severe injuries. Curtain airbags can provide protection by covering side windows and shielding occupants from lateral impacts or intruding objects. Seat belt pretensioners are operable to tighten a seat belt to secure an occupant firmly in place during a collision, which can minimise movement and reduce the risk of injury. Signals from the sensor assembly are usually processed by an electronic control unit (ECU), which determines whether to trigger deployment of one or more components of the occupant protection system.In many cases, the sensor assembly is positioned centrally within a cab of the vehicle to a structural member of the cab, along with the ECU. This placement can provide a costefficient solution, wherein the structural member can transmit acceleration signals to the sensor assembly allowing the sensor assembly to detect an impact. However, this configuration can also introduce limitations. For example, collisions with a small overlap between a front section of the vehicle and an external object may result in weak signals being detected, potentially leading to ambiguous or delayed triggering of the occupant protection system.One problem is that the sensor assembly may not detect sufficiently strong acceleration signals in certain impact scenarios, such as low-speed collisions or impacts occurring in areas with weaker structural integrity. In such situations, the occupant protection system may not be triggered, even though deploying one or more components of the occupant protection system, such as seat belt pretensioners or curtain airbags, could be beneficial. Additionally, relying on strong signals for activation may delay deployment in some collision scenarios, which can affect the overall effectiveness of the occupant protection system.Another potential limitation is the lack of flexibility in determining which components of the occupant protection system should be deployed in specific scenarios. For example, in lowerseverity impacts, it may be preferable to activate only the seat belt pretensioners, while in higher-severity impacts, an escalating strategy involving the deployment of airbags, including curtain airbags, may be desirable. Current systems may not always provide the flexibility to make such distinctions in an accurate manner, which can reduce their adaptability in varying collision scenarios.Moreover, the integration of occupant protection systems and sensor assemblies into heavy wheeled vehicles can also pose problems because these vehicles are often manufactured in multiple variants. Variants can differ in cab size, structural configuration, and intended use. Integrating the sensor assembly into these different vehicle variants may require extensive calibration to ensure proper functionality, which can be both time-consuming and costly. As a result, the manufacturing process may become more complex, and the introduction of occupant protection systems in new vehicle models and variants can be delayed.Additionally, the development of software for the occupant protection system can become increasingly complex due to the variations in cab size, structural configuration, and intended use among different vehicle variants. This can further increase the time and cost associated with integrating occupant protection systems into new vehicle models and variants. These differences can affect the ability of the sensor assembly to detect impact signals, particularly in weaker structural areas or low-speed collisions. The software may need to compensate for these physical limitations by adapting to variations in signal strength and characteristics, which can introduce trade-offs in performance. For instance, the software might struggle to consistently distinguish between scenarios where deployment of the occupant protection system is needed and those where it is not. This could result in outcomes such as unnecessary activation of seat belt pretensioners or airbags, or failure to deploy them when they could enhance occupant safety.In summary, while occupant protection systems and sensor assemblies can provide significant safety benefits, their integration into heavy wheeled vehicles may face problems. These problems can include difficulties in detecting weak signals, delays in activation, limited flexibility in selecting specific system components for deployment, and the potential for high costs and lengthy calibration processes when adapting the systems for different vehicle variants.SUMMARYIt is an object of the present invention to overcome, or at least alleviate, at least some of the above-mentioned problems and drawbacks. The object is achieved by the subject-matter of the appended independent claim(s).According to a first aspect of the present disclosure, the object is achieved by a heavy wheeled vehicle comprising a front section. The front section comprises two A-pillars a windshield arranged between the two A-pillars, and a structural body element connecting the two A-pillars, wherein the structural body element is arranged below the windshield in relation to a vertical direction of the vehicle. The vehicle further comprises an instrument panel module, an occupant protection system, and a sensor assembly comprising one or more sensor units each operable to trigger the occupant protection system. The sensor assembly is integrated into the instrument panel module, wherein the instrument panel module is mounted to the structural body element such that at least a number of sensor units of the one or more sensor units is / are superimposed with the structural body element as seen along a forward moving direction of the vehicle.Thereby, a vehicle is provided having conditions for being manufactured and assembled in a cost-efficient manner, while ensuring robust functionality of the occupant protection system. This is because the sensor assembly is integrated into the instrument panel module, wherein the instrument panel module is mounted to the structural body element such that at least a number of sensor units of the one or more sensor units is / are superimposed with the structural body element as seen along a forward moving direction of the vehicle.In other words, the modularization problem associated with integrating occupant protection systems and sensor assemblies into different vehicle variants is at least alleviated. This is because the integration of the sensor assembly into the instrument panel module allows for the mounting of the instrument panel module into different variants and models of vehicles while ensuring robust functionality of the occupant protection system. Moreover, due to these features, the need for extensive calibration and testing can be reduced, thereby lowering costs and simplifying manufacturing while also ensuring robust functionality of the occupant protection system.The robust functionality of the occupant protection system can be ensured because at least a number of sensor units of the one or more sensor units is / are superimposed with the structural body element as seen along a forward moving direction of the vehicle. This allows effective transfer of acceleration forces from the structural body element to the number of sensor units upon impact between the vehicle and an external object. In this manner, conditions are provided for improving the detection of impact signals and enabling more precise deployment of components of the occupant protection system, such as airbags and seat belt pretensioners. Additionally, since the sensor assembly is integrated into the instrument panel module, the need for variant-specific software customization can be reduced, ensuring reliable operation across a wide range of vehicles.Accordingly, a heavy wheeled vehicle is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.Optionally, the distance between one or more sensor units of the number of sensor units and the structural body element is less than 20 centimetres, or is less than 12 centimetres.Thereby, the sensor assembly can detect impact signals effectively due to the ability of the structural body element to transmit acceleration signals, which can enable faster and more reliable triggering of the occupant protection system.Optionally, the number of sensor units comprises a first and a second sensor unit arranged at a distance from each other as measured along a lateral direction of the vehicle. Thereby, the sensor assembly can provide a broad coverage of the vehicle’s cab structure, which can improve the ability to detect lateral impacts and small overlap collisions, which in turn can enhance the accuracy of triggering the occupant protection system.Optionally, the distance exceeds one metre. Thereby, the spatial separation of the sensor units allows the sensor assembly to differentiate impact signals more effectively across the cab. This can reduce the risk of ambiguous detections and enable a more precise triggering of the occupant protection system.Optionally, each of the two A-pillars comprises a respective end portion adjoining the structural body element, and wherein the distance between each of the first and second sensor units and a respective end portion is less than 40 centimetres, or is less than 20 centimetres, as measured in a plane parallel to the vertical and lateral directions of the vehicle. Thereby, the arrangement of the sensor units can improve the overall detection capabilities of the sensor assembly, including detection of impact signals transmitted through the A-pillars. This can enable more reliable triggering of the occupant protection system across a range of collision scenarios.Optionally, the sensor assembly comprises a third sensor unit arranged between the first and second sensor units. Thereby, the sensor assembly can achieve improved detection coverage across the cab, which can ensure a more uniform response to impacts from various angles and provide better input for triggering the occupant protection system.Optionally, the vehicle comprises a control arrangement comprising an electronic control unit operably connected to the occupant protection system and to the sensor units of the sensor assembly, and wherein the third sensor unit is arranged inside the control arrangement. Thereby, the integration of the third sensor unit into the control arrangement can simplify system design, reduce wiring complexity, and improve the reliability of signal processing for triggering the occupant protection system.Optionally, the instrument panel module comprises a structural carrier element, the instrument panel module being mounted to the structural body element via the structural carrier element, and wherein the one or more sensor units is / are superimposed with the structural carrier element as seen along a forward moving direction of the vehicle. Thereby, a vehicle is provided having improved conditions for being manufactured and assembled in a cost-efficient manner, while also further ensuring robust functionality of the occupant protection system. This is because the sensor assembly is integrated into the instrument panel module such that the one or more sensor units is / are superimposed with the structural carrier element as seen along a forward moving direction of the vehicle.Since the instrument panel module is mounted to the structural body element via the structural carrier element, the instrument panel module can be mounted into different variants and models of vehicles while ensuring a robust functionality of the occupant protection system. The robust functionality of the occupant protection system can be ensured because the sensor assembly is integrated into the instrument panel module such that the one or more sensor units is / are superimposed with the structural carrier element as seen along a forward moving direction of the vehicle. This allows effective transfer of acceleration forces from the structural carrier element to the number of sensor units upon impact between the vehicle and an external object. In this manner, conditions are provided for improving the detection of impact signals and enabling more precise deployment of components of the occupant protection system, such as airbags and seat belt pretensioners.In other words, due to these features, the modularization problem associated with integrating occupant protection systems and sensor assemblies into different vehicle variants is further alleviated. Moreover, due to these features, the need for extensive calibration and testing can be reduced, as well as the need for variant-specific software customization, thereby lowering costs and simplifying manufacturing while also further ensuring robust functionality of the occupant protection system.Optionally, the one or more sensor units is / are attached to the structural carrier element. Thereby, an effective transmission of acceleration forces can be ensured between the structural carrier element and the one or more sensor units, which can enhance the accuracy and reliability of impact detection.Optionally, the structural carrier element is formed as an elongated beam having a main direction of elongation coinciding with a lateral direction of the vehicle. Thereby, the structural carrier element can allow for improved coverage of the cab, potentially enhancing the detection of lateral impacts.Optionally, at least one of the one or more sensor units comprises an accelerometer.Thereby, the sensor assembly can detect acceleration forces effectively, i.e., can provide data that may enable a fast and appropriate triggering of the occupant protection system.Optionally, the occupant protection system comprises at least one of an airbag, a curtain airbag, or a seatbelt tensioner. Thereby, a vehicle is provided comprising an occupant protection system capable of avoiding or alleviating injuries to occupants by responding to various collision scenarios.Optionally, the vehicle comprises a frame and a cab mounted to the frame, and wherein the front section of the vehicle is a front section of the cab. Thereby, a vehicle is provided having conditions for facilitating the integration of the occupant protection system and sensor assembly into the front structure of the vehicle.Optionally, the vehicle is a truck or a bus. Thereby, a truck or a bus is provided having at least some of the above-mentioned advantages.According to a second aspect of the present disclosure, the object is achieved by a method of integrating a sensor assembly into a heavy wheeled vehicle, wherein the sensor assembly comprises one or more sensor units each operable to trigger an occupant protection system of the vehicle. The vehicle comprises a front section comprising two A-pillars forming part of a windshield interface for supporting a windshield between the two A-pillars and a structural body element connecting the two A-pillars. The structural body element is arranged below the windshield interface in relation to a vertical direction of the vehicle. The method comprises the steps of:- integrating the sensor assembly into an instrument panel module, and then- mounting the instrument panel module to the structural body element such that at least a number of sensor units of the one or more sensor units is / are superimposed with the structural body element as seen along a forward moving direction of the vehicle.Thereby, a method is provided having conditions for reducing manufacturing and assembly costs of heavy wheeled vehicles, while ensuring robust functionality of the occupant protection system. This is because the method comprises the steps of integrating the sensor assembly into the instrument panel module, and mounting the instrument panel module to the structural body element such that at least a number of sensor units of the one or more sensor units is / are superimposed with the structural body element as seen along a forward moving direction of the vehicle.In other words, the modularization problem associated with integrating occupant protection systems and sensor assemblies into different vehicle variants is at least alleviated. This is because the integration of the sensor assembly into the instrument panel module allows for the mounting of the instrument panel module into different variants and models of vehicles. Moreover, due to these features, the need for extensive calibration and testing can be reduced, thereby lowering costs and simplifying manufacturing while also ensuring robust functionality of the occupant protection system.The robust functionality of the occupant protection system can be ensured because at least a number of sensor units of the one or more sensor units is / are superimposed with the structural body element as seen along a forward moving direction of the vehicle after mounting the instrument panel module to the structural body element. This allows effective transfer of acceleration forces from the structural body element to the number of sensor units upon impact between the vehicle and an external object. In this manner, conditions are provided for improving the detection of impact signals and enabling more precise deployment of components of the occupant protection system, such as airbags and seat belt pretensioners. Additionally, since the method comprises the step of integrating the sensor assembly into an instrument panel module, the need for variant-specific software customization can be reduced, ensuring reliable operation across a wide range of vehicles.Accordingly, a method is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.Optionally, the instrument panel module comprises a structural carrier element, and wherein the step of integrating the sensor assembly into the instrument panel module comprises: - arranging the one or more sensor units in the instrument panel module such that the one or more sensor units becomes superimposed with the structural carrier element as seen along the forward moving direction of the vehicle when the instrument panel module is mounted to the structural body element.Thereby, a method is provided having conditions for further reducing manufacturing and assembly costs of heavy wheeled vehicles, while also further ensuring robust functionality of the occupant protection system. This is because the method comprises the step of arranging the one or more sensor units in the instrument panel module such that the one or more sensor units becomes superimposed with the structural carrier element as seen along the forward moving direction of the vehicle when the instrument panel module is mounted to the structural body element.That is, the robust functionality of the occupant protection system can be ensured because the one or more sensor units is / are arranged in the instrument panel module such that the one or more sensor units becomes superimposed with the structural carrier element as seen along the forward moving direction of the vehicle. This allows effective transfer of acceleration forces from the structural carrier element to the number of sensor units upon impact between the vehicle and an external object. In this manner, conditions are provided for improving the detection of impact signals and enabling more precise deployment of components of the occupant protection system, such as airbags and seat belt pretensioners.In other words, due to these features, the modularization problem associated with integrating occupant protection systems and sensor assemblies into different vehicle variants is further alleviated. Moreover, due to these features of the method, the need for extensive calibration and testing can be reduced, as well as the need for variant-specific software customization, thereby lowering costs and simplifying manufacturing while also further ensuring robust functionality of the occupant protection system.Optionally, the step of arranging the one or more sensor units in the instrument panel module comprises:- attaching the one or more sensor units to the structural carrier element.Thereby, an effective transmission of acceleration forces can be ensured between the structural carrier element and the one or more sensor units, which in turn can enhance the accuracy and reliability of impact detection.Optionally, the step of mounting the instrument panel module to the structural body element comprises:- attaching the structural carrier element of the instrument panel module to the structural body element.Thereby, the instrument panel module can be mounted into different variants and models of vehicles while ensuring a robust functionality of the occupant protection system. The modularization problem associated with integrating occupant protection systems and sensor assemblies into different vehicle variants is thus further alleviated. Moreover, due to these features of the method, the need for extensive calibration and testing can be reduced, as well as the need for variant-specific software customization, thereby lowering costs and simplifying manufacturing while also further ensuring robust functionality of the occupant protection system.Optionally, the method comprises the step of:- calibrating the sensor assembly before mounting the instrument panel module to the structural body element.Thereby, the calibration can be performed under controlled conditions, ensuring accurate and reliable functionality of the sensor assembly. This can reduce the need for postinstallation adjustments and variant-specific testing, simplifying the integration process, lowering costs, while supporting consistent performance of the occupant protection system across different vehicle variants.One or more of the steps of the method according to the second aspect of the present disclosure may be performed manually by a human, such as an assembler, or as part of an automated process by a machine, such as an assembling machine.Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following detailed description.BRIEF DESCRIPTION OF THE DRAWINGSVarious aspects of the present disclosure, including its particular features and advantages, will be readily understood from the example embodiments discussed in the following detailed description and the accompanying drawings, in which:Fig. 1 schematically a side view of a heavy wheeled vehicle,Fig. 2 illustrates a front view of the vehicle illustrated in Fig. 1,Fig. 3 illustrates a front view of a cab of the vehicle illustrated in Fig. 1 and Fig. 2,Fig. 4 illustrates a perspective rear view of a portion of the cab illustrated in Fig. 3, and Fig. 5 schematically illustrates a method of integrating a sensor assembly into a heavy wheeled vehicle.DETAILED DESCRIPTIONAspects of the present disclosure will now be described more fully. Like reference signs refer to like elements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and / or clarity.Fig. 1 schematically a side view of a heavy wheeled vehicle 2 according to some embodiments. For reasons of brevity and clarity, the heavy wheeled vehicle 2 is in some places herein simply referred to as “the vehicle 2”.According to the illustrated embodiments, the vehicle 2 is a truck, i.e., a type of heavy wheeled vehicle, as well as a type of heavy commercial vehicle. According to further embodiments, the vehicle 2, as referred to herein, may be another type of heavy manned or unmanned vehicle for land-based propulsion such as a lorry, a bus, a construction vehicle, a tractor, a dumper, a forestry machinery, a military vehicle, or the like.In this context, the term "heavy" refers to vehicles that are typically larger and more robust in size and weight compared to standard passenger cars. These vehicles are often designed for specific industrial, commercial, or specialised purposes, such as transporting goods, passengers, or performing construction, agricultural, or military tasks. The term may also imply vehicles with higher load capacities, greater structural strength, or specialised features to accommodate demanding operating conditions. Examples include trucks, buses, construction vehicles, and other similar vehicles designed for heavy-duty applications.The vehicle 2 comprises a number of wheels 27, 27’. According to the embodiments illustrated in Fig. 1, the vehicle 2 comprises two driven wheels 27 which constitute rearwheels of the vehicle 2. The vehicle 2 further comprises two non-driven wheels 27’, which according to the illustrated embodiments constitute front-wheels of the vehicle 2. In other words, in these embodiments, the vehicle 2 comprises a propulsion system configured to provide motive power to the vehicle 2 via the driven wheels 27 of the vehicle 2. However, according to further embodiments, the vehicle 2 may comprise another configuration of driven and non-driven wheels. The propulsion system of the vehicle 2 may comprise an internal combustion engine, an electric machine, or a combination thereof.In Fig. 1, the vehicle 2 is illustrated as positioned in an intended use position on a flat surface 51 supporting the vehicle 2. As seen in Fig. 1, the number of wheels 27, 27’ of the vehicle 2 is configured to abut against the flat surface 51 when the vehicle 2 is positioned in the intended use position thereon. Moreover, in Fig. 1, a forward moving direction fd and a reverse moving direction rd of the vehicle 2 are indicated. The reverse moving direction rd of the vehicle 2 is opposite to the forward moving direction fd of the vehicle 2. Furthermore, in Fig. 1, a longitudinal direction Id of the vehicle 2 is indicated. The longitudinal direction Id of the vehicle 2 is parallel to each of the forward moving direction fd and the reverse moving direction rd of the vehicle 2. Moreover, the longitudinal direction Id of the vehicle 2 is parallel to a flat surface 51 when the vehicle 2 is positioned in the intended use position thereon.Furthermore, a vertical direction vd of the vehicle 2 is indicated in Fig. 1. The vertical direction vd of the vehicle 2 is perpendicular to the longitudinal direction Id of the vehicle 2. Moreover, the vertical direction vd of the vehicle 2 coincides with a local gravity vector when the flat surface 51 supporting the vehicle 2 is a horizontal surface.The vehicle 2 comprises a frame 40, wherein the number of wheels 27, 27’ of the vehicle 2 is supported relative to the frame 40 via wheel axles. The frame 40 may also be referred to as a chassis. According to some embodiments, the vehicle 2 may comprise a wheel suspension system resiliently suspending the wheels 27, 27’ of the vehicle 2 relative to the frame 40. The frame 40 of the vehicle 2 serves as a structural framework that supports other components and systems of the vehicle 2, such as the propulsion system and a cab 45 of the vehicle 2.That is, as is seen in Fig. 1, according to the illustrated embodiments, the vehicle 2 comprises a cab 45 mounted to the frame 40 of the vehicle 2. According to the illustrated embodiments, the cab 45 is resiliently suspended relative to the frame 40. The cab 45 accommodates an occupant compartment 55. The occupant compartment 55 is arranged to accommodate one or more vehicle occupants, such as a driver and possibly one or more passengers. According to the illustrated embodiments, the occupant compartment 55 also comprises a driver environment of the vehicle 2. The term "driver environment” refers to the area within the vehicle 2 where a driver operates and controls the vehicle 2. The driver environment typically includes the driver's seat, steering wheel, pedals, instrument panel, and control interfaces and displays that the driver may use to manage the functions of the vehicle 2.The frame 40 of the vehicle 2 may comprise two elongated frame beams. A direction of elongation of each of the two elongated frame beams may be substantially parallel to the longitudinal direction Id of the vehicle 2. In this context, the wording “substantially parallel to”, as used herein, may encompass that the angle between the objects referred to is less than 10 degrees, or is less than 7 degrees. The two elongated frame beams may be attached to each other via a number of cross members. These cross members may provide additional structural support and rigidity, ensuring that the frame beams maintain their alignment and can withstand the stresses encountered during vehicle operation. The frame 40 may moreover comprise a number of subframes each arranged to support a structure, component, or system relative to at least one frame beam of the two elongated frame beams.A front section 2’ of the vehicle 2 is indicated in Fig. 1. The front section 2’, as referred to herein, denotes the portion of the vehicle 2 located at the forward end of the vehicle 2 in relation to the forward moving direction fd of the vehicle 2. According to the illustrated embodiments, the front section 2’ of the vehicle 2 is a front section of the cab 45. The front section 2’ of the vehicle 2, as referred to herein, may constitute the front-most part of the vehicle 2, and may include further elements of the vehicle 2, such as a bumper or other forward-facing elements. The front section 2’ of the vehicle 2 may also be referred to as a forward area of the vehicle 2.Fig. 2 illustrates a front view of the vehicle 2 illustrated in Fig. 1. In other words, in Fig. 2, the vehicle 2 is illustrated as seen towards the front section 2’ of the vehicle 2. Below, simultaneous reference is made to Fig. 1 and Fig. 2, if not indicated otherwise.The front section 2’ of the vehicle 2 comprises two A-pillars 3, 3’ and a windshield 4 arranged between the two A-pillars 3, 3’. The A-pillars 3, 3’ of the vehicle 2, as referred to herein, are structural components positioned on either side of the windshield 4. They together form part of a windshield interface for supporting the windshield 4 between the two A-pillars 3, 3’.According to the illustrated embodiments, each A-pillar extends vertically and slightly inclined along forward edges of the cab 45, connecting a roof 24 of the cab 45 to the main body structure of the cab 45. The A-pillars 3, 3’ may contribute to the structural integrity of the cab 45, providing support and rigidity to withstand external forces during operation of the vehicle 2, as well as in the event of a collision.The windshield 4, as referred to herein, is positioned between the two A-pillars 3, 3’.According to the illustrated embodiments, the windshield 4 spans approximately the full width of the cab 45. The windshield 4 serves as a protective barrier for the occupant compartment 55, shielding occupants from external elements such as wind, debris, and weather conditions. Additionally, the windshield 4 provides forward visibility for the driver and passengers, facilitating the operation of the vehicle 2. Together, the A-pillars 3, 3’ and the windshield 4 form part of the front section 2’ of the vehicle 2, contributing to both the structural framework and the functionality of the occupant compartment 55.Fig. 3 illustrates a front view of the cab 45 of the vehicle 2 illustrated in Fig. 1 and Fig. 2. In Fig. 3, the windshield has been removed and instead, the windshield interface 4’ is indicated. According to the illustrated embodiments, the windshield interface 4’ is formed by the two A-pillars 3, 3’, part of the roof 23 of the cab 45 and a structural body element 5 connecting the two A-pillars 3, 3’. As can be seen in Fig. 3, the structural body element 5 is arranged below the windshield 4 in relation to the vertical direction vd of the vehicle 2, whereas the part of the roof 23 of the cab 45 is arranged above the windshield 4 in relation to the vertical direction vd of the vehicle 2.The structural body element 5, as referred to herein, is a horizontal component positioned below the windshield 4 in relation to the vertical direction vd of the vehicle 2. According to the illustrated embodiments, the structural body element 5 connects the two A-pillars 3, 3’. The structural body element 5 may contribute to the overall rigidity and strength of the cab 45 by reinforcing the connection between the A-pillars 3, 3’.As is further explained herein, the structural body element 5 may also serve as a mounting structure for other components within the front section 2’ of the vehicle 2. Together with the two A-pillars 3, 3’ and the roof 23, the structural body element 5 may enhance the structural integrity of the cab 45, enabling it to withstand external forces encountered during operation of the vehicle 2, as well as in the event of a collision.As schematically indicated in Fig. 1, the vehicle 2 further comprises an instrument panel module 6. The instrument panel module 6 may be configured to accommodate an instrument panel, various instruments, such as gauges, displays, and control interfaces that may provide an operator with operational information about the vehicle 2, such as speed, fuel levels, or system warnings. Additionally, the instrument panel module 6 may be configured to accommodate switches, buttons, or touch-sensitive controls used for activating and managing various vehicle functions. According to some embodiments, the instrument panel module 6 may also be configured to include storage compartments or additional features for occupant convenience, such as cup holders or charging ports for electronic devices.The structural body element 5 is also indicated in Fig. 1. As is further explained herein, the instrument panel module 6 is mounted to the structural body element 5.Furthermore, as schematically indicated in Fig. 1, the vehicle 2 comprises an occupant protection system 7. The occupant protection system 7 may also be referred to as a supplemental restraint system (SRS). The occupant protection system 7 may comprise various components designed to enhance occupant safety during collisions, such as airbags, curtain airbags, and seatbelt pretensioners. At least some of such components may be arranged in the instrument panel module 6.Fig. 4 illustrates a perspective rear view of a portion of the cab 45 illustrated in Fig. 3. In Fig. 4, the portion of the cab is seen slightly from above from a location inside the cab of the vehicle 2. Below, simultaneous reference is made to Fig. 1 - Fig. 4, if not indicated otherwise.According to the illustrated embodiments, the vehicle 2 comprises a sensor assembly 8. The sensor assembly 8 is indicated in Fig. 1, Fig. 3, and Fig. 4. The sensor assembly 8 comprises one or more sensor units s1, s2, s3 each operable to trigger the occupant protection system 7. According to the illustrated embodiments, each of the one or more sensor units s1, s2, s3 comprises an accelerometer. However, according to further embodiments, at least one of the one or more sensor units s1, s2, s3 may comprise an accelerometer. An accelerometer, as referred to herein, is a type of sensor configured to measure the current acceleration of the sensor itself. In other words, an accelerometer generates signals representative of its current acceleration. A sudden change in acceleration can indicate a vehicle impact and may be used to detect collision scenarios, which in turn can trigger the occupant protection system 7, as further explained herein. The accelerometer comprised in a sensor unit s1, s2, s3, as referred to herein, may be a micro-electro-mechanical systems (MEMS) accelerometer, a piezoelectric accelerometer, a piezoresistive accelerometer, or a capacitive accelerometer.Each of these types of accelerometers is configured to measure acceleration and generate corresponding signals representative of the changes in motion of the accelerometer.According to the illustrated embodiments, the sensor assembly 8 comprises three sensor units s1, s2, s3. However, according to further embodiments, the sensor assembly 8 may comprise another number of sensor units s1, s2, s3, such as one, two, four, five, etc.Therefore, in several places herein, the three sensor units s1, s2, s3 of the sensor assembly 8 shown in Fig. 3 and Fig. 4 is referred to as the one or more sensor units s1, s2, s3.As mentioned, the sensor assembly 8 is integrated into the instrument panel module 6.Moreover, according to embodiments herein, the instrument panel module 6 is mounted to the structural body element 5 such that at least a number of sensor units s1, s2, s3 of the one or more sensor units s1, s2, s3 is / are superimposed with the structural body element 5 as seen along a forward moving direction fd of the vehicle 2. As can be seen when comparing Fig. 3 and Fig. 4, according to the illustrated embodiments, the instrument panel module 6 is mounted to the structural body element 5 such that each sensor unit s1, s2, s3 of the one or more sensor units s1, s2, s3 is superimposed with the structural body element 5 as seen along a forward moving direction fd of the vehicle 2.In this context, the term “superimposed with” refers to the positional relationship where a sensor unit s1, s2, s3 overlaps with the structural body element 5 when viewed along the forward moving direction fd of the vehicle 2. This means that, from the perspective of the forward moving direction fd, each sensor unit s1, s2, s3 is aligned with and positioned along the same horizontal plane as the structural body element 5. As is further explained herein, this arrangement may enable effective transmission of acceleration forces from the structural body element 5 to the sensor units s1, s2, s3, improving the reliability and accuracy of impact detection.Moreover, according to the illustrated embodiments, the sensor units s1, s2, s3 of the sensor assembly 8 are arranged behind the structural body element 5 as seen by an observer positioned in front of the vehicle 2, viewing the front section 2’ of the vehicle 2 in the reverse moving direction rd of the vehicle 2. Similarly, this means that the sensor units s1, s2, s3 of the sensor assembly 8 are arranged in front of the structural body element 5 as seen by an observer positioned inside the cab 45, or behind the cab, viewing towards the front section 2’ of the vehicle 2 in the forward moving direction fd of the vehicle 2.The distance d1, d1' between one or more sensor units s1, s2, s3 of the number of sensor units s1, s2, s3 and the structural body element 5 may be less than 20 centimetres, or may be less than 12 centimetres. Thereby, the sensor assembly 8 can detect impact signals more effectively due to the ability of the structural body element 5 to transmit acceleration signals, which can enable faster and more reliable triggering of the occupant protection system 7.According to the illustrated embodiments, the sensor units s1, s2, s3 of the sensor assembly 8 comprises a first sensor unit s1 and a second sensor unit s2. The first and second sensor units s1, s2 are arranged at a distance d2 from each other as measured along a lateral direction La of the vehicle 2. Therefore, the distance d2 may also be referred to as lateral distance. According to the illustrated embodiments, the distance d2 is approximately 2.3 metres. However, according to further embodiments, the distance d2 may be within the range of 1 - 2.5 metres, or 1.8 - 2.5 metres. Due to the distance d2 between the first and second sensor units s1, s2, sensor assembly 8 can provide a broad coverage of the cab 45, which can improve the ability to detect lateral impacts and small overlap collisions, which can enhance the accuracy of triggering the occupant protection system 7.As indicated in Fig. 3, according to the illustrated embodiments, each of the two A-pillars 3, 3’ comprises a respective end portion 13, 13’ adjoining the structural body element 5. In these embodiments, the distance d3 between each of the first and second sensor units s1, s2 and a respective end portion 13, 13’ is less than 40 centimetres, or is less than 20 centimetres, as measured in a plane P1 parallel to the vertical and lateral directions vd, La of the vehicle 2. In this manner, the overall detection capabilities of the sensor assembly 8 can be improved, including detection of impact signals transmitted through the A-pillars 3, 3’. This can enable more reliable operation of the occupant protection system 7 across a range of collision scenarios. The plane P1 is indicated in Fig. 1 and Fig. 3. Since the plane P1 is parallel to each of the vertical direction vd and the lateral direction La of the vehicle 2, the plane P1 may also be referred to as a vertical-lateral plane of the vehicle 2.According to the illustrated embodiments, the sensor assembly 8 comprises a third sensor unit s3, wherein the third sensor unit s3 is arranged between the first and second sensor units s1, s2. The third sensor unit s3 is indicated in Fig. 3 and Fig. 4.Moreover, as indicated in Fig. 4, according to the illustrated embodiments, the vehicle 2 comprises a control arrangement 21 comprising an electronic control unit 20. The electronic control unit 20 is operably connected to the occupant protection system 7 and to the sensor units s1, s2, s3 of the sensor assembly 8. As can be seen in Fig. 4, according to the illustrated embodiments, the third sensor unit s3 is arranged inside the control arrangement 21.The control arrangement 21, as referred to herein, serves as a central unit for managing the operation of the occupant protection system 7. According to the illustrated embodiments, the electronic control unit 20 of the control arrangement 21 processes input from the sensor units s1, s2, s3 of the sensor assembly 8 to assess collision scenarios and determine appropriate responses. This arrangement may contribute to a coordinated and efficient deployment of components within the occupant protection system 7, such as airbags, curtain airbags, and seatbelt pretensioners.The electronic control unit 20, as part of the control arrangement 21, may be configured to analyse data from the sensor units s1, s2, and s3. Based on this analysis, the electronic control unit 20 may trigger the occupant protection system 7 in response to detected impact signals from the sensor units s1, s2, s3 of the sensor assembly 8. The integration of the third sensor unit s3 within the control arrangement 21 can simplify the physical layout of the system, potentially reducing the need for additional wiring or mounting complexity.Moreover, by incorporating both the electronic control unit 20 and the third sensor unit s3 into the control arrangement 21, the design may also facilitate a compact and modular implementation of safety-critical functions, enhancing adaptability across different vehicle variants while supporting reliable performance of the occupant protection system 7.As can be seen in Fig. 3 and Fig. 4, according to the illustrated embodiments, the third sensor unit s3 is centrally arranged between the first and second sensor units s1, s2.Moreover, since the third sensor unit s3 is arranged inside the control arrangement 21 together with the electronic control unit 20, the third sensor unit s3 may also be referred to as a main sensor unit, a centrally arranged sensor unit, or the like. Similarly, since each of the first and second sensor units s1, s2 is arranged external to, and at a distance from, the control arrangement 21, each of the first and second sensor units s1, s2 may also be referred to as satellite sensor unit. As schematically depicted in dotted lines in Fig. 4, each of the first and second sensor units s1, s2 may be operably connected to the electronic control unit 20 of the control arrangement 21 via electric wiring. Likewise, as schematically depicted in dotted lines in Fig. 4, the electronic control unit 20 of the control arrangement 21 may be operably connected to the occupant protection system 7 via electric wiring.As schematically indicated in Fig. 1, according to the illustrated embodiments, the instrument panel module 6 comprises a structural carrier element 9. The structural carrier element 9 is also seen in Fig. 4. The instrument panel module 6 is mounted to the structural body element 5 via the structural carrier element 9. In other words, the instrument panel module 6 is mounted to the structural body element 5 by attachment of the structural carrier element 9 of the instrument panel module 6 to the structural body element 5 of the cab 45. The structural carrier element 9 of the instrument panel module 6 may be attached to the structural body element 5 of the cab 45 using a number of fasteners, such as bolts. According to the illustrated embodiments, the structural carrier element 9 is formed as an elongated beam having a main direction of elongation dE coinciding with the lateral direction La of the vehicle 2. The main direction of elongation dE the structural carrier element 9 is indicated in Fig. 3.As is best seen in Fig. 4, according to the illustrated embodiments, the sensor units s1, s2, s3 of the sensor assembly 8 are superimposed with the structural carrier element 9 as seen along the forward moving direction fd of the vehicle 2.As above, in this context, the term “superimposed with” refers to the positional relationship where a sensor unit s1, s2, s3 overlaps with the structural carrier element 9 when viewed along the forward moving direction fd of the vehicle 2. This means that, from the perspective of the forward moving direction fd, each sensor unit s1, s2, s3 is aligned with and positioned along the same horizontal plane as the structural carrier element 9.According to the embodiments illustrated in Fig. 4, the sensor units s1, s2, s3 of the sensor assembly 8 are attached to the structural carrier element 9. However, according to further embodiments, the sensor units s1, s2, s3 of the sensor assembly 8 may be arranged in close proximity to the structural carrier element 9, such as within a distance of less than 10 centimetres, or less than 5 centimetres, from the structural carrier element 9.Moreover, according to the embodiments illustrated in Fig. 4, the sensor units s1, s2, s3 of the sensor assembly 8 are arranged behind the structural carrier element 9 as seen by an observer positioned in front of the vehicle 2, viewing towards the front section 2’ of the vehicle 2 in the reverse moving direction rd of the vehicle 2. Similarly, this means that the sensor units s1, s2, s3 are arranged in front of the structural carrier element 9 as seen by an observer positioned inside the cab 45, or behind the cab, viewing towards the front section 2’ in the forward moving direction fd of the vehicle 2.As is further explained herein, this arrangement may allow for effective transmission of acceleration forces from the structural carrier element 9 to the sensor units s1, s2, s3 of the sensor assembly 8, potentially enhancing the ability of the sensor assembly 8 to detect impact signals. The alignment of the sensor units s1, s2, s3 with the structural carrier element 9 may also contribute to a compact and integrated design within the front section 2’ of the vehicle 2.Fig. 5 schematically illustrates a method 100 of integrating a sensor assembly into a heavy wheeled vehicle. The heavy wheeled vehicle may be a heavy wheeled vehicle 2 as explained with reference to Fig. 1 - Fig. 4. Therefore, below, simultaneous reference is made to Fig. 1 -Fig. 5, if not indicated otherwise.The method 100 is a method of integrating a sensor assembly 8 into a heavy wheeled vehicle 2, wherein the sensor assembly 8 comprises one or more sensor units s1, s2, s3 each operable to trigger an occupant protection system 7 of the vehicle 2. The vehicle 2 comprises a front section 2’ comprising two A-pillars 3, 3’ forming part of a windshield interface 4’ for supporting a windshield 4 between the two A-pillars 3, 3’, and a structural body element 5 connecting the two A-pillars 3, 3’. The structural body element 5 is arranged below the windshield interface 4’ in relation to a vertical direction vd of the vehicle 2. The method 100 comprises the steps of:- integrating 110 the sensor assembly 8 into an instrument panel module 6, and then - mounting 120 the instrument panel module 6 to the structural body element 5 such that at least a number of sensor units s1, s2, s3 of the one or more sensor units s1, s2, s3 is / are superimposed with the structural body element 5 as seen along a forward moving direction fd of the vehicle 2.Thus, according to embodiments herein, the step of integrating 110 the sensor assembly 8 into the instrument panel module 6 is performed prior to the step of mounting 120 the instrument panel module 6 to the structural body element 5.According to some embodiments, the instrument panel module 6 comprises a structural carrier element 9. According to such embodiments, the step of integrating 110 the sensor assembly 8 into the instrument panel module 6 may comprise:- arranging 112 the one or more sensor units s1, s2, s3 in the instrument panel module 6 such that the one or more sensor units s1, s2, s3 becomes superimposed with the structural carrier element 9 as seen along the forward moving direction fd of the vehicle 2 when the instrument panel module 6 is mounted to the structural body element 5.Moreover, according to some embodiments, the step of arranging 112 the one or more sensor units s1, s2, s3 in the instrument panel module 6 comprises:- attaching 114 the one or more sensor units s1, s2, s3 to the structural carrier element 9.The step of attaching 114 the one or more sensor units s1, s2, s3 to the structural carrier element 9 may be performed using one or more fasteners, and / or using an adhesive material. The adhesive material may comprise a pressure-sensitive adhesive layer, such as double-sided adhesive tape, or a curable adhesive, such as epoxy, silicone, or polyurethane.Furthermore, according to some embodiments, the step of mounting 120 the instrument panel module 6 to the structural body element 5 comprises:- attaching 122 the structural carrier element 9 of the instrument panel module 6 to the structural body element 5.The step of attaching 122 the structural carrier element 9 of the instrument panel module 6 to the structural body element 5 may be performed using a number of fasteners, such as bolts.According to some embodiments, the method 100 comprises the step of:- calibrating 105 the sensor assembly 8 before mounting 120 the instrument panel module 6 to the structural body element 5.According to some embodiments, the step of calibrating 105 the sensor assembly 8 may involve one or more processes to ensure accurate and reliable operation of the sensor assembly 8. For example, calibration 105 may include adjusting the output of the sensor units s1, s2, s3 of the sensor assembly 8 to ensure that they register accurate values when no external forces are acting on the sensor units s1, s2, s3. Additionally, step of calibrating 105 the sensor assembly 8 may involve adjusting the sensitivity of the sensor units s1, s2, s3 to detect and respond to acceleration signals within a specified range.One or more of the steps 105, 110, 112, 114, 120, and 122 of the method 100 may be performed manually by a human, such as an assembler, or as part of an automated process by a machine, such as an assembling machine.It is to be understood that the foregoing is illustrative of various example embodiments and that the invention is defined only by the appended independent claims. A person skilled in the art will realize that the example embodiments may be modified, and that different features of the example embodiments may be combined to create embodiments other than those described herein, without departing from the scope of the present invention, as defined by the appended independent claims.As used herein, the term "comprising" or "comprises" is open-ended, and includes one or more stated features, elements, steps, components, or functions but does not preclude the presence or addition of one or more other features, elements, steps, components, functions, or groups thereof.

Claims

1. Heavy wheeled vehicle (2) comprising a front section (2'), wherein the front section (2') comprises:- two A-pillars (3, 3’),- a windshield (4) arranged between the two A-pillars (3, 3'), anda structural body element (5) which connects the two A-pillars (3, 3'), whereby the structural body element (5) is arranged under the windscreen (4) in relation to a vertical direction (vd) of the vehicle (2),and where the vehicle (2) further includes:- an instrument panel module (6),a passenger protection system (7), anda sensor assembly (8) comprising one or more sensor units (s1, s2, s3) each of which can be used to trigger the passenger protection system (7),wherein the sensor assembly (8) is integrated in the instrument panel module (6), and wherein the instrument panel module (6) is mounted on the structural body element (5) so that at least a number of sensor units (s1, s2, s3) of the one or more sensor units (s1, s2, s3) are superimposed with the structural body element (5) seen along a forward direction (fd) of the vehicle (2).

2. Vehicle (2) according to claim 1, whereby the distance (d1) between one or more sensor units (s1, s2) of the number of sensor units (s1, s2, s3) and the structural body element (5) is less than 20 centimeters, or is less than 12 centimeters.

3. Vehicle (2) according to claim 1 or 2, whereby the number of sensor units (s1, s2, s3) includes a first and a second sensor unit (s1, s2) arranged at a distance (d2) from each other measured along a lateral direction (La) of the vehicle (2).

4. Vehicle (2) according to claim 3, whereby the distance (d2) exceeds one metre.

5. Vehicle (2) according to claim 3 or 4, wherein each one of the two A-pillars (3, 3') includes a respective end portion (13, 13') which borders the structural body element (5), and wherein the distance (d3) between each of the first and second sensor units (s1, s2) and a respective end portion (13, 13') is less than 40 centimeters, or is less than 20 centimetres, measured in a plane (P1) parallel to the vehicle's (2) vertical and lateral directions (vd, La).

6. Vehicle (2) according to any of claims 3-5, whereby the sensor assembly (8) comprises a third sensor unit (s3) arranged between the first and second sensor unit (s1, s2).

7. Vehicle (2) according to claim 6, wherein the vehicle (2) comprises a control device (21) comprising an electronic control unit (20) which is operatively connected to the passenger protection system (7) and to the sensor units (s1, s2, s3) of the sensor unit (8), and wherein the third sensor unit (s3) is arranged inside the control device (21).

8. Vehicle (2) meets any of the preceding requirements, wherein the instrument panel module (6) comprises a structural carrier element (9), wherein the instrument panel module (6) is mounted on the structural body element (5) via the structural carrier element (9), and wherein the one or more sensor units (s1, s2, s3) are superimposed on the structural carrier element (9) seen along a forward direction (fd) of the vehicle (2).

9. Vehicle (2) according to claim 8, whereby the one or more sensor units (s1, s2, s3) are attached to the structural carrier element (9).

10. Vehicle (2) according to claim 8 or 9, whereby the structural support element (9) is formed as an elongated beam which has a main direction of extension (dE) which coincides with a lateral direction (La) of the vehicle (2).

11. Vehicle (2) meets any of the preceding claims, wherein at least one of the one or more sensor units (s1, s2, s3) comprises an accelerometer.

12. Vehicle (2) according to any of the preceding claims, wherein the passenger protection system (7) comprises at least one of an airbag, an airbag curtain or a safety belt buckle.

13. Vehicle (2) meets any of the preceding claims, wherein the vehicle (2) comprises a frame (40) and a cabin (45) mounted on the frame (40), and wherein the front section (2') of the vehicle (2) is a front section of the cabin (45).

14. Vehicle (2) meets any of the preceding requirements, whereby the vehicle (2) is a truck or a bus.

15. Method (100) for integrating a sensor assembly (8) in a heavy wheeled vehicle (2), wherein the sensor assembly (8) comprises one or more sensor units (s1, s2, s3) each of which can be used to trigger a passenger protection system (7) of the vehicle (2), and wherein the vehicle (2) comprises a front section (2') comprising:two A-pillars (3, 3') which form part of a windshield interface (4') to support a windshield (4) between the two A-pillars (3, 3'), anda structural body element (5) which connects the two A-pillars (3, 3'), whereby the structural body element (5) is arranged under the windshield interface (4') in relation to a vertical direction (vd) of the vehicle (2),wherein the method (100) comprises the step of:integration (110) of the sensor assembly (8) in an instrument panel module (6), and then mounting (120) of the instrument panel module (6) on the structural body element (5) in such a way that at least a number of sensor units (s1, s2, s3) of the one or more sensor units (s1, s2, s3) are superimposed on the structural body element (5) seen along a forward direction (fd) of the vehicle (2).

16. Method (100) according to claim 15, wherein the instrument panel module (6) comprises a structural carrier element (9), and wherein the step with integration (110) of the sensor assembly (8) in the instrument panel module (6) comprises:arranging (112) of the one or more sensor units (s1, s2, s3) in the instrument panel module (6) so that the one or more sensor units (s1, s2, s3) are superimposed with the structural carrier element (9) seen along the forward movement direction (fd) of the vehicle (2) when the instrument panel module (6) is mounted on the structural body element (5).

17. Method (100) according to claim 16, wherein the step with arrangement (112) of the one or more sensor units (s1, s2, s3) in the instrument panel module (6) includes the step:fastening (114) of the one or more sensor units (s1, s2, s3) to the structural carrier element (9).

18. Process (100) according to claim 16 or 17, wherein the step with mounting (120) of the instrument panel module (6) on the structural body element (5) includes the step:fastening (122) of the structural carrier element (9) of the instrument panel module (6) to the structural body element (5).

19. Method (100) according to any one of claims 15-18, wherein the method (100) comprises the steps: calibration (105) of the sensor assembly (8) before mounting (120) of the instrument panel module (6) on the structural body element (5).