Vehicle comprising a tire, control arrangement and method for controlling tire temperature

Abstract

A vehicle (1) comprising a wheel assembly (2, 3,11), a cover arrangement (10) configured to at least partly encapsulate the wheel assembly (2, 3,11), and a suspension system (8) configured to control ride height of the vehicle (1). The cover arrangement (10) comprises a first body portion (12) and a second body portion (14). The first body portion (12) is mounted in the vehicle (1) such that a distance (D) between the first body portion (12) and the second body portion (14) may be varied through control of ride height of the vehicle (1) using the suspension system (8). A control arrangement (100) and a method for controlling tire temperature of the wheel assembly (2, 3,11) are also provided.

Description

[0001] VEHICLE COMPRISING A TIRE, CONTROL ARRANGEMENT AND METHOD FOR CONTROLLING TIRE TEMPERATURE

[0002] TECHNICAL FIELD

[0003] The present disclosure relates in general to a vehicle comprising a wheel assembly and a cover arrangement configured to at least partly encapsulate the wheel assembly.

[0004] The present disclosure further relates in general to a method for controlling tire temperature of a wheel assembly of a vehicle. Moreover, the present disclosure relates in general to a control arrangement configured to control tire temperature of a wheel assembly of a vehicle.

[0005] The present disclosure also relates in general to a computer program as well as a computer-readable medium.

[0006] BACKGROUND

[0007] There is a lot of research going into how energy consumption of vehicles can be reduced to increase the distance a vehicle can travel based on a certain amount of energy stored , e.g., as fuel and / or electrical energy, on board the vehicle. One of the largest parts of the energy losses for heavy vehicles is caused by tire rolling resistance.

[0008] Most of the rolling resistance is related to the viscoelastic behavior of tire rubber when strain is imposed while rolling. In a rolling motion, the rubber compresses at the leading edge of the tire contact patch and decompresses at the trailing edge of the contact patch. These consecutive loading and unloading events form an asymmetric contact pressure that shifts the resultant force in front of the tire rotation axis with an offset. This shifted resultant force in turn creates a braking moment.

[0009] The strain resulting from the consecutive loading and unloading of the tire rubber causes heat to be induced in the tire rubber. It is well known that rolling resistance is significantly affected by temperature of the tire rubber, with the rolling resistance decreasing with increasing tire rubber temperature. The reason therefore is that the loading and unloading of the tire rubber causes hysteresis resulting from reorganization of entanglements of polymer chains and breaking of vas der Waals bonds, which in turn both are affected by temperature.

[0010] During driving of a vehicle, the tire warms up until the strain-induced heating effect and cooling effects from the surrounding environment reach a thermal balance. During this warm-up period rolling resistance is decreased considerably until thermal balance is reached. The cooling effects of the tire resulting from the surrounding environment are largely dependent on the air flow around the tire, but also road conditions including e.g. road temperature and cooling resulting from possible water present on the road and splashing around the tire. A more complete description of how rolling resistance may change in dependence of the driving conditions may be found in for example WO 2023 / 211340 Al.

[0011] One way to reduce rolling resistance over time is to seek to encapsulate the wheel assembly comprising the tire. By encapsulating the wheel assembly, the air flow around the tire decreases which in turn reduces the cooling of the tire. Thereby, thermal balance can be reached at a higher tire temperature, and it is also possible to reach a thermal balance more quickly. However, encapsulation of the wheel assemblies also has the effect of reducing the possibilities for cooling of service brakes of the vehicle. In case the service brakes cannot be sufficiently cooled, there is a risk of thermal damage thereof or in even brake fading. This may present a considerable safety risk during e.g., long downhill driving or during very hard braking maneuvers.

[0012] WO 2014 / 078421 A2 discloses an example of a vehicle and a thermal control system associated therewith. The thermal control system is described to be helping the tire to reach a stable state temperature more quickly than usual and / or operating at a higher steady state temperature.

[0013] SUMMARY

[0014] The object of the present invention is to reduce energy consumption of a vehicle, to thereby extend the available driving range, without jeopardizing safety in operation of the vehicle.

[0015] The object is achieved by the subject-matter of the appended independent claim(s).

[0016] The herein described vehicle comprises a wheel assembly comprising a tire. The vehicle further comprises a cover arrangement configured to at least partly encapsulate the wheel assembly. Moreover, the vehicle comprises a suspension system configured to control ride height of the vehicle. The cover arrangement comprises a first body portion arranged outwardly of the wheel assembly. The cover arrangement further comprises a second body portion which, when being in a first position, is arranged outwardly of the wheel assembly. The first body portion is mounted in the vehicle such that, when the second body portion is in the first position, a distance between the first body portion and the second body portion of the cover arrangement may be varied through control of ride heigh of the vehicle using the suspension system.

[0017] The configuration of the cover arrangement of the herein described vehicle allows for controlling the amount of encapsulation of the wheel assembly, depending on e.g., the driving situation, through control of ride height of the vehicle. Thereby, the tire temperature of the wheel assembly, and thus also the rolling resistance of the vehicle, may be controlled for the purpose of reducing the energy consumption of the vehicle. Moreover, the configuration of the cover arrangement also allows for reducing the risk of a service brake system, configured to brake the wheel assembly, reaching such a high temperature that it may be overheated, which could otherwise lead to brake fading or other thermal damage of the service brake system. Thus, rolling resistance may be reduced over time leading to a reduction of energy losses during operation of the vehicle without jeopardizing road safety.

[0018] The operation of the cover arrangement of the herein described vehicle is based on the principle of two separate body portions, i.e. the first and the second body portions, which are movably arranged in relation to each other in response to changes in ride height of the vehicle, which in turn is something that may actively and purposively be altered in the herein described vehicle. By controlling the ride height of the vehicle using the suspension system, the distance of the first and second body portions of the cover arrangement may be altered such that there is a gap therebetween, said gap allowing for airflow from the exterior of the vehicle into the immediate surroundings of the wheel assembly and associated service brake system to thereby allow cooling of the service brake system. Cooling of the service brake system may thus be achieved without the need for a separate cooling device configured therefore, although such a cooling device may also be present if desired. Furthermore, if the temperature of the service brake system is sufficiently low to avoid risk of overheating, the gap between the first and second body portions of the cover arrangement may be substantially closed for the purpose of increasing the amount of encapsulation of the wheel assembly and thereby increase the tire temperature, wherein closing (or at least reduction) of the gap is achieved through control of the ride height of the vehicle. The cover arrangement of the vehicle allows for more quickly reaching a thermal balance between the cooling effects on the tire of the wheel assembly and the strain-induced heat generated in the tire as a result of decompression and relaxation during rolling. The cover arrangement also enables a higher tire temperature at which the thermal balance is reached, and thereby a further decrease of the rolling resistance.

[0019] The first body portion of the cover arrangement may be part of a first assembly of the cover arrangement. The first assembly may be mounted to an axle structure of the vehicle, said axle structure being configured to support the wheel assembly and being suspended relative to a chassis structure of the vehicle by the suspension system. Thereby, the first assembly, and hence also the first body portion, of the cover arrangement will be configured to move with the movement of the axle structure, relative to the chassis structure, resulting from an alteration of the ride height of the vehicle.

[0020] The first body portion may be arranged such that an upper edge of the first body portion is arranged at or below a plane coinciding with a rotational axis of the wheel assembly, said plane being parallel with a longitudinal center axis of the vehicle. This inter alia ensures that the relative movement of the first and second body portions, in response to changes in ride height of the vehicle, is not limited by a configuration of a wheelhouse structure in which the wheel assembly is arranged. Moreover, this has the advantage of enabling a larger surface of the second body portion of the cover arrangement, when it is in its first position, which in turn may be advantageous from an aerodynamic perspective of the vehicle.

[0021] The second body portion may for example be part of a side skirt of the vehicle. Alternatively, the second body portion may be part of a second assembly of the cover arrangement, said second assembly further comprising a wheelhouse structure. In both cases, this allows for mounting the second body portion so that it, at least when being in its first position, moves with the movement of the chassis structure, relative to the axle structure, resulting from an alternation of the ride height of the vehicle.

[0022] The second body portion may according to one exemplifying embodiment be movably arranged between the first position and a second position at which it is at least partly retracted from the first position. This has the advantage of enabling additional cooling of the service brakes of the vehicle by moving the second body portion to a more retracted position. Furthermore, it enables the cover arrangement to be arranged to at least partly encapsulate, not only a non-steered wheel assembly, but also a steered wheel assembly of the vehicle. By moving the second body portion to a second retracted position, the steering of the wheel assembly is not hindered by the presence of the second body portion. When the need for steering is reduced, e.g., during highway driving, the second body portion may be moved back to the first position to thereby assist in increasing the tire temperature.

[0023] The present disclosure further relates to a method, performed by a control arrangement, for controlling tire temperature of the wheel assembly of the vehicle as described above. The method comprises a step of, when the vehicle reaches a travelling speed above a threshold speed, controlling the suspension system to reduce the ride height of the vehicle to thereby reduce the distance between the first body portion and the second body portion (at least when it is in its first position) of the cover arrangement. This increases the surface of the wheel assembly encapsulated by the cover arrangement which in turn reduces the cooling effect on the tire of the wheel assembly, resulting from turbulent air flow in the vicinity thereof. Thereby, the tire temperature may be increased, which in turn results in reduced rolling resistance and thereby a reduction of energy losses during operation of the vehicle. More specifically, the tire temperature of the wheel assembly may be increased more quickly and the tire temperature, at which a thermal balance is reached, may be higher.

[0024] The method may further comprise a step of, when a tire temperature of the wheel assembly is estimated, or determined, to be below a tire temperature limit, controlling the suspension system to reduce the ride height of the vehicle to thereby reduce the distance between the first body portion and the second body portion of the cover arrangement. This e.g., allows for increasing the tire temperature of the wheel assembly more quickly also in situations where the travelling speed of the vehicle is lower than the threshold speed. This may for example be useful when the weather conditions, such as cold climate and / or rain, causes a high cooling effect on the tire temperature.

[0025] The vehicle comprises a service brake system configured to brake the wheel assembly. The method may further comprise a step of, when it is determined or estimated that the service brake system has reached an upper temperature limit, or when it is predicted that the service brake system will reach said upper temperature limit within a predetermined time, controlling the suspension system to increase the ride height of the vehicle to thereby increase the distance between the first body portion and the second body portion of the cover arrangement. This will increase the turbulent air flow around the wheel assembly as well as the service brake system configured to brake the wheel assembly, which in turn increases the cooling effect on the service brake system. Thereby, the risk of the service brake system becoming overheated is reduced, which in turn improves road safety. The method may further comprise a step of, when it is predicted that the service brake system will be utilized during an upcoming braking event, controlling the suspension system to increase the ride height of the vehicle to thereby increase the distance between the first body portion and the second body portion of the cover arrangement. This is particularly suitable in case it is predicted that the vehicle will be braked using the service brake system for an extended period of time and / or with a high braking power. In such situations, there is a higher risk for the service brake system reaching a temperature at which it may risk becoming overheated. Therefore, by increasing the ride height of the vehicle before the vehicle reaches the upcoming braking event, the cooling of the service brake system may be increased already in advance of the braking event. Furthermore, increasing the ride height also leads to an increase in energy losses caused by aerodynamic drag, which in turn may reduce the amount of braking power needed during the braking event and thus also the increase in temperature of the service brake system.

[0026] The present disclosure further relates to a computer program comprising instructions which, when executed by a computer, cause the computer to carry out the method as described above.

[0027] The present disclosure further relates to a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to carry out the method as described above.

[0028] Moreover, in accordance with the present disclosure, a control arrangement configured to control tire temperature of the wheel assembly of the vehicle described above is provided. The control arrangement is configured to, when the vehicle reaches a travelling speed above a threshold speed, control the suspension system to reduce the ride height of the vehicle to thereby reduce a distance between the first body portion and the second body portion of the cover arrangement.

[0029] The control arrangement provides the same advantages as described with regard to the corresponding method for controlling tire temperature of the wheel assembly of the herein described vehicle.

[0030] The control arrangement may further be configured to, when a tire temperature of the wheel assembly is estimated, or determined, to be below a tire temperature limit, control the suspension system to reduce the ride height of the vehicle to thereby reduce the distance between the first body portion and the second body portion of the cover arrangement (unless said distance has already been reduced). As previously mentioned, the vehicle comprises a service brake system configured to brake the wheel assembly. The control arrangement may be configured to, when it is determined or estimated that the service brake system has reached an upper temperature limit, or when it is predicted that the service brake system will reach said upper temperature limit within a predetermined time, control the suspension system to increase the ride height of the vehicle to thereby increase the distance between the first body portion and the second body portion of the cover arrangement.

[0031] Moreover, the control arrangement may further be configured to, when it is predicted that the service brake system will be utilized during an upcoming braking event, control the suspension system to increase the ride height of the vehicle to thereby increase the distance between the first body portion and the second body portion of the cover arrangement.

[0032] The herein described vehicle may comprise the above described control arrangement configured to control tire temperature.

[0033] The herein described vehicle may be a heavy vehicle, such as a truck or a bus, but is not limited thereto. The vehicle may for example alternatively be a passenger car or a vehicle belonging to the lightweight or mediumweight segment of trucks.

[0034] BRIEF DESCRIPTION OF DRAWINGS

[0035] Fig. 1 illustrates a side view of an example of a vehicle,

[0036] Fig. 2a schematically illustrates a first exemplifying embodiment of a cover arrangement of a vehicle according to the present disclosure, as seen in a side view of the vehicle, when the first and second body portions of the cover arrangement are spaced apart so as to form a gap therebetween,

[0037] Fig. 2b schematically illustrates the cover arrangement of Fig. 2a when the first and second body portions are arranged relative each other so as to substantially close the gap therebetween, Fig. 3 schematically illustrates an example of how the first body portion of the cover arrangement shown in Figs. 2a and 2b may be mounted in the herein described vehicle,

[0038] Fig. 4 illustrates a side view of an exemplifying embodiment of the herein described vehicle, said exemplifying embodiment of the vehicle comprising a second exemplifying embodiment of the cover arrangement,

[0039] Fig. 5 illustrates one exemplifying embodiment of a second body portion which is arranged so as to be movable between a first position and a second position,

[0040] Fig. 6 represents a flowchart of one exemplifying embodiment of a method for controlling tire temperature of the wheel assembly of the vehicle according to the present disclosure,

[0041] Fig. 7 schematically illustrates an exemplifying embodiment of a device which may comprise, consist of, or be comprised in the herein described control arrangement configured to control tire temperature of the wheel assembly of the vehicle according to the present disclosure.

[0042] DETAILED DESCRIPTION

[0043] The invention will be described in more detail below with reference to exemplifying embodiments and the accompanying drawings. The invention is however not limited to the exemplifying embodiments discussed and / or shown in the drawings, but may be varied within the scope of the appended claims. Furthermore, the drawings shall not be considered drawn to scale as some features may be exaggerated in order to more clearly illustrate the invention or features thereof.

[0044] In the present disclosure, directional related terms, such as "upper", "lower", "above", "below", "horizontal" etc., shall be considered to be given in relation to the orientation of the vehicle when said vehicle is present on a flat horizontal ground surface, unless explicitly disclosed otherwise. Furthermore, the terms "outwardly" and "outside of" shall be considered to mean as seen in a direction from a longitudinal center axis of the vehicle. This means that if a first feature is described as arranged (or present) outwardly of a second feature, the first feature is arranged closer to the exterior of the vehicle than the second feature.

[0045] The present disclosure relates to a vehicle comprising a wheel assembly and a cover arrangement configured to at least partly encapsulate the wheel assembly. The wheel assembly comprises at least one tire. The wheel assembly may be supported by an axle structure of the vehicle.

[0046] The vehicle further comprises a suspension system configured to control ride height of the vehicle. More specifically, the suspension system may be configured to suspend the axle structure of the vehicle relative to a chassis structure of the vehicle to thereby control the ride height of the vehicle. As mentioned above, said axle structure is configured to support the wheel assembly. The vehicle may typically comprise a plurality of axle structures, each suspended relative to the chassis structure of the vehicle by the suspension system. The suspension system may be any previously known suspension system as long as it is able to actively control the ride height of the vehicle. Examples of such suspension systems include an air suspension system, a hydraulic suspension system, or a hydropneumatic suspension system, but are not limited thereto.

[0047] The above mentioned cover arrangement comprises a first body portion arranged outwardly of the wheel assembly. The term "outwardly of" is in the present disclosure considered to mean outwardly of as seen from a longitudinal center axis of the vehicle (in other words, further from the longitudinal center axis of the vehicle). More specifically, the first body portion may be arranged outwardly of a lower portion of the wheel assembly.

[0048] The cover arrangement further comprises a second body portion. The second body portion of the cover arrangement may be movable between a first position and a second position, or it may be fixedly mounted in the first position (at least when the vehicle is in operation). It should however be noted that, even if not being movable between the first and a second position, the second body portion may be removably mounted in the first position to allow, e.g., change of wheel assembly when needed. Irrespectively of being movable between different positions or not, the second body portion of the cover arrangement is, when being in the first position, arranged outwardly of the wheel assembly. More specifically, the second body portion may, when being in the first position, be arranged outwardly of an upper portion of the wheel assembly.

[0049] The above mentioned first position of the second body portion may be described as an operative position. The second position of the second body portion may be described as a position in which the second body portion is in a partly or fully retracted position. A fully retracted position of the second body portion is herein considered to mean a position where the second body portion does not contribute to encapsulation of an outwardly facing side of the wheel assembly. It should here be noted that the first and second positions of the second body portion of the cover arrangement are independent of the ride height of the vehicle.

[0050] The first body portion of the cover arrangement is mounted in the vehicle such that, when the second body portion of the cover arrangement is in its first position, the distance between the first body portion and the second body portion may be varied through control of ride height of the vehicle. Said control of the ride height is performed through control of the suspension system of the vehicle. In other words, the first and second body portions of the cover arrangement are arranged in the vehicle such that a distance between the first and second body portions, as seen in the vertical direction of the vehicle, may be altered through active control of the suspension system, at least when the second body portion of the cover arrangement is in its first position. This may be achieved by arranging the second body portion such that, when it is in its first position, will move with the movement of the chassis structure of the vehicle resulting from a change in ride height of the vehicle, whereas the first body portion of the cover arrangement is arranged so as to follow the movement of the axle structure supporting the wheel assembly. The first body portion of the cover arrangement may be arranged relative to the second body portion such that, when the second body portion is in its first position, the first and second body portions are arranged substantially side by side as seen in a direction parallel with the vertical axis of the vehicle.

[0051] Furthermore, the first and second body portions of the cover arrangement may be arranged in the vehicle such that, when the vehicle has its lowest ride height and the second body portion is in its first position, the first and second body portions partly overlap each other (as seen in a vertical direction of the vehicle). In other words, an upper edge of the first body portion may be arranged outwardly of the second body portion, or a lower edge of the second body portion may be arranged outwardly of the first body portion, when the vehicle has its lowest ride height and the second body portion is it its first position. Thereby, it can be assured that there is no vertical gap between the first and second body portions of the cover arrangement. This in turn minimizes the cooling effect, resulting from turbulent air flow, of the tire. Alternatively, the first and second body portions of the cover arrangement may, when the ride height of the vehicle is at its minimum and the second body portion is in its first position, be arranged such that their exterior surfaces are substantially flush with each other. In such a case, the upper edge of the first body portion and / or the lower edge of the second body portion 14 may suitably be formed of a flexible material which allows for a relative movement of the first and second body portions that may result from a normal suspension travel of an axle structure, supporting the wheel assembly, when travelling on a road. According to yet an alternative, the first and second body portions may be arranged in the vehicle such that, when the vehicle has its lowest ride height and the second body portion is in its first position, the upper edge of the first body portion and the lower edge of the second body portion are spaced apart by a predetermined minimum distance, said minimum distance being selected to be sufficient to allow a relative movement of the first and second body portions sufficient to allow the above mentioned normal suspension travel of the axle structure. Such a predetermined minimum distance should however be selected to be sufficiently small to minimize the air flow towards the wheel assembly in order to minimize the cooling effect on the tire.

[0052] As previously mentioned, the first body portion of the cover arrangement is mounted in the vehicle such that it follows the movement of the axle structure (configured to support the wheel assembly which is at least partly encapsulated by the cover arrangement) resulting from an alteration of the ride height of the vehicle. This may be achieved by the first body portion being part of a first assembly of the cover arrangement, said first assembly being mounted to the axle structure. The first assembly may be configured to surround the wheel assembly as seen in a horizontal plane of the vehicle. In addition to the first body portion, the first assembly may for example comprise a third body portion. The third body portion may be arranged so that at least a part thereof is arranged inwardly of the wheel assembly, to allow the third body portion to be mounted to the axle structure. The first body portion may be removably mounted to the third body portion in order to allow full access to the wheel assembly from a lateral side of the vehicle, when needed.

[0053] The first body portion may be arranged in the vehicle such that an upper edge of the first body portion is arranged at or below a plane coinciding with a rotational axis of the wheel assembly, said plane being parallel with the longitudinal center axis of the vehicle. In other words, the first body portion may be arranged in the vehicle such that an upper edge of the first body portion is arranged at or below a horizontal plane of the vehicle coinciding with a rotational axis of the wheel assembly. This for example ensures that the relative movement of the first and second body portions, in response to changes in ride height of the vehicle, is not limited by a configuration of a wheelhouse structure in which the wheel assembly is arranged. This allows for using standardized wheelhouse structures in combination with the cover arrangement, if desired. Moreover, this has the advantage of enabling a larger surface of the second body portion of the cover arrangement, when it is in its first position, which in turn may be advantageous from an aerodynamic perspective of the vehicle. This e.g., allows for the second body portion of the cover arrangement to be responsible for covering the upper half of the side surface of the wheel assembly when being in its first position and the vehicle having its lowest ride height. This may for example be advantageous from an aerodynamic point of view.

[0054] The second body portion may for example be part of a side skirt of the vehicle. Alternatively, the second body portion may be part of a second assembly of the cover arrangement, said second assembly further comprising a wheelhouse structure. In both cases, this allows for mounting the second body portion so that it, at least when being in its first position, moves with the movement of the chassis structure, relative to the axle structure, resulting from an alternation of the ride height of the vehicle.

[0055] The present disclosure further provides a method for controlling tire temperature of the wheel assembly of the vehicle described herein. The method comprises a step of, when the vehicle reaches a travelling speed above a threshold speed, controlling the suspension system to reduce the ride height of the vehicle (unless already reduced to a minimum). Thereby, the distance between the first and second body portions of the cover arrangement is, at least when the second body portion is in its first position, reduced. This increases the encapsulation of the wheel assembly which in turn increases the tire temperature and thereby a reduction in the rolling resistance of the tire. The threshold speed may for example be 60 km / h, 65 km / h, or 70 km / h, but is not limited thereto. It should here be noted that the threshold speed is suitably selected in dependence of the configuration of the vehicle, such as type of vehicle and / or tire rubber. Furthermore, the threshold speed may also be selected in dependence of one or more variable factors, such as vehicle load, weather conditions, performance mode selected by a driver of the vehicle, traffic conditions, road type (e.g., highway or country road), etc.

[0056] The energy losses resulting from rolling resistance increases with increasing travelling speed of the vehicle, and the effect of encapsulation of the wheel assembly is therefore higher at higher travelling speeds. Furthermore, a higher travelling speed of a vehicle is indicative of the vehicle driving under such conditions that the likelihood for considerable suspension travel of the axle structure relative to the chassis structure of the vehicle is reduced, and thus that the ride height of the vehicle may be allowed to be reduced.

[0057] In certain cases, it may be desirable to seek to increase the tire temperature even if the travelling speed of the vehicle is below the above mentioned threshold speed. For example, this may be desirable in case the tire temperature is relatively low. Therefore, the herein described method may further comprise a step of, when a tire temperature of the wheel assembly is estimated, or determined, to be below a tire temperature limit, controlling the suspension system to reduce the ride height of the vehicle to thereby reduce the distance (unless already reduced to a minimum) between the first body portion and the second body portion of the cover arrangement. The tire temperature may for example be estimated using a temperature model therefore. Such temperature models are previously known and will therefore not be described further in the present disclosure. Moreover, the tire temperature may in some cases be determined based on a measured temperature of a wheel assembly, e.g., as measured by a temperature sensor arranged the wheel rim.

[0058] In case the second body portion of the cover arrangement is arranged so as to be movable between the first position and a second position, the method may further comprise a step of moving the second body portion to its first position (unless already being in said position). This may be performed when the vehicle reaches a travelling speed above the threshold speed, or is predicted to reach said travelling speed within short. Alternatively, or additionally, moving the second body portion to its first position may be performed when the tire temperature of the wheel assembly is estimated, or determined, to be below a tire temperature limit.

[0059] The method may further comprise a step of, when it is determined or estimated that the service brake system (configured to brake the wheel assembly) has reached an upper temperature limit, or when it is predicted that the service brake system will reach said upper temperature limit within a predetermined time, controlling the suspension system to increase the ride height of the vehicle to thereby also increase the distance between the first and second body portions. Thereby, the cooling of the service brake system will inherently be increased. The temperature of the service brake system may be estimated, as well as predicted, using a temperature model for the service brake system. Such temperature models are previously known and will therefore not be described in the present disclosure.

[0060] In accordance with a more simplified version of the herein described method, which does not rely on knowledge and / or prediction of the temperature of the service brake system, the method may comprise controlling the suspension system to increase the ride height of the vehicle (unless already increased) when it is predicted that the service brake system will be utilized during an upcoming braking event. As already described above, increasing the ride height of the vehicle increases the distance between the first and second body portions of the cover arrangement and thereby allows for increased cooling of the service brake system. A prediction that the service brake system will be utilized during an upcoming braking event may be performed using look-ahead functions. Such functions are as such previously known, and frequently incorporated in modern vehicles, and will therefore not be described herein.

[0061] The performance of the herein described method for controlling tire temperature of a wheel assembly of the herein described vehicle may be governed by programmed instructions. These programmed instructions may take the form of a computer program which, when executed by a computer, cause the computer to effect desired forms of control action. More specifically, the programmed instructions causes the computer to control the suspension system of the herein described vehicle to control the tire temperature of the wheel assembly in accordance with the herein described method. Such a computer may for example be comprised in the control arrangement as described herein. A computer is in the present disclosure considered to mean any hardware or hardware / firmware device implemented using processing circuity such as, but not limited to, a processor, Central Processing Unit (CPU), a controller, an arithmetic logic unit (ALU), a digital signal processor, a microcomputer, a field programmable gate array (FPGA), a System-on-Chip (SoC), a programmable logic unit, a microprocessor, an application-specific integrated circuit, or any other device capable of electronically performing operations in a defined manner.

[0062] The above described programmed instructions, which may take the form of a computer program, may be stored on a computer-readable medium. Hence, the present disclosure also relates to a computer-readable medium storing instructions, which when executed by computer, cause the computer to carry out the herein described method for tire temperature of a wheel assembly of a vehicle. The computer-readable medium may be a non-transitory computer-readable medium, such as a tangible electronic, magnetic, optical, infrared, electromagnetic, and / or semiconductor system, apparatus, and / or device.

[0063] The present disclosure further relates to a control arrangement configured to control tire temperature of the wheel assembly of the herein described vehicle. The control arrangement may be configured to perform any one of the steps of the method for controlling tire temperature of a wheel assembly of the herein described vehicle as described above.

[0064] More specifically, in accordance with the present disclosure, a control arrangement configured to control tire temperature of a wheel assembly of the herein described vehicle, said wheel assembly being configured to be at least partly encapsulated by the cover arrangement, is provided. The control arrangement is configured to, when the vehicle reaches a travelling speed above a threshold speed, control the suspension system to reduce a ride height of the vehicle to thereby reduce a distance between the first body portion and the second body portion of the cover arrangement.

[0065] The control arrangement may comprise one or more control units. In case of the control arrangement comprising a plurality of control units, each control unit may be configured to control a certain function / step or a certain function / step may be divided between more than one control units. The control arrangement may for example be a control arrangement of the suspension system of the vehicle. Alternatively, the control arrangement may be any other control arrangement of the vehicle but configured to communicate with suspension system for the purpose of performing the herein described method.

[0066] Figure 1 illustrates a side view of an example of a vehicle 1, here illustrated as a truck. The vehicle 1' has a longitudinal center axis L. The longitudinal center axis L of the vehicle 1' is parallel to a forward moving direction as well as parallel to a reverse moving direction of the vehicle 1. The forward moving direction of the vehicle 1' is in the figure illustrated by the arrow F. Moreover, the vehicle 1' also has a vertical axis V which is perpendicular to the longitudinal center axis A. In case the vehicle 1' is present on a flat ground horizontal surface, the vertical axis V is substantially perpendicular to said ground surface whereas the longitudinal center axis A is substantially parallel to the flat ground surface. The vehicle 1' further has a transverse axis (not shown) perpendicular to both the longitudinal center axis A and the vertical axis V.

[0067] The vehicle 1' comprises a plurality of wheel assemblies, including two front wheel assemblies 2 arranged on opposing sides of the longitudinal center axis L. Only one of the front wheel assemblies 2 is visible in the figure in view of the vehicle 1' being shown in a side view. Each front wheel assembly comprises a tire 2a disposed on a front wheel 2b. The front wheel assemblies 2 are connected to a front axle (not shown) of the vehicle 1. Furthermore, each of the front wheel assemblies 2 be arranged in a (front) wheelhouse structure 4, which in turn may be mounted to a chassis structure of the vehicle 1. The chassis structure is not visible in the figure, among other things, because the exemplified vehicle has a side skirt 6 arranged along the lateral side of the vehicle 1. The side skirt 6 may be mounted to, and outwardly of, the chassis structure of the vehicle.

[0068] The plurality of wheel assemblies further comprises at least two drive wheel assemblies 3 (only one being visible in the figure). The drive wheel assemblies 3 may typically be evenly distributed on opposing sides of the longitudinal center axis L and arranged in a wheelhouse structure 5. Such a wheelhouse structure 5 may in turn be mounted to a chassis structure (not shown) of the vehicle 1. Each drive wheel assembly 3 comprises a tire 3a disposed on a wheel 3b. Each of the drive wheel assemblies are rotationally drive by a drive shaft (not shown) of the vehicle. Moreover, the drive wheel assemblies 2 may be supported by an axle structure.

[0069] The herein described vehicle may for example correspond to the vehicle 1' shown in figure 1, but further comprises the herein described cover arrangement configured to at least partly encapsulate a wheel assembly of the vehicle.

[0070] Figure 2a schematically illustrates a first exemplifying embodiment of a cover arrangement 10 of a vehicle according to the present disclosure, as seen from a side view of the vehicle (compare with the side view of the vehicle 1' shown in Figure 1). The cover arrangement 10 is configured to at least partly encapsulate a wheel assembly 11 of the vehicle. Said wheel assembly 11 is schematically illustrated by dotted lines in the figure since it is not part of the cover assembly 10. The wheel assembly 11 may for example correspond to a non-steered wheel assembly, such as a drive wheel assembly 3 of the vehicle 1' shown in Figure 1, but is not limited thereto.

[0071] The cover arrangement 10 comprises a first body portion 12 and a second body portion 14. As seen in a vertical direction of a vehicle, the first body portion 12 is arranged below the second body portion 14. The second body portion 14 may be mounted in the vehicle in a first position. Said a first position may alternatively be described as an operative position (e.g., since it contributes to an encapsulation the wheel assembly 11 and therefore may contribute to an increase of tire temperature). Alternatively, the second body portion is movably arranged in the vehicle between such a first position and a second position at which the second body portion is at least partly retracted from the first position. In the figure, the second body portion 14 is shown when mounted in the first position. Each of the first body portion 12 and the second body portion 14, when in the first position, are arranged outwardly of the wheel assembly 11. Thus, each of the first body portion 12 and the second body portion 14, when in the first position, covers part of a side surface of the wheel assembly 11 so as to form a partitioning to the air surrounding the vehicle.

[0072] The first body portion 12 is mounted in the vehicle such that, when the second body portion 14 is in its first position (as shown in Figure 2a), a distance D between the first body portion 12 and the second body portion 14 of the cover arrangement 10 may be varied through actively controlling the ride height of the vehicle. Said control of ride height of the vehicle may in turn be achieved by controlling a suspension system of the vehicle. The relative movement between the first and second body portions 12, 14 occurs in a direction illustrated by the double arrow S, which in turn is substantially parallel to a vertical axis of the vehicle (compare with vertical axis V shown in Figure 1).

[0073] In Figure 2a, the first and second body portions 12, 14 of the cover arrangement 10 are shown to be arranged separated from each other such that there is a gap therebetween. In other words, there is a gap between an upper edge 12a of the first body portion 12 and a lower edge 14b of the second body portion 14. Moreover, the upper edge 12a of the first body portion 12 faces towards the lower edge 14b of the second body portion 14. The gap formed between the first and second body portions 12, 14 allows an air flow from the exterior of the vehicle towards the wheel assembly 11. Such an air flow may assist in cooling of a service brake system (not shown) configured to brake the wheel assembly 11.

[0074] Figure 2b schematically illustrates the cover arrangement 10 shown in Figure 2a, but in a state where the distance between the first and second body portions 12, 14 has been reduced so as to substantially close the gap therebetween. The illustrated state, where the first and second body portions 12, 14 are as close to each other as reasonably possible, corresponds to a state at which the ride height of the vehicle has been controlled to its minimum. When the first and second body portions 12, 14 are arranged so as to substantially close the gap therebetween, as shown in Figure 2b, they work together to enable the greatest possible encapsulation of the wheel assembly 11 enabled by the cover arrangement 10.

[0075] It should here be noted that the first and second body portions 12, 14 of the cover arrangement 10 may be configured to be arranged so as to partly overlap each other when the ride height of the vehicle has been reduced to its minimum. Alternatively, the first and second body portions 12, 14 of the cover arrangement may, when the ride height of the vehicle is at its minimum, be arranged such that their exterior surfaces are arranged substantially flush with each other. In the latter case, the upper edge 12a of the first body portion and / or the lower edge 14b of the second body portion 14 may suitably be formed of a flexible material which allows for a relative movement of the first and second body portions 12, 14 that may result from a normal suspension travel of an axle structure, supporting the wheel assembly 11, when travelling on a road. According to yet an alternative, the upper edge 12a of the first body portion 12 and the lower edge 14b of the second body portion 14 may be configured to be spaced apart by a predetermined minimum distance, said minimum distance being selected to be sufficient to allow a relative movement of the first and second body portions sufficient to allow the above mentioned normal suspension travel of the axle structure. Such a predetermined minimum distance should however be selected to be sufficiently small to minimize the air flow towards the wheel assembly in order to minimize the cooling effect on the tire.

[0076] Figure 3 schematically illustrates one example of how the first body portion 12 of the cover arrangement 10 according to the first exemplifying embodiment (shown in Figures 2a and 2b) may be mounted in the vehicle 1, as seen in a horizontal view of the vehicle. In the figure, the second body portion 14 of the cover arrangement 10 has been omitted in order to more clearly illustrate the first body portion 12. Moreover, in the figure, two cover arrangements 10 are shown to be arranged on opposing sides of a longitudinal center axis L of the vehicle 1, each of said cover arrangements 10 comprising a respective first body portion 12.

[0077] The vehicle 1 comprises a chassis structure 7. The chassis structure 7 may comprise two side frames 7a, 7b extending in the longitudinal direction of the vehicle on opposing sides of the longitudinal center axis L. The side frames 7a, 7b may in turn be connected by one or more connection frames 7c (only one shown in the figure) extending substantially transversal to the longitudinal center axis L.

[0078] The vehicle 1 further comprises an axle structure 9 configured to support a plurality of e.g., wheel assemblies 11. In the figure, four wheel assemblies 11 are illustrated, which in turn are evenly distributed on opposing sides the longitudinal axis. The wheel assemblies 11 may for example correspond to the drive wheel assemblies 3 shown in Figure 1, but could alternatively be for example tag axle wheel assemblies or front wheel assemblies of the vehicle 1. In case the wheel assemblies 11 are driven wheel assemblies, a drive shaft (not shown) may be configured to extend inside or alongside the axle structure 9, said drive shaft being configured to transmit propulsion torque from one or more propulsion units of the vehicle to the wheel assemblies 11.

[0079] The axle structure 9 is suspended relative to the chassis structure 7 by a suspension system 8. The suspensions system 8 is in the figure represented by two air bellows 8a, 8b. Thus, the suspension system may be an air suspension system, but the present disclosure is not limited thereto. The suspension system 8 is however a suspension system which is capable of being actively controlled for the purpose of controlling the ride height of the vehicle 1. More specifically, the suspension system may be controlled by a control arrangement 100. Said control arrangement 100 may be configured to perform the herein described method for controlling tire temperature of a wheel assembly, such as any one of the wheel assemblies 11 shown in the figure. As shown in the figure, the first body portion 12 of each of the cover arrangements 10 may be part of a first assembly 20 of the corresponding cover arrangement 10. A first assembly 20 of a cover arrangement 10 is arranged so as to surround at least one wheel assembly 11 (in the illustrated example, two wheel assemblies) as seen in a horizontal plane of the vehicle 1. A first assembly 20 may for example comprise a third body portion 22 to which the first body portion 12 is removably mounted. The reason for the first body portion 12 being removably mounted to the third body portion 22 is to enable full access to a wheel assembly 11, e.g., for the purpose of allowing change thereof, from a lateral side of the vehicle 1. The third body portion 22 may for example, as shown in the figure, have a substantially U-shaped configuration as seen in a horizontal plane of the vehicle 1. Moreover, the first body portion 12 may have a substantially plate-like configuration as shown in the figure. However, the first body portion 12 could naturally alternatively have e.g., a substantially U- shaped configuration as seen in a horizontal plane of the vehicle.

[0080] The first assembly 20 of each of the cover arrangements 10 is mounted to the axle structure 9 such that the first body portion 12 of said first assembly 20 is arranged outwardly of the wheel assembly 11. Furthermore, the first assemblies 20 of the two cover arrangements 10 shown in the figure are mounted to at the opposing longitudinal ends the axle structure 9. The first assemblies 20 may be directly mounted to, or mounted via an attachment arrangement (not shown), the axle structure 9 without departing from the present disclosure.

[0081] Figure 4 illustrates a side view of an exemplifying embodiment of a vehicle 1 in accordance with the present disclosure. The illustrated vehicle 1 comprises a second exemplifying embodiment of a cover arrangement 10, said cover arrangement 10 shown to be arranged so as to at least partly encapsulate a drive wheel assembly 3. The second exemplifying embodiment of the cover arrangement 10 corresponds to the first exemplifying embodiment shown in Figures 2a, 2b and 3, except that the first assembly 20 further comprises a rubber skirt 13. Said rubber skirt 13 is attached to the first body portion 12 so as to extend downwards therefrom. The rubber skirt 13 allows the cover arrangement 10 to cover a larger portion of a side surface of the wheel assembly 3 without risking damage to the first body portion 12 caused by e.g. debris from the road surface or the like.

[0082] The second body portion 14 of the cover arrangement 10 according to the second exemplifying embodiment thereof is removably mounted to a wheelhouse structure (compare with the wheelhouse structure 5 shown in Figure 1). The second body portion 14 and the wheelhouse structure, to which the second body portion 14 is mounted, may be seen as together forming a second assembly of the cover arrangement 10. In such a case, the second assembly 24 may be described as forming a cap-like assembly arranged to encapsulate the upper portion of the wheel assembly 3. The second assembly may be directly mounted to, or mounted via a interposed second attachment arrangement (not shown), to the chassis structure of the vehicle 1. The second assembly will thereby move with the chassis structure when the ride height of the vehicle 1 is altered.

[0083] It should be noted that although in the figure, the second body portion 14 is mounted to a wheelhouse structure of the vehicle, the second body portion 15 could alternatively be formed as an integral part of a side skirt 6 of the vehicle 1. In such a case, the side skirt 6 extends along the lateral side of the vehicle such that it also (in contrast to as shown in Figure 4) is arranged outwardly of the wheel assembly 3. As known in the art, a side skirt 6 may typically be attached to the chassis structure of the vehicle 1, and will thus move with the movement of the chassis structure in response to changes in ride height of the vehicle 1.

[0084] In the second exemplifying embodiment of the cover arrangement 10, as shown in Figure 4, the second body portion 14 of the cover arrangement is removably mounted in a first position which cannot be altered. This e.g., has the advantage of enabling constructing the second body portion 14 of a substantially rigid material. The reason for the second body portion 14 being removably mounted in the vehicle 1, as opposed to fixedly mounted, may be to allow temporary removal of the second body portion to allow access to the wheel assembly, e.g., for changing the wheel assembly.

[0085] However, the second body portion 14 of the cover arrangement could alternatively be arranged so as to be movable between the first position and a second position, said second portion being a partly or fully retracted position. Figure 5 illustrates one exemplifying embodiment of a second body portion 14 which is arranged so as to be movable between a first position, at which it is arranged outwardly of the wheel assembly, and a second position, at which it is at least partly retracted. According to the illustrated exemplifying embodiment, the second body portion 14 may be moved in and out of a housing 26, as shown by the double arrow 25, when moved between its first and second positions. A roller 27, onto which the second body portion 14 may be rolled up, may be arranged inside the housing 26 (and is therefore shown with dotted lines). Said roller 27 may be driven by an actuator comprising e.g., an electrical motor, which in turn may be arranged in a casing 28. In order to allow the second body portion 14 to be rolled up inside the case, the second body portion may for example be formed of a relatively flexible material. Although not shown in the figure, the side edges 14c (i.e. the edges extending in the vertical direction) of the second body portion 14 may be configured to be guided by a respective guide frame when moved to and from the first position, said guide frames also providing structural stability to the second body portion when it is in use in its first position. Saud guide frames may for example be constructed of metallic material and may for example be mounted to the chassis structure of the vehicle.

[0086] The housing 26 may be mounted to a wheelhouse structure (compare with the wheelhouse structure 5 shown in Figure 1), e.g., such that a lower surface 26b of the housing 26 is arranged on an upper surface of the wheelhouse structure. Alternatively, the housing 26 may be mounted to the chassis structure of the vehicle.

[0087] Figure 6 represents a flowchart schematically illustrating an exemplifying embodiment of the herein described method for controlling tire temperature of a wheel assembly of the vehicle as described herein, for example the vehicle 1 shown in Figure 4. Optional steps of the exemplifying embodiment are shown in dashed lines.

[0088] The method comprises a step S101 of determining whether the vehicle has reached a travelling speed above a threshold speed. In other words, step S101 comprises determining whether the travelling speed of the vehicle is higher than the threshold speed.

[0089] In case it is determined in step S101 that the vehicle has reaches a travelling speed above the threshold speed, the method may comprise a step S102 of moving the second body portion of the cover arrangement into its first position, unless already being in the first position.

[0090] The method comprises a step S103, when it is determined that the vehicle has reached a travelling speed above a threshold speed, controlling the suspension system to reduce the ride height of the vehicle (unless already reduced to a minimum) to thereby reduce the distance between the first and second body portions of the cover arrangement. Thereby, the encapsulation of the wheel assembly will be increased, which in turn enables an increase of the tire temperature of the wheel assembly and thereby also a reduction of the rolling resistance.

[0091] It should here be noted that although the optional step S102 and step S103 are shown in a particular order, said steps may be performed in any order or in parallel without departing from the present disclosure.

[0092] The method according to the exemplifying embodiment further comprises a step S104 of determining or estimating whether the service brake system configured to brake the wheel assembly has reached an upper temperature limit, or is predicted to reach said upper temperature limit within a predetermined time. If this is not the case, the method may be reverted to start.

[0093] In case step S104 demonstrates that that the service brake system has reached an upper temperature limit, or will reach said upper temperature limit within a predetermined time, the method comprises a step S105 of controlling the suspension system to increase the ride height of the vehicle. This in turn increases the distance between the first and second body portions of the cover arrangement, which in turn enables an increased cooling of the service brake system. Depending on the particular circumstances, in particular the determined or estimated temperature of the service brake system, the increase in ride height may be performed slowly or may be performed as a sudden increase of the ride height.

[0094] The method may optionally further comprise a step S106 of determining or estimating whether the service brake system has reached a safe temperature, such as a temperature below a second temperature limit (which in turn is lower than the above mentioned upper temperature limit). The second temperature limit may for example correspond to a temperature at which the service brake system is not expected to be able to reach the upper temperature limit within a predetermined amount of time, even if the wheel assembly is braked by the service brake system. In case step S106 demonstrates that the service brake system has reached, or is estimated to have reached, a safe temperature, the method may revert to start, as shown in the figure. Otherwise, the method may optionally revert to a step S107 of moving the second body portion into its second position to thereby increase the possibilities for cooling of the service brake system. It should here be noted that step S107 is naturally only possible in case the second body portion of the cover arrangement is arranged so as to be movable between a plurality of positions. After step S107, or in case step S107 is not present, step S106 may be repeated until it demonstrates that the service brake system has reached, or is estimated to have reached, a safe temperature.

[0095] In case it is determined in step S101 that the vehicle has not reached a travelling speed above the threshold speed, the method may be reverted to start. Alternatively, the method may proceed to an optional step S108 of determining whether the tire temperature of the wheel assembly is, or is at least estimated to be, below a tire temperature limit. If the tire temperature of the wheel assembly is estimated, or determined, to be below the tire temperature limit, the method may proceed to a step S109 of controlling the suspension system to reduce the ride height of the vehicle (unless already reduced) and thereby reducing the distance between the first and second body portions of the cover arrangement so as to increase the encapsulation of the wheel assembly. It should here be noted that, although not illustrated in the figure, the method may be terminated at any time in response to a determination that controlling the suspension system to achieve a reduced ride height of the vehicle is inappropriate, e.g., for the travelling speed of the vehicle falling below a vehicle speed threshold for the suspension system.

[0096] Figure 7 schematically illustrates an exemplifying embodiment of a device 500. The control arrangement 100 described above may for example comprise the device 500, consist of the device 500, or be comprised in the device 500.

[0097] The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read / write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer program, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I / O means, an A / D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted). The non-volatile memory 520 has also a second memory element 540.

[0098] There is provided a computer program P that comprises instructions for controlling tire temperature of the wheel assembly of the herein described vehicle. As already described above, said vehicle comprises a cover arrangement configured to at least partly encapsulate the wheel assembly and a suspension system configured to control ride height of the vehicle. The computer program comprises instructions for, when the vehicle reaches a travelling speed above a threshold speed, controlling the suspension system to reduce the ride height of the vehicle to thereby reduce the distance between the first body portion and the second body portion (at least when it is in its first position) of the cover arrangement.

[0099] The program P may be stored in an executable form or in a compressed form in a memory 560 and / or in a read / write memory 550.

[0100] The data processing unit 510 may perform one or more functions, i.e. the data processing unit 510 may effect a certain part of the program P stored in the memory 560 or a certain part of the program P stored in the read / write memory 550.

[0101] The data processing device 510 can communicate with a data port 599 via a data bus 515. The nonvolatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. The read / write memory 550 is adapted to communicate with the data processing unit 510 via a data bus 514. The communication between the constituent components may be implemented by a communication link. A communication link may be a physical connection such as an optoelectronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.

[0102] When data are received on the data port 599, they may be stored temporarily in the second memory element 540. When input data received have been temporarily stored, the data processing unit 510 is prepared to effect code execution as described above.

[0103] Parts of the methods herein described may be effected by the device 500 by means of the data processing unit 510 which runs the program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, methods herein described are executed.

Claims

CLAIMS1. A vehicle (1) comprising: a wheel assembly (2, 3, 11) comprising a tire (2a, 3a), a cover arrangement (10) configured to at least partly encapsulate the wheel assembly (2, 3, 11) , and a suspension system (8) configured to control ride height of the vehicle (1), wherein the cover arrangement (10) comprises: a first body portion (12) arranged outwardly of the wheel assembly (2, 3, 11) , a second body portion (14) which, when being in a first position, is arranged outwardly of the wheel assembly (2, 3, 11) , wherein the first body portion (12) is mounted in the vehicle (1) such that, when the second body portion (14) is in the first position, a distance (D) between the first body portion (12) and the second body portion (14) of the cover arrangement (10) may be varied through control of ride height of the vehicle (1) using the suspension system (8).

2. The vehicle (1) according to claim 1, wherein the first body portion (12) is part of a first assembly (20) of the cover arrangement (10), said first assembly (20) being mounted to an axle structure (9) of the vehicle (1), said axle structure being configured to support the wheel assembly (2, 3, 11) and being suspended relative to a chassis structure of the vehicle (1) by the suspension system (8).

3. The vehicle (1) according to any one of claims 1 or 2, wherein the first body portion (12) is arranged such that an upper edge of the first body portion (12) is arranged at or below a plane coinciding with a rotational axis of the wheel assembly (2, 3, 11) , said plane being parallel with a longitudinal center axis of the vehicle (1).

4. The vehicle (1) according to any one of the preceding claims, wherein the second body portion (14) is part of a side skirt of the vehicle (1), or wherein the second body portion (14) is part of a second assembly of the cover arrangement (10), said second assembly further comprising a wheelhouse structure.

5. The vehicle (1) according to any one of the preceding claims, wherein the second body portion (14) is movably arranged between the first position and a second position at which it is at least partly retracted from the first position.

6. A method, performed by a control arrangement (100), for controlling tire temperature of the wheel assembly (2, 3, 11) of the vehicle (1) according to any one of the preceding claims, the method comprising a step of: when the vehicle (1) reaches a travelling speed above a threshold speed, controlling (S103) the suspension system (8) to reduce a ride height of the vehicle (1) to thereby reduce a distance between the first body portion (12) and the second body portion (14) of the cover arrangement (10).

7. The method according to claim 6, further comprising: when a tire temperature of the wheel assembly (2, 3, 11) is estimated, or determined, to be below a tire temperature limit, controlling the suspension system (8) to reduce the ride height of the vehicle (1) to thereby reduce the distance between the first body portion (12) and the second body portion (14) of the cover arrangement (10).

8. The method according to any one of claims 6 or 7, wherein the vehicle (1) further comprises a service brake system configured to brake the wheel assembly (2, 3, 11), the method further comprising: when it is determined or estimated that the service brake system has reached an upper temperature limit, or when it is predicted that the service brake system will reach said upper temperature limit within a predetermined time, controlling (S105) the suspension system (8) to increase the ride height of the vehicle (1) to thereby increase the distance between the first body portion (12) and the second body portion (14) of the cover arrangement (10).

9. The method according to any one of claims 6 or 7, wherein the vehicle (1) further comprises a service brake system configured to brake the wheel assembly (2, 3, 11) , the method further comprising: when it is predicted that the service brake system will be utilized during an upcoming braking event, controlling the suspension system (8) to increase the ride height of the vehicle (1) to thereby increase the distance between the first body portion (12) and the second body portion (14) of the cover arrangement (10).

10. A computer program comprising instructions which, when executed by a computer, cause the computer to carry out the method according to any one of claims 6 to 9.

11. A computer-readable medium comprising instructions which, when executed by a computer, cause the computer to carry out the method according to any one of claims 6 to 9.

12. A control arrangement (100) configured to control tire temperature of the wheel assembly (2, 3, 11) of the vehicle (1) according to any one of claims 1 to 5, the control arrangement (100) being configured to: when the vehicle (1) reaches a travelling speed above a threshold speed, control the suspension system (8) to reduce a ride height of the vehicle (1) to thereby reduce a distance between the first body portion (12) and the second body portion (14) of the cover arrangement (10).

13. The control arrangement (100) according to claim 12, wherein the control arrangement (100) is further configured to: when a tire temperature of the wheel assembly (2, 3, 11) is estimated, or determined, to be below a tire temperature limit, control (S109) the suspension system (8) to reduce the ride height of the vehicle (1) to thereby reduce the distance between the first body portion (12) and the second body portion (14) of the cover arrangement (10).

14. The control arrangement (100) according to any one of claims 12 or 13, wherein the vehicle (1) further comprises a service brake system configured to brake the wheel assembly (2, 3, 11) , the control arrangement (100) further being configured to: when it is determined or estimated that the service brake system has reached an upper temperature limit, or when it is predicted that the service brake system will reach said upper temperature limit within a predetermined time, control (S105) the suspension system (8) to increase the ride height of the vehicle (1) to thereby increase the distance between the first body portion (12) and the second body portion (14) of the cover arrangement (10).

15. The control arrangement (100) according to any one of claims 12 or 13, wherein the vehicle (1) further comprises a service brake system configured to brake the wheel assembly (2, 3, 11) ,the control arrangement (100) further being configured to: when it is predicted that the service brake system will be utilized during an upcoming braking event, control the suspension system (8) to increase the ride height of the vehicle (1) to thereby increase the distance between the first body portion (12) and the second body portion (14) of the cover arrangement (10).

16. The vehicle (1) according to any one of claims 1 to 5, further comprising the control arrangement (100) according to any one of claims 12 to 15.

Images