Vehicle assembly, transmission unit and vehicle

Abstract

A vehicle assembly (1, 1 ') is disclosed comprising a vehicle component (3, 3') and a speed measurement arrangement (4, 4 ') for measuring a rotational speed of the vehicle component (3, 3'). The speed measurement arrangement (4, 4 ') comprises a set of elements (5, 5') arranged at a portion (13, 13 ') of the vehicle component (3, 3') and configured to rotate in a first plane (P1) upon rotation of the vehicle component (3, 3 '). The speed measuring arrangement (4, 4 ') further comprises a speed sensor unit (6, 6') comprising an end section (16, 16 ') from the first side (S1) of the first plane (P1) towards the portion (13, 13') of the vehicle component (3, 3 '). The speed sensor unit (6, 6 ') comprises a Hall sensor (8, 8') arranged at the end section (16, 16 '). The present disclosure further relates to a transmission unit (49) comprising a vehicle assembly (1, 1 ') and a vehicle (2).

Description

Technical Field

[0001] The present disclosure relates to a vehicle assembly, comprising a vehicle component configured to rotate about a rotation axis and a speed measuring arrangement for measuring the rotation speed of the vehicle component. The present disclosure further relates to a transmission unit comprising the vehicle assembly. Furthermore, the present disclosure relates to a vehicle comprising the vehicle assembly. Background Art

[0002] Various types of speed measurement arrangements are used in vehicles to measure the rotational speed of vehicle components of the vehicle, such as shafts of a gearbox of the vehicle, etc. Data from these types of speed measurement arrangements can be used as input in different types of onboard systems of the vehicle, such as different control systems, driver assistance systems, etc.

[0003] The operation and functionality of such systems are often highly dependent on data from the speed measurement arrangement, and incorrect data from the speed measurement arrangement often leads to major failure of the system. Thus, a general problem when designing a speed measurement arrangement is that it is often important to ensure that the speed measurement arrangement is able to provide reliable data indicative of the rotational speed of the vehicle component.

[0004] Some types of speed measurement arrangements utilize a wheel member and a sensor having a plurality of ferromagnetic elements arranged around the circumference of the wheel member, the sensor being arranged in close proximity to a portion of the wheel member including the plurality of ferromagnetic elements. In such speed measurement arrangements, the sensor may be arranged to sense changes in magnetic flux density due to changes in the positions of the plurality of ferromagnetic elements of the wheel member. This type of speed measurement arrangement is an effective means of sensing the rotational speed of the wheel member. However, these types of speed measurement arrangements are also associated with some problems.

[0005] As an example, in general, this type of speed measurement arrangement is sensitive to changes in the relative distance between the sensor and the portion of the wheel member where the ferromagnetic elements are arranged. Too small a distance between the portion of the wheel member and the sensor may result in impacts therebetween, which may damage the sensor, while too large a distance between the sensor and the portion of the wheel member may reduce the accuracy and reliability of the data from the sensor. Therefore, both situations may result in an inability to measure the rotational speed of the wheel member.

[0006] In addition, this type of speed measurement arrangement, as well as other types of speed measurement arrangements, may be sensitive to vibrations and oscillations. As an example, if the speed measurement arrangement is used to measure the rotational speed of a shaft (e.g., a shaft of a gearbox, an idling engine, or other type of unit or arrangement of a vehicle), it may cause the shaft to oscillate and / or vibrate. If such oscillations and / or vibrations are transmitted to a wheel member, it may cause the sensor to sense a change in magnetic flux density that is similar to the change in magnetic flux density obtained during rotation of the wheel member. A control arrangement connected to the sensor may interpret this change in magnetic flux density as a rotation of the wheel member. Therefore, this erroneous data from the sensor may have a significant impact on the operation and functionality of a system that utilizes data from the sensor.

[0007] Technological developments have resulted in an increase in the number of systems and components installed in vehicles. The increase in the number of systems and components of modern vehicles may lead to packaging problems, i.e., the problem of assembling and arranging all the components and systems of the vehicle in an efficient manner. Therefore, another general problem when designing a speed measurement arrangement is that it may be difficult to assemble the speed measurement arrangement with other types of components and systems of the vehicle in an efficient manner. Summary of the invention

[0008] It is an object of the present invention to overcome or at least alleviate at least some of the above mentioned problems and disadvantages.

[0009] According to a first aspect of the invention, the object is achieved by a vehicle assembly comprising a vehicle component, the vehicle component being configured to rotate at least occasionally around an axis of rotation during operation of a vehicle comprising the vehicle assembly. The vehicle assembly further comprises a speed measurement arrangement for measuring the rotational speed of the vehicle component. The speed measurement arrangement comprises: a set of elements arranged at a portion of the vehicle component, wherein the set of elements is configured to rotate in a first plane after the vehicle component rotates around the axis of rotation; and a speed sensor unit comprising an end section from a first side of the first plane towards the portion of the vehicle component. The speed sensor unit comprises a Hall sensor arranged at an end section of the speed sensor unit.

[0010] Since the end section of the speed sensor unit faces the part of the vehicle component from the first side of the first plane and since the speed sensor unit comprises a Hall sensor arranged at the end section of the speed sensor unit, a vehicle assembly is provided which has conditions for measuring the rotational speed of the vehicle component in a robust and reliable manner while allowing the speed sensor unit to be mounted at a distance from the part of the vehicle component measured in a direction parallel to the rotational axis of the vehicle component.

[0011] The feature that the end section of the speed sensor unit faces the portion of the vehicle component from the first side of the first plane means that the speed sensor unit is at least partially arranged axially relative to the vehicle component. Since the vehicle assembly comprises a Hall sensor arranged at an end section of the speed sensor unit, an at least partially axial arrangement of the speed sensor unit relative to the vehicle component can be used while being able to measure the rotational speed of the vehicle component in a robust and reliable manner.

[0012] Thus, owing to these features, a vehicle assembly is provided having provisions for measuring the rotational speed of a vehicle component in a robust and reliable manner, while being able to alleviate packaging issues in a vehicle including the vehicle assembly.

[0013] Therefore, there is provided a vehicle assembly which overcomes or at least alleviates at least some of the above problems and disadvantages.Accordingly, the above objects are achieved.

[0014] Optionally, the speed sensor unit comprises a magnet, and wherein the Hall sensor is arranged between the magnet and the portion of the vehicle component. Thus, a vehicle assembly is provided having provisions for measuring the rotational speed of the vehicle component in a robust and reliable manner while being able to alleviate packaging issues in a vehicle comprising the vehicle assembly.

[0015] Optionally, the magnet provides a magnetic flux density of more than 35 Gauss or more than 40 Gauss at the end section. Thus, a vehicle assembly is provided, which has the condition of a relatively large distance between the end section of the speed sensor unit and the part of the vehicle component. In this way, at least small changes in the axial position of the vehicle component are allowed while allowing an at least partial axial arrangement of the speed sensor unit relative to the vehicle component. Changes in the axial position of the vehicle component may for example occur in a gearbox or the like of the vehicle.

[0016] Optionally, the angle between the normal vector of the first plane and the magnetic axis of the magnet is less than 30 degrees or less than 10 degrees.Thereby, packaging issues in a vehicle including the vehicle assembly may be alleviated while providing for robust and reliable measurement of the rotational speed of the vehicle component.

[0017] Optionally, the magnetic axis of the magnet extends through the Hall sensor and the portion of the vehicle component. Thus, conditions are provided for measuring the rotational speed of the vehicle component in a robust, accurate and reliable manner, while allowing the speed sensor unit to be mounted at a distance from the portion of the vehicle component measured in a direction parallel to the axis of rotation of the vehicle component. Furthermore, due to these features, a vehicle assembly is provided which has conditions that are not too sensitive to changes in the relative distance between the end section of the speed sensor unit and the portion of the vehicle component.

[0018] Optionally, the magnet is arranged at a distance from the Hall sensor measured in a direction perpendicular to the first plane. Thereby, a condition is provided for the speed measurement arrangement to be less sensitive to vibrations and oscillations of vehicle components. This is because the more concentrated concentric part of the magnetic field of the magnet can interact with the element in a more precise and focused manner, while avoiding interference from elements far from the concentrated concentric part of the magnetic field.

[0019] Optionally, the distance between the magnet and the Hall sensor is in the range of 1-7 mm or in the range of 2.5-5.5 mm. Thereby, conditions are provided for the speed measurement arrangement to be less sensitive to vibrations and oscillations of vehicle components. This is because the more concentrated concentric part of the magnetic field of the magnet can interact with the element in a more precise and focused manner, while avoiding interference from elements far from the concentrated concentric part of the magnetic field.

[0020] Optionally, the distance between the magnet and the Hall sensor is within the range of 10%-230% of the distance between the Hall sensor and the portion of the vehicle component, or within the range of 85%-165%, measured in a direction perpendicular to the first plane.

[0021] Thereby, conditions are provided for the speed measurement arrangement to be less sensitive to vibrations and oscillations of vehicle components. This is because the more concentrated concentric part of the magnetic field of the magnet can interact with the element in a more precise and focused manner, while avoiding interference from elements away from the concentrated concentric part of the magnetic field.

[0022] Optionally, the distance between the magnet and the Hall sensor, measured in a direction perpendicular to the first plane, is greater than the distance between the Hall sensor and the portion of the vehicle component. Thereby, a condition is provided for the speed measurement arrangement to be less sensitive to vibrations and oscillations of the vehicle component. This is because the more concentrated concentric portion of the magnetic field of the magnet can interact with the component in a more precise and focused manner, while avoiding interference from components that are far from the concentrated concentric portion of the magnetic field.

[0023] Optionally, the distance between the magnet and the Hall sensor, measured in a direction perpendicular to the first plane, is greater than the thickness of said portion of the vehicle component. Thereby, a condition is provided for the speed measurement arrangement to be less sensitive to vibrations and oscillations of the vehicle component. This is because the more concentrated concentric portion of the magnetic field of the magnet can interact with the component in a more precise and focused manner, while avoiding interference from components that are far from the concentrated concentric portion of the magnetic field.

[0024] Optionally, the speed sensor unit comprises an elongated sensor portion, the elongated sensor portion being elongated along an elongated direction and comprising an end section, and wherein an angle between the elongated direction of the elongated sensor portion and a normal vector to the first plane is less than 30 degrees or less than 10 degrees. Thereby, packaging issues in a vehicle comprising the vehicle assembly may be alleviated while providing for robust and reliable measurement of the rotational speed of the vehicle component.

[0025] Optionally, the speed sensor unit comprises an elongated sensor part comprising an end section, and wherein the elongated sensor part comprises a geometrical centre axis parallel to the elongation direction of the elongated sensor part, and wherein the Hall sensor has a Hall sensor axis located at a distance from the geometrical centre axis of the elongated sensor part. Thereby, provision is made for a compact speed sensor unit, while a robust and reliable measurement of the rotational speed of the vehicle component can be provided. As another result, a vehicle assembly is provided, which has provision for alleviating packaging problems in a vehicle comprising the vehicle assembly.

[0026] Optionally, the distance between the Hall sensor axis and the geometric center axis is in the range of 0.3-10 mm or in the range of 1-4 mm. Thus, provision is made for a compact speed sensor unit while providing a robust and reliable measurement of the rotational speed of the vehicle component. As a further result, a vehicle assembly is provided which has provision for alleviating packaging issues in a vehicle comprising the vehicle assembly.

[0027] Optionally, the vehicle assembly comprises a control unit and a circuit connecting the control unit to the Hall sensor, wherein the control unit is configured to provide data representative of the rotational speed of the vehicle component by monitoring the voltage of the Hall sensor. Thus, a vehicle assembly is provided having provisions for providing data representative of the rotational speed of the vehicle component in a simple, robust and reliable manner, while allowing the speed sensor unit to be mounted at a distance from the portion of the vehicle component measured in a direction parallel to the axis of rotation of the vehicle component.

[0028] Optionally, each of the control unit and the circuit is arranged in a speed sensor unit.Thereby, a vehicle assembly is provided having provisions for measuring the rotational speed of a vehicle component in a simple, robust and reliable manner, while having provisions for alleviating packaging issues in a vehicle comprising the vehicle assembly.

[0029] Optionally, the vehicle component of the vehicle assembly is configured to be connected to at least one ground engaging wheel of a vehicle comprising the vehicle assembly. Thus, a vehicle assembly is provided having provisions for measuring the speed of the vehicle relative to the ground in a robust and reliable manner while being able to alleviate packaging issues in the vehicle.

[0030] According to a second aspect of the invention, the object is achieved by a transmission unit, the transmission unit comprising a shaft, which is configured to transmit power from a power source to at least one ground-engaging wheel of a vehicle comprising the transmission unit, wherein the transmission unit comprises a vehicle assembly according to some embodiments of the present disclosure, and wherein vehicle components of the vehicle assembly are connected to the shaft of the transmission unit.

[0031] Since a transmission unit comprises a vehicle assembly according to some embodiments, a transmission unit is provided which overcomes or at least mitigates at least some of the above-mentioned problems and disadvantages. Thus, the above-mentioned objects are achieved.

[0032] According to a third aspect of the present invention, the object is achieved by a vehicle comprising a vehicle assembly according to some embodiments of the present disclosure or a vehicle transmission unit according to some embodiments of the present disclosure.

[0033] Since a vehicle comprises a vehicle assembly according to some embodiments or a vehicle transmission unit according to some embodiments, a vehicle is provided which overcomes or at least mitigates at least some of the above-mentioned problems and disadvantages. Therefore, the above-mentioned objects are achieved.

[0034] 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 DRAWINGS

[0035] Various aspects of the present invention, including its particular features and advantages, will be readily understood from the exemplary embodiments discussed in the following detailed description and accompanying drawings, in which:

[0036] Figure 1 schematically illustrates a vehicle according to some embodiments of the present disclosure,

[0037] Figure 2 Schematically shows Figure 1 The powertrain of the vehicle shown,

[0038] Figure 3 Show according to Figure 1 A cross section of a vehicle assembly of some embodiments of the vehicle shown,

[0039] Figure 4 Show Figure 3 An isometric view of a portion of the vehicle assembly shown, Figure 5 Show Figure 3 and Figure 4 An enlarged cross section of a vehicle assembly is shown,

[0040] Figure 6 Show Figure 3-Figure 5 A cross-sectional view of the vehicle assembly shown,

[0041] Figure 7 Show Figure 6 An enlarged view of a cross-sectional view of the vehicle assembly shown,

[0042] Figure 8 Show Figure 7 An enlarged view of a cross-sectional view of the vehicle assembly shown,

[0043] Fig. 9 shows a cross section of a vehicle assembly according to some further embodiments,

[0044] Fig.10 Show Fig. 9 an isometric view of a portion of the vehicle assembly shown, and

[0045] Fig.11 Show Fig. 9 and Fig.10 An enlarged cross section of a vehicle assembly is shown. DETAILED DESCRIPTION

[0046] Aspects of the present invention will now be described more fully. Like reference numerals refer to like elements throughout. For the sake of brevity and / or clarity, well-known functions or constructions need not be described in detail.

[0047] Figure 1 A vehicle 2 according to some embodiments of the present disclosure is schematically illustrated. According to the illustrated embodiment, the vehicle 2 is a truck, i.e., a type of heavy vehicle. According to further embodiments, as mentioned herein, the vehicle 2 may be another type of manned or unmanned vehicle for land-based or water-based propulsion, such as a truck, bus, construction vehicle, tractor, car, ship, boat, etc.

[0048] The vehicle 2 includes a powertrain 44. The powertrain 44 includes a power source 51 and a transmission unit 49. The transmission unit 49 is configured to transfer power from the power source 51 to at least one ground-engaging wheel 47 of the vehicle 2. According to the illustrated embodiment, the power source 51 is an internal combustion engine. However, as an alternative or in addition to the internal combustion engine, the vehicle 2 may include another type of power source, such as an electric motor or the like.

[0049] Thus, as referred to herein, vehicle 2 may include a so-called hybrid-electric powertrain that includes one or more electric propulsion motors in addition to an internal combustion engine for powering vehicle 2. Furthermore, as referred to herein, vehicle 2 may include a so-called all-electric powertrain that does not include an internal combustion engine for powering vehicle 2.

[0050] Figure 2 Schematically shows Figure 1The powertrain 44 of the vehicle 2 is shown. In the following, unless otherwise indicated, reference is made to Figure 1-Figure 2 As mentioned, the powertrain 44 includes a power source 51 and a transmission unit 49 , wherein the transmission unit 49 is configured to transfer power from the power source 51 to at least one ground engaging wheel 47 of the vehicle 2 .

[0051] In more detail, according to the illustrated embodiment, the powertrain 44 includes a clutch 55 between the power source 51 and the transmission unit 49. The engagement state of the clutch 55 can be controlled in order to control the torque transmission between the power source 51 and the input shaft of the transmission unit 49. According to the illustrated embodiment, the transmission unit 49 is a gearbox including different gears that provide different gear ratios between the input shaft of the transmission unit 49 and the output shaft 53' of the transmission unit 49. According to other embodiments, the transmission unit 49 may be another type of transmission unit for transmitting power from the power source 51 to at least one ground engaging wheel 47 of the vehicle.

[0052] The output shaft 53' of the transmission unit 49 is connected to the at least one ground engaging wheel 47 such that the output shaft 53' of the transmission unit 49 rotates together with the at least one ground engaging wheel 47, i.e. such that if the at least one ground engaging wheel 47 is rotating, the output shaft 53' of the transmission unit 49 rotates. As will be appreciated from the above, due to the features of the powertrain 44, the output shaft 53' of the transmission unit 49 rotates together with the at least one ground engaging wheel 47 regardless of the current engagement state of the clutch 55 and regardless of the current gear selected in the transmission unit 49. In other words, if the vehicle 2 is moving in a forward or rearward direction relative to the ground, the output shaft 53' of the transmission unit 49 rotates.

[0053] According to some embodiments, Figure 2 The at least one ground engaging wheel 47 shown represents a pair of ground engaging wheels 47. The ground engaging wheels 47 of the pair of ground engaging wheels 47 may be rotationally connected to each other via a differential gear 57. According to such embodiments, the output shaft 53' of the transmission unit 49 may be connected to the input gear 59 of the differential gear 57 such that the output shaft 53' of the transmission unit 49 rotates together with the input gear 59 of the differential gear 57, i.e., such that if the input gear 59 is rotating, the output shaft 53' of the transmission unit 49 rotates. Thus, also in such embodiments, if the vehicle 2 is moving in a forward or rearward direction relative to the ground, the output shaft 53' of the transmission unit 49 rotates.

[0054] According to the embodiment shown, the powertrain 44 of the vehicle 2 includes a vehicle assembly 1. The vehicle assembly 1 includes a vehicle component 3. According to the embodiment shown, the vehicle component 3 is connected to an output shaft 53' of the transmission unit 49 and is arranged to rotate together with the output shaft 53' of the transmission unit 49. According to further embodiments, as mentioned herein, the vehicle component 3 may be connected to another type of shaft 53 of the vehicle 2 including the vehicle assembly 1.

[0055] Figure 3 A cross section of a vehicle assembly 1 according to some embodiments is shown. In the following, unless otherwise indicated, reference is made simultaneously to Figure 1-Figure 3 According to the embodiment shown, the vehicle component 3 is Figure 2 The vehicle component 3 is an integral part of the output shaft 53' of the transmission unit 49 shown. As is understood from the above, the vehicle component 3 can be an integral part of another type of shaft 53 of the vehicle 2 including the vehicle assembly 1. In addition, the vehicle component 3 can be a separate part of the shaft 53, 53' attached to the vehicle 2 or the transmission unit 49 including the vehicle assembly 1.

[0056] The vehicle component 3 is configured to rotate about an axis of rotation Ax at least occasionally during operation of a vehicle 2 including the vehicle assembly 1 . Figure 3 The cross section is formed in a plane including the rotation axis Ax of the vehicle component 3. As understood from the above, according to the illustrated embodiment, the vehicle component 3 is configured to rotate around the rotation axis Ax when the vehicle 2 including the vehicle assembly 1 is moving in the forward or rearward direction relative to the ground. However, when the vehicle 2 is stationary, the vehicle component 3 does not rotate even if the power source 51 of the vehicle 2 is operating. Therefore, according to the illustrated embodiment, the vehicle component 3 can be said to be configured to occasionally rotate around the rotation axis Ax during the operation of the vehicle 2 including the vehicle assembly 1. According to another embodiment, the vehicle component 3 can be configured to rotate around the rotation axis Ax, for example, when the power source 51 of the vehicle 2 including the vehicle assembly 1 is operating. The feature that the vehicle component 3 is configured to rotate around the rotation axis Ax at least occasionally during the operation of the vehicle 2 can also be expressed as that the vehicle component 3 is configured to rotate around the rotation axis Ax at least intermittently during the operation of the vehicle 2.

[0057] The vehicle assembly 1 comprises a speed measuring arrangement 4, which is configured to measure the rotational speed of a vehicle component 3. The speed measuring arrangement 4 comprises a set of elements 5 arranged at a portion 13 of the vehicle component 3. Figure 3 As shown, the set of elements 5 is configured to rotate in a first plane P1 after the vehicle component 3 rotates around the rotation axis Ax. The first plane P1 can also be referred to as a rotation plane. The first plane P1 is perpendicular to the rotation axis Ax of the vehicle component 3.

[0058] The speed measurement arrangement 4 further comprises a speed sensor unit 6. The speed sensor unit 6 comprises an end section 16 from the first side S1 of the first plane P1 towards the part 13 of the vehicle component 3. The end section 16 of the speed sensor unit 6 is a distal section of the speed sensor unit 6. The end section 16 of the speed sensor unit 6 may also be referred to as an end portion, a distal portion or a distal section of the speed sensor unit 6. According to the illustrated embodiment, the entire speed sensor unit 6 is arranged on the first side S1 of the first plane P1.

[0059] Figure 4 Show Figure 3 An isometric view of a portion of the vehicle assembly 1 is shown. Figure 4 , the vehicle assembly 1 is shown as seen from the second side S2 of the first plane P1 in a viewing direction parallel to the rotation axis Ax of the vehicle component 3. The first plane P1 and the rotation axis Ax of the vehicle component 3 are at Figure 3 Instructions.

[0060] exist Figure 4 . According to an embodiment of the present invention, each element 5 of the set of elements 5 comprises a ferromagnetic material such as steel, aluminum, etc. In addition, the elements 5 of the set of elements 5 are at least substantially equidistantly distributed at the portion 13 of the vehicle component 3, and a void space is formed between each pair of adjacent elements 5 of the set of elements 5. Figure 4 In the embodiment shown, the element 5 is formed as a tooth and is made of steel. According to further embodiments, the element 5 may have another shape and may comprise another type of ferromagnetic material.

[0061] In the following, unless otherwise indicated, reference is made to Figure 1-Figure 4 As understood from the above, the portion 13 of the vehicle component 3 where the set of elements 5 are arranged is an annular portion of the vehicle component 3. Furthermore, after the vehicle component 3 rotates around the rotation axis Ax, each element 5 of the set of elements 5 achieves an orbital movement around the rotation axis Ax of the vehicle component 3 at a predetermined radius from the rotation axis Ax. Furthermore, the vehicle component 3 and the speed sensor unit 6 are arranged so that the end section 16 of the speed sensor unit 6 is substantially positioned at a predetermined radius from the rotation axis Ax of the vehicle component 3. In other words, the vehicle component 3 and the speed sensor unit 6 are arranged so that after the vehicle component 3 rotates around the rotation axis Ax, each element 5 of the set of elements 5 passes in front of the end section 16 of the speed sensor unit 6.

[0062] Figure 5 Show Figure 3 and Figure 41 is an enlarged cross section of the vehicle assembly 1 shown. As mentioned, the speed sensor unit 6 includes an end section 16 from the first side S1 of the first plane P1 toward the portion 13 of the vehicle component 3. Furthermore, according to an embodiment of the present invention, the speed sensor unit 6 includes a Hall sensor 8 arranged at the end section 16 of the speed sensor unit 6. The Hall sensor 8 is also Figure 3 Instructions.

[0063] Furthermore, the speed sensor unit 6 includes a magnet 9. A Hall sensor 8 is arranged between the magnet 9 and a portion 13 of the vehicle component 3. The Hall sensor 8 may also be referred to as a Hall effect sensor, and is a type of sensor that uses the Hall effect to detect the presence and magnitude of a magnetic field. The Hall sensor 8 is configured to provide a voltage that is proportional to the strength of the magnetic field at the location of the Hall sensor 8. The voltage of the Hall sensor 8 may also be referred to as an output voltage of the Hall sensor 8.

[0064] Since the vehicle component 3 and the speed sensor unit 6 are arranged so that after the vehicle component 3 rotates about the rotation axis Ax, an element 5 of the set of elements 5 passes in front of the end section 16 of the speed sensor unit 6, a changing magnetic field is provided at the location of the Hall sensor 8 after the vehicle component 3 rotates about the rotation axis Ax. Therefore, in this way, a changing voltage of the Hall sensor 8 is provided after the vehicle component 3 rotates.

[0065] The vehicle assembly 1 further comprises a control unit 21 and a circuit 27 connecting the control unit 21 to the Hall sensor 8. The control unit 21 is configured to provide data representing the rotation speed of the vehicle component 3 by monitoring the voltage of the Hall sensor 8. According to the illustrated embodiment, each of the control unit 21 and the circuit 27 is arranged in the speed sensor unit 6. However, according to other embodiments, one or both of the control unit 21 and the circuit 27 may be at least partially arranged outside the speed sensor unit 6.

[0066] like Figure 3 and Figure 5 As shown, the speed sensor unit 6 includes an elongation sensor portion 11. In addition, as shown in FIG. Figure 5As shown, the elongation sensor part 11 is elongated along the elongation direction de. The elongation sensor part 11 of the speed sensor unit 6 includes an end section 16 of the speed sensor unit 6. According to the illustrated embodiment, the elongation sensor part 11 of the speed sensor unit 6 is cylindrical. In more detail, according to the illustrated embodiment, the elongation sensor part 11 of the speed sensor unit 6 has a circular cross-section in a plane perpendicular to the elongation direction de of the elongation sensor part 11. According to further embodiments, the elongation sensor part 11 of the speed sensor unit 6 may have another shape. As an example, the elongation sensor part 11 of the speed sensor unit 6 may have an at least substantially elliptical cross-section in a plane perpendicular to the elongation direction de of the elongation sensor part 11.

[0067] According to the illustrated embodiment, the speed sensor unit 6 is arranged relative to the vehicle component 3 so that the elongation direction de of the elongation sensor part 11 is perpendicular to the first plane P1. In other words, according to the illustrated embodiment, the elongation direction de of the elongation sensor part 11 is parallel to the normal vector N of the first plane P1. According to further embodiments, the speed sensor unit 6 may be arranged relative to the vehicle component 3 so that the angle between the elongation direction de of the elongation sensor part 11 and the normal vector N of the first plane P1 is less than 30 degrees or less than 10 degrees. As mentioned herein, the angle between the elongation direction de of the elongation sensor part 11 and the normal vector N of the first plane P1 may be expressed as the minimum angle between the elongation direction de of the elongation sensor part 11 and the normal vector N of the first plane P1. In addition, the feature that the speed sensor unit 6 is arranged relative to the vehicle component 3 so that the angle between the extension direction de of the extension sensor part 11 and the normal vector N of the first plane P1 is less than 30 degrees or less than 10 degrees can also be expressed as that the angle between the extension direction de of the extension sensor part 11 and the first plane P1 is in the range of 60-120 degrees, or in the range of 80-100 degrees.

[0068] exist Figure 5 , the magnet axis Ma of the magnet 9 is indicated. The magnet axis Ma of the magnet 9 may be defined as an imaginary straight line passing through each of the two magnetic poles of the magnet 9. According to the embodiment shown, the magnetic axis Ma of the magnet 9 extends through the Hall sensor 8 and through the portion 13 of the vehicle component 3.

[0069] In addition, if Figure 5As shown, according to the embodiment shown, the magnet axis Ma of the magnet 9 is parallel to the elongation direction de of the elongated sensor portion 11 of the speed sensor unit 6. In addition, the vehicle assembly 1 is arranged so that the magnetic axis Ma of the magnet 9 is perpendicular to the first plane P1. In other words, according to the embodiment shown, the magnetic axis Ma of the magnet 9 is parallel to the normal vector N of the first plane P1. According to further embodiments, the vehicle assembly 1 may be arranged so that the angle between the magnetic axis Ma of the magnet 9 and the normal vector N of the first plane P1 is less than 30 degrees or less than 10 degrees.

[0070] According to the illustrated embodiment, the magnetic axis Ma of the magnet 9 coincides with the Hall sensor axis Ha of the Hall sensor 8. In other words, the magnetic axis Ma of the magnet 9 extends through the Hall sensor axis Ha of the Hall sensor 8, and vice versa. The Hall sensor axis Ha of the Hall sensor 8 is also Figure 4 Instructions.

[0071] exist Figure 5 , a geometric center axis Ca of the elongation sensor part 11 is indicated. The geometric center axis Ca may be defined as an imaginary straight line extending through the geometric center of the elongation sensor part 11. The geometric center axis Ca of the elongation sensor part 11 is parallel to the elongation direction de of the elongation sensor part 11. Furthermore, according to the illustrated embodiment, the geometric center axis Ca of the elongation sensor part 11 is parallel to the normal vector N of the first plane P1. As mentioned, according to the illustrated embodiments, the elongation sensor part 11 of the speed sensor unit 6 is cylindrical. According to these embodiments, the geometric center axis Ca of the elongation sensor part 11 coincides with a cylinder axis around which the elongation sensor part 11 is cylindrical.

[0072] Figure 6 Show Figure 5 A cross-sectional view of the vehicle assembly 1 is shown. Figure 6 In the figure, some components of the speed sensor unit 6 are omitted for clarity.

[0073] like Figure 6 shown, and can also be Figure 5 8, each of the Hall sensor axis Ha of the Hall sensor 8 and the magnetic axis Ma of the magnet 9 is located at a distance d3 from the geometric center axis Ca of the elongated sensor portion 11. According to the embodiment shown, the distance d3 between the geometric center axis Ca and each of the sensor axis Ha and the magnetic axis Ma is approximately 1.9 mm. According to further embodiments, the distance d3 between the geometric center axis Ca and each of the sensor axis Ha and the magnetic axis Ma may be in the range of 0.3-10 mm, or may be in the range of 1-4 mm.

[0074] Figure 7 Show Figure 6FIG. 1 is an enlarged view of a cross-sectional view of the vehicle assembly 1 shown. Figure 7 shown, and can also be Figure 3 , Figure 5 and Figure 6 As can be seen in FIG. 1 , the magnet 9 is arranged at a distance d1 measured along a direction dp perpendicular to the first plane P1 from the Hall sensor 8. Obviously, the direction dp perpendicular to the first plane P1 is parallel to the normal vector N of the first plane P1.

[0075] According to the illustrated embodiment, the distance d1 between the magnet 9 and the Hall sensor 8 is approximately 3.5 mm. According to further embodiments, the distance d1 between the magnet 9 and the Hall sensor 8 may be in the range of 1-7 mm, or may be in the range of 2.5-5.5 mm.

[0076] In the following, unless otherwise indicated, reference is made to Figure 3-Figure 7 .

[0077] according to Figure 3-Figure 7 In the embodiment shown, the magnet 9 is a relatively strong magnet which provides a magnetic flux density of more than 40 Gauss at the end section 16 of the speed sensor unit 6. According to further embodiments, the magnet 9 may provide a magnetic flux density of more than 35 Gauss at the end section 16.

[0078] That is, according to the illustrated embodiment, the magnet 9 is arranged at a distance from the end section 16 of the speed sensor unit 6 and has a magnetic strength and orientation such that the magnetic flux density at the end section 16 exceeds 40 Gauss. The magnetic flux density at the end section 16 can be measured at the outer surface of the end section 16 of the speed sensor unit 6. According to the illustrated embodiment, the distance between the Hall sensor 8 and the outer surface of the end section 16 of the speed sensor unit 6 is approximately 0.5 mm, as measured in a direction parallel to the magnetic axis Ma of the magnet 9. In other words, according to the illustrated embodiment, the distance between the magnet 9 and the outer surface of the end section 16 of the speed sensor unit 6 is approximately 4 mm, as measured in a direction parallel to the magnetic axis Ma of the magnet 9.

[0079] According to the illustrated embodiment, the magnet 9 is a neodymium magnet, which may also be referred to as an NdFeB magnet. In addition, according to the illustrated embodiment, the magnet 9 has a cylindrical shape, wherein the cylindrical axis of the cylindrical shape coincides with the magnetic axis Ma of the magnet 9. In addition, according to the illustrated embodiment, the diameter D of the magnet 9 is approximately 8 mm, and the length L of the magnet 9 is approximately 8 mm. The length L of the magnet 9 can be measured in a direction parallel to the magnetic axis Ma of the magnet 9, and the diameter D of the magnet 9 can be measured in a direction perpendicular to the magnetic axis Ma of the magnet 9. According to another embodiment, the speed sensor unit 6 may include another type of magnet. In addition, the magnet may have another type of shape and measurement value different from that described above.

[0080] Figure 8 Show Figure 7 An enlarged view of a cross-section of a vehicle assembly 1 is shown. Figure 8 Magnetic field lines F1 are depicted in FIG. Magnetic field lines F1 indicate the direction of the magnetic field generated by the magnet 9.

[0081] In the following, unless otherwise indicated, reference is made to Figure 1-Figure 8 Due to the properties of the magnet 9, its orientation and the relative distance d1 between the magnet 9 and the Hall sensor 8, a telescopic effect is provided, wherein the magnetic field of the magnet 9 can interact with the set of elements 5 in a more precise and focused manner, so as to achieve a more focused and precise change in the magnetic flux density at the location of the Hall sensor 8 after a rotation of the vehicle component 3 about the rotation axis Ax. Figure 8 As shown, the telescoping effect allows the more concentrated concentric portion of the magnetic field of the magnet 9 to interact with the element 5 at the concentrated concentric portion of the magnetic field in a more precise and focused manner, while reducing changes in the magnetic flux density at the location of the Hall sensor 8 caused by vibrations and / or oscillations of the element 5 away from the concentrated concentric portion of the magnetic field of the magnet 9. As mentioned herein, the concentrated concentric portion of the magnetic field can be a portion of the magnetic field of the magnet 9 at the portion 13 of the vehicle component 3, wherein the concentrated concentric portion of the magnetic field is concentric around the magnetic axis Ma of the magnet 9.

[0082] In other words, due to the properties of the magnet 9, its orientation and the relative distance d1 between the magnet 9 and the Hall sensor 8, i.e. due to the telescopic effect explained above, a more focused sensing area can be achieved at the portion 13 of the vehicle component 3, wherein the elements 5 inside the sensing area have a greater influence on the magnetic flux density at the location of the Hall sensor 8 than the elements 5 outside the sensing area. Furthermore, the telescopic effect explained above can increase the influence on the magnetic flux density at the location of the Hall sensor 8 caused by the elements 5 inside the focused sensing area and can reduce the influence on the magnetic flux density at the location of the Hall sensor 8 caused by the elements 5 outside the focused sensing area.

[0083] In this way, speed measuring arrangement 4 is provided with a low sensitivity to changes in the relative distance between end section 16 of speed sensor unit 6 and part 13 of vehicle component 3. Furthermore, speed measuring arrangement 4 is provided with a low sensitivity to vibrations and oscillations of vehicle component 3.

[0084] Therefore, in this way, it is possible to measure in a valid, robust and reliable way Figure 2The rotation speed of the output shaft 53' of the transmission unit 49 is shown. Since the rotation of the output shaft 53' of the transmission unit 49 indicates the movement of the vehicle 2 relative to the ground, the movement speed of the vehicle 2 can be measured in an effective, robust and reliable manner. The output shaft 53' of the transmission unit 49 can be subjected to oscillations and / or vibrations, for example, when the vehicle 2 is stationary, when the power source 51 is operating and the transmission unit 49 is in neutral and / or the clutch 55 is in a disengaged state. Such oscillations and / or vibrations can be transmitted to the vehicle component 3.

[0085] However, since the telescopic effect allows the magnetic field of the magnet 9 to interact with the set of elements 5 in a more precise and focused manner, it is possible to avoid the generation of varying voltages in the Hall sensor 8 following oscillations and / or vibrations of the vehicle component 3. As a further result, erroneous interpretation of data from the Hall sensor 8 as the vehicle 2 moves can be avoided.

[0086] Furthermore, the output shaft 53' of the transmission unit 49 can be subjected to slight changes in its axial position, for example during a gear change in the transmission unit 49. Such changes in the axial position of the output shaft 53' can be transmitted to the vehicle component 3.

[0087] However, since the telescopic effect allows the magnetic field of the magnet 9 to interact with the set of elements 5 in a more precise and focused manner also at a greater distance from the end section 16 of the speed sensor unit 6, the relative distance between the end section 16 of the speed sensor unit 6 and the vehicle component 3 is allowed to vary without significantly impairing the measurement efficiency of the speed measurement arrangement 4.

[0088] Furthermore, the telescopic effect explained above provides an enhanced condition for arranging the speed sensor unit 6 so that its end section 16 faces the portion 13 of the vehicle component 3 from the first side S1 of the first plane P1, i.e., so that the speed sensor unit 6 is at least partially arranged axially relative to the vehicle component 3. That is, in the speed measurement arrangement of the prior art, the speed sensor unit is arranged radially relative to the gear wheel, i.e., so that the rotation plane of the teeth of the gear wheel (i.e., the plane corresponding to the first plane P1) extends through the end section where the sensor is arranged. Since the telescopic effect explained above provides an enhanced condition for the relative orientation between the speed sensor unit 6 and the vehicle component 3 described herein, the packaging problem in the vehicle 2 including the vehicle assembly 1 can be at least partially alleviated.

[0089] As explained above, the vehicle component 3 may be an integral part of, or may be connected to, another type of shaft 53 of the vehicle 2 comprising the vehicle assembly 1. According to such embodiments, the speed measurement arrangement 4 is able to measure the rotational speed of this shaft 53 in an efficient, robust and reliable manner according to the above.

[0090] exist Figure 6 and Figure 7 In FIG. 1 , the distance d2 between the Hall sensor 8 and the portion 13 of the vehicle component 3 is indicated. Figures 3 to 8 In the embodiment shown, the distance d2 between the Hall sensor 8 and the portion 13 of the vehicle component 3, measured along the direction dp perpendicular to the first plane P1, is approximately 81.3% of the distance d1 between the magnet 9 and the Hall sensor 8. In other words, according to the embodiment shown, the distance d1 between the magnet 9 and the Hall sensor 8, measured along the direction dp perpendicular to the first plane P1, is greater than the distance d2 between the Hall sensor 8 and the portion 13 of the vehicle component 3.

[0091] Furthermore, according to the illustrated embodiment, the distance d1 between the magnet 9 and the Hall sensor 8, measured along the direction dp perpendicular to the first plane P1, is approximately 123% of the distance d2 between the Hall sensor 8 and the portion 13 of the vehicle component 3. According to further embodiments, the distance d1 between the magnet 9 and the Hall sensor 8, measured along the direction dp perpendicular to the first plane P1, may be in the range of 10%-230% of the distance d2 between the Hall sensor 8 and the portion 13 of the vehicle component 3, or may be in the range of 85%-165%.

[0092] Due to the telescopic effect explained above, a relatively large distance d2 between the Hall sensor 8 and the portion 13 of the vehicle component 3 can be used without significantly impairing the measuring efficiency of the speed measuring arrangement 4 .

[0093] like Figure 7 As shown, according to the illustrated embodiment, the distance d1 between the magnet 9 and the Hall sensor 8 is greater than the thickness t1 of the portion 13 of the vehicle component 3, measured along the direction dp perpendicular to the first plane P1. The thickness t1 of the portion 13 of the vehicle component 3 can be determined by measuring the thickness of the element 5 in the set of elements 5 along the direction dp perpendicular to the first plane P1. The thickness t1 of the portion 13 of the vehicle component 3 can also be referred to as the width of the portion 13 of the vehicle component 3 measured along the direction dp perpendicular to the first plane P1. As mentioned herein, the thickness t1 of the portion 13 of the vehicle component 3 can be the maximum thickness of the portion 13 of the vehicle component 3 measured along the direction dp perpendicular to the first plane P1.

[0094] exist Figure 6-Figure 8 2, parts of the circuit 27 can be more clearly seen. The circuit 27 may include electrical conductors and several electrical components, such as one or more resistors, capacitors, etc.

[0095] Fig. 9 A cross section of a vehicle assembly 1 ′ according to some further embodiments is shown. Figure 2 The powertrain 44 shown may include a Fig. 9 The vehicle assembly 1 ' of the embodiment shown. In the following, if not otherwise indicated, reference is made to Figure 1 , Figure 2 and Fig. 9 The vehicle assembly 1 ' comprises a vehicle component 3' which is configured to rotate at least occasionally about an axis of rotation Ax during operation of a vehicle 2 comprising the vehicle assembly 1 '. Fig. 9 The cross section of is formed in a plane including the rotation axis Ax of the vehicle component 3 ′.

[0096] Also in these embodiments, the vehicle component 3' is configured to rotate about the rotation axis Ax when the vehicle 2 including the vehicle assembly 1' is moving in a forward or rearward direction relative to the ground. However, when the vehicle 2 is stationary, the vehicle component 3' does not rotate even if the power source 51 of the vehicle 2 is operating. Therefore, according to the illustrated embodiment, the vehicle component 3' can be said to be configured to occasionally rotate about the rotation axis Ax during operation of the vehicle 2 including the vehicle assembly 1'. According to other embodiments, the vehicle component 3' can be configured to rotate about the rotation axis Ax, for example, when the power source 51 of the vehicle 2 including the vehicle assembly 1' is operating. The feature that the vehicle component 3' is configured to rotate about the rotation axis Ax at least occasionally during operation of the vehicle 2 can also be expressed as the vehicle component 3' is configured to rotate about the rotation axis Ax at least intermittently during operation of the vehicle 2.

[0097] The vehicle component 3' can be connected to a shaft 53, 53' of a transmission unit 49 of the powertrain 44, for example an output shaft 53' of the transmission unit 49 or another type of shaft 53 of the transmission unit 49. Fig. 9 In the illustrated embodiment, the vehicle component 3 ′ is a separate part configured to be attached and / or connected to an axle 53 , 53 ′ of the vehicle 2 including the vehicle assembly 1 ′.

[0098] The vehicle assembly 1' comprises a speed measuring arrangement 4', which is configured to measure the rotational speed of a vehicle component 3'. The speed measuring arrangement 4' comprises a set of elements 5' arranged at a portion 13' of the vehicle component 3'. Fig. 9 As shown, the set of elements 5' is configured to rotate in a first plane P1 after the vehicle component 3' rotates around the rotation axis Ax. The first plane P1 can also be called a rotation plane. The first plane P1 is perpendicular to the rotation axis Ax of the vehicle component 3'.

[0099] The speed measuring arrangement 4' further comprises a speed sensor unit 6'. The speed sensor unit 6' comprises an end section 16' from the first side S1 of the first plane P1 towards the portion 13' of the vehicle component 3'.

[0100] The end section 16' of the speed sensor unit 6' is a distal section of the speed sensor unit 6'. The end section 16' of the speed sensor unit 6' may also be referred to as an end portion, a distal portion or a distal section of the speed sensor unit 6'. According to the illustrated embodiment, the entire speed sensor unit 6' is arranged on a first side S1 of a first plane P1.

[0101] Fig.10 Show Fig. 9 An isometric view of a portion of a vehicle assembly 1 ' is shown. Fig.10 , the vehicle assembly 1' is shown as seen from the second side S2 of the first plane P1 in a viewing direction parallel to the rotation axis Ax of the vehicle component 3'. The first plane P1 and the rotation axis Ax of the vehicle component 3' are at Fig. 9 Instructions.

[0102] exist Fig.10 The group of elements 5' can be seen more clearly in FIG. Fig. 9 and Fig.10 In the embodiment shown, the vehicle component 3' is provided by a sheet of material, wherein a plurality of pores 50 are provided in the sheet, and wherein each element 5' in the set of elements 5' constitutes a piece of material between two adjacent pores 50 in the plurality of pores 50. According to the embodiment shown, the vehicle component 3' is provided by a sheet of aluminum alloy (i.e., ferromagnetic material). According to other embodiments, the vehicle component 3' may be provided by a sheet of another type of ferromagnetic material (e.g., steel).

[0103] Furthermore, the apertures 50 of the plurality of apertures 50 are at least substantially equidistantly distributed at the portion 13 ′ of the vehicle component 3 ′, so that at least substantially equal-sized elements 5 are formed between each pair of adjacent apertures 50 .

[0104] In the following, unless otherwise indicated, reference is made to Figure 1 , Figure 2 , Fig. 9 and Fig.10. As understood from the above, the portion 13' of the vehicle component 3' where the set of elements 5' is arranged is an annular portion of the vehicle component 3'. In addition, after the vehicle component 3' rotates around the rotation axis Ax, each element 5' of the set of elements 5' achieves an orbital movement around the rotation axis Ax of the vehicle component 3' at a predetermined radius from the rotation axis Ax. In addition, the vehicle component 3' and the speed sensor unit 6' are arranged so that the end section 16' of the speed sensor unit 6' is substantially positioned at a predetermined radius from the rotation axis Ax of the vehicle component 3'. In other words, the vehicle component 3' and the speed sensor unit 6' are arranged so that after the vehicle component 3' rotates around the rotation axis Ax, each element 5' of the set of elements 5' passes in front of the end section 16' of the speed sensor unit 6'.

[0105] Fig.11 Show Fig. 9 and Fig.10 1 ' is an enlarged cross-section of a vehicle assembly 1 ' shown. As mentioned, the speed sensor unit 6 ' comprises an end section 16 ' from the first side S1 of the first plane P1 towards the portion 13 ' of the vehicle component 3 '. Furthermore, according to embodiments herein, the speed sensor unit 6 ' comprises a Hall sensor 8 ' arranged at the end section 16 ' of the speed sensor unit 6 '. The Hall sensor 8 ' is also Fig. 9 Instructions.

[0106] Furthermore, the speed sensor unit 6' comprises a magnet 9'. A Hall sensor 8' is arranged between the magnet 9' and the portion 13' of the vehicle component 3'. The Hall sensor 8' may also be referred to as a Hall effect sensor and is a type of sensor that uses the Hall effect to detect the presence and magnitude of a magnetic field. The Hall sensor 8' is configured to provide a voltage that is proportional to the strength of the magnetic field at the location of the Hall sensor 8'. The voltage of the Hall sensor 8' may also be referred to as an output voltage of the Hall sensor 8'.

[0107] Since the vehicle component 3' and the speed sensor unit 6' are arranged so that the element 5 of the set of elements 5' passes in front of the end section 16' of the speed sensor unit 6' after the vehicle component 3' rotates about the rotation axis Ax, a changing magnetic field is provided at the location of the Hall sensor 8' after the vehicle component 3' rotates about the rotation axis Ax. Therefore, in this way, a changing voltage of the Hall sensor 8' is provided after the vehicle component 3' rotates.

[0108] The vehicle assembly 1' comprises a control unit 21 and a circuit 27 connecting the control unit 21 to the Hall sensor 8'. The control unit 21 is configured to provide data representing the rotation speed of the vehicle component 3' by monitoring the voltage of the Hall sensor 8'. According to the embodiment shown, each of the control unit 21 and the circuit 27 is arranged in the speed sensor unit 6'. However, according to other embodiments, one or both of the control unit 21 and the circuit 27 may be at least partially arranged outside the speed sensor unit 6'.

[0109] like Fig. 9 and Fig.11 As shown, the speed sensor unit 6' comprises an elongated sensor portion 11'. Fig.11 As shown, the elongation sensor part 11 'is elongated along the elongation direction de. The elongation sensor part 11 ' of the speed sensor unit 6' comprises an end section 16'. According to the illustrated embodiment, the elongation sensor part 11 ' of the speed sensor unit 6' is cylindrical. However, according to other embodiments, the elongation sensor part 11 ' of the speed sensor unit 6' may have another shape, such as a shape having at least a substantially elliptical cross section in a plane perpendicular to the elongation direction de of the elongation sensor part 11 ', etc.

[0110] According to the illustrated embodiment, the speed sensor unit 6' is arranged relative to the vehicle component 3' so that the elongation direction de of the elongation sensor part 11' is perpendicular to the first plane P1. In other words, according to the illustrated embodiment, the elongation direction de of the elongation sensor part 11' is parallel to the normal vector N of the first plane P1. According to further embodiments, the speed sensor unit 6' may be arranged relative to the vehicle component 3' so that the angle between the elongation direction de of the elongation sensor part 11' and the normal vector N of the first plane P1 is less than 30 degrees or less than 10 degrees. As mentioned herein, the angle between the elongation direction de of the elongation sensor part 11' and the normal vector N of the first plane P1 may be expressed as the minimum angle between the elongation direction de of the elongation sensor part 11' and the normal vector N of the first plane P1. In addition, the feature that the speed sensor unit 6' is arranged relative to the vehicle component 3' so that the angle between the extension direction de of the extension sensor part 11' and the normal vector N of the first plane P1 is less than 30 degrees or less than 10 degrees can also be expressed as that the angle between the extension direction de of the extension sensor part 11' and the first plane P1 is in the range of 60-120 degrees, or in the range of 80-100 degrees.

[0111] exist Fig.11, the magnet axis Ma of the magnet 9' is indicated. The magnet axis Ma of the magnet 9' can be defined as an imaginary straight line passing through each of the two magnetic poles of the magnet 9'. According to the embodiment shown, the magnetic axis Ma of the magnet 9' extends through the Hall sensor 8' and through the portion 13' of the vehicle component 3'.

[0112] In addition, if Fig.11 As shown, according to the illustrated embodiment, the magnet axis Ma of the magnet 9' is parallel to the elongation direction de of the elongated sensor portion 11' of the speed sensor unit 6'. In addition, the vehicle assembly 1' is arranged so that the magnetic axis Ma of the magnet 9' is perpendicular to the first plane P1. In other words, according to the illustrated embodiment, the magnetic axis Ma of the magnet 9' is parallel to the normal vector N of the first plane P1. According to further embodiments, the vehicle assembly 1' may be arranged so that the angle between the magnetic axis Ma of the magnet 9' and the normal vector N of the first plane P1 is less than 30 degrees or less than 10 degrees.

[0113] According to the illustrated embodiment, the magnetic axis Ma of the magnet 9' coincides with the Hall sensor axis Ha of the Hall sensor 8'. In other words, the magnetic axis Ma of the magnet 9' extends through the Hall sensor axis Ha of the Hall sensor 8' and vice versa. The Hall sensor axis Ha of the Hall sensor 8' is also Fig.10 Instructions.

[0114] exist Fig.11 , a geometric center axis Ca of the elongation sensor part 11' is indicated. The geometric center axis Ca may be defined as an imaginary straight line extending through the geometric center of the elongation sensor part 11'. The geometric center axis Ca of the elongation sensor part 11' is parallel to the elongation direction de of the elongation sensor part 11'. Furthermore, according to the illustrated embodiment, the geometric center axis Ca of the elongation sensor part 11' is parallel to the normal vector N of the first plane P1. As mentioned, according to the illustrated embodiments, the elongation sensor part 11' of the speed sensor unit 6' is cylindrical. According to these embodiments, the geometric center axis Ca of the elongation sensor part 11' coincides with a cylindrical axis around which the elongation sensor part 11' is cylindrical.

[0115] according to Fig.11 In the embodiment shown, each of the Hall sensor axis Ha of the Hall sensor 8' and the magnetic axis Ma of the magnet 9' is located at a distance from the geometric center axis Ca of the elongated sensor portion 11'. According to the embodiment shown, the distance between the geometric center axis Ca and each of the sensor axis Ha and the magnetic axis Ma is approximately 1.9 mm. According to other embodiments, the distance between the geometric center axis Ca and each of the sensor axis Ha and the magnetic axis Ma may be in the range of 0.3-10 mm, or may be in the range of 1-4 mm.

[0116] according to Fig.11 In the embodiment shown, the magnet 9' is arranged at a small distance from the Hall sensor 8' measured along a direction dp perpendicular to the first plane P1. Fig.11 In the embodiment shown, the magnet 9' is arranged approximately 0.2 mm from the Hall sensor 8' measured in a direction dp perpendicular to the first plane P1. According to further embodiments, the distance between the magnet 9' and the Hall sensor 8' may be in the range of 0-2.5 mm.

[0117] according to Figure 9-11 In the illustrated embodiment, the magnet 9' is arranged at a distance from the end section 16' of the speed sensor unit 6' and has a magnetic strength and orientation such that the magnetic flux density at the end section 16' exceeds 40 Gauss. According to further embodiments, the magnet 9' can provide a magnetic flux density exceeding 35 Gauss at the end section 16'. The magnetic flux density at the end section 16' can be measured at the outer surface of the end section 16' of the speed sensor unit 6'. According to the illustrated embodiment, the distance between the Hall sensor 8' and the outer surface of the end section 16' of the speed sensor unit 6' is approximately 0.5 mm. In other words, according to the illustrated embodiment, the distance between the magnet 9' and the outer surface of the end section 16' of the speed sensor unit 6' is approximately 0.7 mm, as measured in a direction parallel to the magnetic axis Ma of the magnet 9'.

[0118] According to the illustrated embodiment, the magnet 9' is a neodymium magnet, which may also be referred to as an NdFeB magnet. In addition, according to the illustrated embodiment, the magnet 9' has a cylindrical shape, wherein the cylindrical axis of the cylindrical shape coincides with the magnetic axis Ma of the magnet 9'. In addition, according to the illustrated embodiment, the diameter of the magnet 9' is approximately 7.5 mm, and the length of the magnet 9' is approximately 4 mm. The length of the magnet 9' may be measured in a direction parallel to the magnetic axis Ma of the magnet 9', and the diameter of the magnet 9' may be measured in a direction perpendicular to the magnetic axis Ma of the magnet 9'. According to another embodiment, the speed sensor unit 6' may include another type of magnet. In addition, the magnet may have another type of shape and measurement value different from that described above.

[0119] Because according to Figure 9-11 A feature of the vehicle assembly 1 ′ of the illustrated embodiment is that, despite the at least partially axial arrangement of the speed sensor unit 6 ′ relative to the vehicle component 3 ′, the vehicle assembly 1 ′ is able to measure the rotational speed of the vehicle component 3 ′ in a robust, efficient and reliable manner.

[0120] It should be understood that the above is an illustration of various example embodiments, and the present invention is limited only by the appended independent claims. Those skilled in the art will recognize that the example embodiments may be modified without departing from the scope of the present invention as defined by the appended independent claims, and that different features of the example embodiments may be combined to produce embodiments other than those described herein.

[0121] As used herein, the terms "comprising" and "comprises" are open ended and include one or more stated features, elements, steps, components or functions, but do not preclude the presence or addition of one or more other features, elements, steps, components, functions or groups thereof.

Claims

1. A vehicle assembly (1, 1') comprising a vehicle component (3, 3') which is configured to rotate at least occasionally about an axis of rotation (Ax) during operation of a vehicle (2) comprising the vehicle assembly (1, 1'), wherein the vehicle assembly (1, 1') comprises a speed measuring arrangement (4, 4') for measuring the rotational speed of the vehicle component (3, 3'), Wherein the speed measurement arrangement (4, 4') comprises: a set of elements (5, 5') arranged at a portion (13, 13') of the vehicle component (3, 3'), wherein the set of elements (5, 5') is configured to rotate in a first plane (P1) after the vehicle component (3, 3') rotates about the rotation axis (Ax), and - a speed sensor unit (6, 6') comprising an end section (16, 16') from a first side (S1) of the first plane (P1) towards the part (13, 13') of the vehicle component (3, 3'), and wherein the speed sensor unit (6, 6') comprises a Hall sensor (8, 8') arranged at the end section (16, 16') of the speed sensor unit (6, 6').

2. The vehicle assembly (1, 1') according to claim 1, wherein the speed sensor unit (6, 6') comprises a magnet (9, 9'), and wherein the Hall sensor (8, 8') is arranged between the magnet (9, 9') and the part (13, 13') of the vehicle component (3, 3').

3. The vehicle assembly (1, 1') according to claim 2, wherein the magnet (9, 9') provides a magnetic flux density of more than 35 Gauss or more than 40 Gauss at the end section (16, 16').

4. The vehicle assembly (1, 1') according to claim 2 or 3, wherein the angle between the normal vector (N) of the first plane (P1) and the magnetic axis (Ma) of the magnet (9, 9') is less than 30 degrees or less than 10 degrees.

5. The vehicle assembly (1, 1') according to any one of claims 2-4, wherein the magnetic axis (Ma) of the magnet (9, 9') extends through the Hall sensor (8, 8') and the portion (13, 13') of the vehicle component (3, 3').

6. The vehicle assembly (1, 1') according to any one of claims 2-5, wherein the magnet (9, 9') is arranged at a distance (d1) from the Hall sensor (8, 8') measured in a direction (dp) perpendicular to the first plane (P1).

7. The vehicle assembly (1) according to any one of claims 2-6, wherein the distance (d1) between the magnet (9) and the Hall sensor (8) is in the range of 1-7 mm, or in the range of 2.5-5.5 mm.

8. The vehicle assembly (1) according to any one of claims 2 to 7, wherein the distance (d1) between the magnet (9) and the Hall sensor (8), measured in a direction (dp) perpendicular to the first plane (P1), is in the range of 10% to 230% of the distance (d2) between the Hall sensor (8) and the part (13) of the vehicle component (3), or in the range of 85% to 165%.

9. The vehicle assembly (1) according to any one of claims 2 to 8, wherein the distance (d1) between the magnet (9) and the Hall sensor (8), measured in a direction (dp) perpendicular to the first plane (P1), is greater than the thickness (t1) of the portion (13) of the vehicle component (3).

10. A vehicle assembly (1, 1') according to any one of the preceding claims, wherein the speed sensor unit (6, 6') comprises an elongated sensor part (11, 11'), which is elongated along an elongation direction (de) and includes the end section (16, 16'), and wherein the angle between the elongation direction (de) of the elongated sensor part (11, 11') and the normal vector (N) of the first plane (P1) is less than 30 degrees or less than 10 degrees.

11. A vehicle assembly (1, 1') according to any one of the preceding claims, wherein the vehicle assembly (1, 1') comprises a control unit (21) and a circuit (27) connecting the control unit (21) to the Hall sensor (8, 8'), and wherein the control unit (21) is configured to provide data representing the rotational speed of the vehicle component (3, 3') by monitoring the voltage of the Hall sensor (8, 8').

12. The vehicle assembly (1, 1') according to any one of the preceding claims, wherein each of the control unit (21) and the electrical circuit (27) is arranged in the speed sensor unit (6, 6').

13. The vehicle assembly (1, 1') according to any one of the preceding claims, wherein the vehicle component (3, 3') of the vehicle assembly (1, 1') is configured to be connected to at least one ground engaging wheel (47) of a vehicle (2) comprising the vehicle assembly (1, 1').

14. A transmission unit (49) comprising a shaft (53, 53') configured to transfer power from a power source (51) to at least one ground engaging wheel (47) of a vehicle (2) comprising the transmission unit (49), wherein the transmission unit (49) comprises a vehicle assembly (1, 1') according to any of the preceding claims, and wherein the vehicle component (3, 3') of the vehicle assembly (1, 1') is connected to the shaft (53, 53') of the transmission unit (49).

15. A vehicle (2) comprising a vehicle assembly (1, 1') according to any one of claims 1 to 13 or a vehicle transmission unit (49) according to claim 14.

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