Vehicle and vehicle combination

Abstract

A vehicle (1) is disclosed comprising a chassis (3) and a coupling assembly (4) for coupling a trailer (2) to the vehicle (1). The coupling assembly (4) comprises a support platform (5) attached to the chassis (3). The support platform (5) comprises a coupling portion (7) and a platform support surface (5') configured to abut against a trailer support surface (2') of a trailer (2). The coupling assembly (4) further comprises a gripping unit (10) arranged at the coupling portion (7). The gripping unit (10) is configured to grip a part (8') of a kingpin (8) when the kingpin (8) is located in the coupling portion (7). The gripping unit (10) comprises a sensor arrangement (13) configured to sense rotational movement of the kingpin (8) relative to the gripping unit (10). The present disclosure further relates to a vehicle combination (20) comprising a vehicle (1) and a trailer (2).

Description

[0001] VEHICLE AND VEHICLE COMBINATION

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to a vehicle comprising a chassis and a coupling assembly for coupling a trailer to the vehicle. The present disclosure further relates to a vehicle combination comprising a vehicle and a trailer.

[0004] BACKGROUND

[0005] In the transportation industry, especially for heavy vehicles like trucks, it's common to use a coupling assembly to attach trailers to the vehicle. A common type of coupling assembly is known as a fifth wheel coupling.

[0006] A fifth wheel coupling comprises a support platform attached to a chassis of the vehicle, wherein the support platform comprises a platform support surface configured to abut against a trailer support surface of a trailer. The support platform further comprises a coupling portion arranged at a central portion of the support platform and a slot extending from the coupling portion to a peripheral edge of the support platform. In this manner, a kingpin of the trailer is allowed to move from the peripheral edge, through the slot into the coupling portion. The support platform of a fifth wheel coupling can be said to resemble a large and flat horseshoe. The kingpin of the trailer is an at least substantially vertically oriented cylindrical shaft situated underneath a front of the trailer at a region of the trailer support surface.

[0007] A fifth wheel coupling further comprises a locking mechanism controllable to a locked state in which the locking mechanism locks the kingpin at the coupling portion while allowing pivotal movement of the kingpin in the coupling portion. The fifth wheel coupling thereby ensures a stable yet articulable connection that allows for effective manoeuvring and control of the trailer.

[0008] The versatility of the fifth wheel coupling is further underscored by its compatibility with a wide array of trailer types, each designed for specific cargo or transportation needs. Despite the diversity in trailer design and function, a unifying feature among them is that they comprise a generic kingpin. This standardization facilitates the ease of coupling and decoupling various trailers to a single vehicle, promoting operational efficiency and flexibility in freight logistics.

[0009] Knowing the angular relationship between the vehicle and its trailer may be important in many situations, such as during cornering, navigating through tight turns, backing into loading docks, and the like. Accurate knowledge of this angle aids in precise manoeuvring and stability, particularly during intricate operations like reversing or navigating through tight spaces. Moreover, knowledge of the trailer's angle relative to the vehicle can enhance overall safety by enabling accurate prediction and prevention of potential hazards, such as jackknifing or loss of control, which are critical both for human drivers and for the decisionmaking algorithms in autonomous driving systems. This situational awareness is essential not only for maintaining the integrity of the cargo but also for ensuring overall road safety.

[0010] Presently, there are established methods to determine this angle. At autonomous transport solutions, for instance, the prevalent approaches include employing a third-party trailer-angle sensor or utilizing Real-Time Kinematic GPS (RTK-GPS) systems. The trailer-angle sensor provides immediate measurements of the angle between the truck and the trailer, offering direct data for operational adjustments. On the other hand, RTK-GPS systems deliver location data by contrasting the GPS signals from the trailer with those from the vehicle, thereby estimating the relative angle.

[0011] While these methods are beneficial, they come with inherent limitations. The feasibility of installing angle sensors across all trailer types is logistically challenging. Moreover, the reliability of RTK-GPS can waver, especially in certain environments or conditions, leading to possible inaccuracies in the positional data between the truck and the trailer. Additionally, in a dynamic operational setting where trailers are continuously exchanged among various customers and partners, standardizing these technologies is not just impractical but also economically burdensome due to the diverse ownership and temporary associations of trailers with the towing vehicles.

[0012] The importance of obtaining precise and reliable trailer angle data increases further in the context of autonomous driving systems. In such systems, the autonomous vehicle's ability to make informed and safe decisions relies heavily on accurate, real-time data. Any discrepancy or lag in the angle information can lead to miscalculations, potentially compromising the safety and efficiency of autonomous operations. Therefore, while the existing technologies lay a framework for angle detection, the drive towards developing a solution that is universally adaptable, accurate, and cost-effective remains a challenge, especially in the advancing field of autonomous and articulated vehicle technology. SUMMARY

[0013] It is an object of the present invention to overcome, or at least alleviate, at least some of the above-mentioned problems and drawbacks. The object is achieved by the subject-matter of the appended independent claim(s).

[0014] According to a first aspect of the present disclosure, the object is achieved by a vehicle comprising a chassis and a coupling assembly for coupling a trailer to the vehicle, the coupling assembly comprising a support platform attached to the chassis. The support platform comprises a platform support surface configured to abut against a trailer support surface of a trailer, a coupling portion, and a slot extending from the coupling portion to a peripheral edge of the support platform for allowing a kingpin of the trailer to move from the peripheral edge to the coupling portion. The coupling assembly comprises a locking mechanism controllable to a locked state in which the locking mechanism locks the kingpin at the coupling portion while allowing pivotal movement of the kingpin in the coupling portion. The coupling assembly comprises a gripping unit arranged at the coupling portion, wherein the gripping unit is configured to grip a part of a kingpin when the kingpin is located in the coupling portion. The gripping unit comprises a sensor arrangement configured to sense rotational movement of the kingpin relative to the gripping unit.

[0015] Since the coupling assembly comprises the gripping unit configured to grip a part of a kingpin, it can be ensured that the sensor arrangement of the gripping unit is securely retained relative to the kingpin when the kingpin is located in the coupling portion. In this manner, it can be ensured that the sensor arrangement of the gripping unit can provide reliable data indicating rotational movement of the kingpin relative to the gripping unit when a kingpin is located in the coupling portion. Since the gripping unit is arranged at the coupling portion and the support platform is attached to the chassis, the data obtained from the sensor arrangement also indicates rotational movement of the kingpin relative to the chassis of the vehicle. In other words, due to the features of the coupling assembly, the sensor arrangement of the gripping unit can provide reliable data indicating pivotal movement between the vehicle and a trailer coupled to the vehicle via the coupling assembly.

[0016] Moreover, due to the features of the coupling assembly, reliable data indicating pivotal movement between the vehicle and a trailer coupled to the vehicle can be provided while circumventing the need for arranging a device, system, or arrangement on the trailer. In other words, a generic and cost-efficient solution is provided capable of providing data indicating pivotal movement between the vehicle and various type of trailers without having to arrange a device, system, or arrangement on the trailer. As a further result, a user-friendly solution is provided because a user of the vehicle does not need to arrange such a device, system, or arrangement on the trailer.

[0017] Furthermore, since it can be ensured that the sensor arrangement of the gripping unit can provide reliable data indicating pivotal movement between the vehicle and a trailer coupled to the vehicle via the coupling assembly, conditions are provided for utilizing the data from the sensor arrangement as a reliable input to an at least partially autonomous driving system of the vehicle. In other words, conditions are provided for making informed and safe decisions based on data from the sensor arrangement.

[0018] Accordingly, a vehicle is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.

[0019] The feature that the sensor arrangement is configured to sense rotational movement of the kingpin relative to the gripping unit may also be expressed as that the sensor arrangement is configured to measure or detect rotational movement of the kingpin relative to the gripping unit.

[0020] Optionally, the gripping unit comprises an open portion facing in a direction of the slot of the support platform. Thereby, conditions are provided for a simple and efficient connection of the gripping unit to a part of a kingpin when the kingpin moves through the slot into the coupling portion of the support platform. Moreover, conditions are provided for a simple and efficient disconnection of the gripping unit from a part of a kingpin when the kingpin moves from the coupling portion into the slot of the support platform.

[0021] Optionally, the gripping unit is configured to snap fit around a part of a kingpin when the kingpin is moved into the coupling portion. Thereby, conditions are provided for a simple and efficient connection of the gripping unit to a part of a kingpin when the kingpin is moved into the coupling portion in a manner circumventing the need for a controllable locking assembly configured to lock the gripping unit relative to the part of the kingpin. As a further result thereof, conditions are provided for a cost-efficient coupling assembly having conditions for providing reliable data indicating pivotal movement between the vehicle and a trailer coupled to the vehicle while circumventing the need for arranging a device, system, or arrangement on the trailer. According to some embodiments, the gripping unit is configured to release the snap fit around the part of the kingpin when the kingpin is moved out from the coupling portion. In this manner, conditions are provided for a simple and efficient disconnection of the gripping unit from the part of the kingpin when the kingpin is moved out from the coupling portion in a manner further circumventing the need for a controllable locking assembly locking the gripping unit relative to the part of the kingpin.

[0022] Optionally, the gripping unit is arranged below the support platform as seen relative to a gravity vector at a location of the vehicle when the vehicle is positioned in a use position on a horizontal surface. Thereby, the gripping unit and its associated sensor arrangement are shielded by the support platform, protecting them from mechanical damage caused by impacts from external elements, such as parts of the trailer. In other words, a more durable and reliable coupling assembly is provided.

[0023] Optionally, the gripping unit is resiliently suspended to the chassis of the vehicle. Thereby, the gripping unit is allowed to follow movements of the kingpin relative to the coupling portion in directions differing from pure pivotal movement of the kingpin in the coupling portion. That is, during operation of a vehicle combination comprising a vehicle and a trailer coupled to the vehicle via a coupling assembly, some movement of the kingpin may be allowed by the coupling assembly in directions differing from pure pivotal movement of the kingpin in the coupling portion. Since the gripping unit is resiliently suspended to the chassis of the vehicle, the gripping unit is allowed to follow such movements of the kingpin which reduces the risk of damage to the gripping unit. Moreover, it can be ensured that the gripping unit is kept at a predetermined orientation relative to the kingpin also during such movements of the kingpin. As a result, conditions are provided for obtaining reliable data from the sensor arrangement of the gripping unit also during such movements of the kingpin.

[0024] Optionally, the gripping unit is resiliently suspended to the chassis via a spring element. Thereby, a simple and efficient solution is provided for allowing the gripping unit to follow movements of the kingpin relative to the coupling portion in directions differing from pure pivotal movement of the kingpin in the coupling portion.

[0025] Optionally, the gripping unit is made of a polymeric material. Thereby, a robust and durable gripping unit can be provided in a cost-efficient manner.

[0026] Optionally, the sensor arrangement comprises a rolling element with a rolling surface configured to abut against a kingpin when the kingpin is located in the coupling portion, and wherein the sensor arrangement comprises a sensor configured to sense rotation of the rolling element relative to the gripping unit. Thereby, a coupling assembly is provided comprising a simple and efficient sensor arrangement capable of providing reliable data indicating rotational movement of the kingpin relative to the chassis of the vehicle.

[0027] Optionally, the vehicle comprises a control arrangement operably connected to the sensor arrangement, and wherein the control arrangement is configured to estimate pivotal movement between the vehicle and a trailer coupled to the vehicle via the coupling assembly by analysing data from the sensor arrangement. Thereby, the control arrangement is able to provide accurate and reliable estimates of pivotal movement between the vehicle and a trailer coupled to the vehicle via the coupling assembly.

[0028] Optionally, the vehicle comprises an output unit in a driver environment of the vehicle, wherein the control arrangement is configured to output a pivotal movement estimate between the vehicle and the trailer via the output unit. The output unit may comprise a display, a speaker, a haptic unit, or a combination thereof.

[0029] As an alternative, or in addition, the vehicle may comprise an at least partially autonomous driving system, wherein the control arrangement is configured to output data indicating pivotal movement between the trailer and the vehicle to the at least partially autonomous driving system, and wherein the at least partially autonomous driving system is configured to operate the vehicle based on the data. The at least partially autonomous driving system may be configured to operate the vehicle based on the data by controlling steering and / or propulsion of the vehicle based on the data.

[0030] Optionally, the control arrangement is configured to set a zero angle indication upon receipt of data indicating that the trailer is at a longitudinal straight position relative to the vehicle and is configured to determine a current angle of the trailer relative to the vehicle by analysing pivotal movement between the vehicle and the trailer from the zero angle indication.

[0031] Thereby, the control arrangement is able to determine a current angle of the trailer relative to the vehicle in an accurate and reliable manner while circumventing the need for performing a manual calibration of the sensor arrangement upon coupling a trailer to the vehicle via the coupling assembly.

[0032] Optionally, the vehicle comprises an output unit in a driver environment of the vehicle, wherein the control arrangement is configured to output a determined current angle of the trailer relative to the vehicle via the output unit. The output unit may comprise a display, a speaker, a haptic unit, or a combination thereof.

[0033] As an alternative, or in addition, the vehicle may comprise an at least partially autonomous driving system, wherein the control arrangement is configured to output the determined current angle of the trailer relative to the vehicle to the at least partially autonomous driving system, and wherein the at least partially autonomous driving system is configured to operate the vehicle based on the data. The at least partially autonomous driving system may be configured to operate the vehicle based on the data by controlling steering and / or propulsion of the vehicle based on the data.

[0034] Optionally, the data is indicative of straight driving of the vehicle during a predetermined time period or a predetermined distance. Thereby, the zero angle indication can be set in a simple, efficient, and reliable manner while circumventing the need for performing a manual calibration of the sensor arrangement upon coupling a trailer to the vehicle via the coupling assembly.

[0035] Optionally, the coupling assembly is a fifth-wheel coupling assembly.

[0036] Optionally, the vehicle is a heavy road vehicle, such as a truck. Thereby, a heavy road vehicle is provided having at least some of the above mentioned advantages.

[0037] According to a second aspect of the present disclosure, the object is achieved by a vehicle combination comprising a vehicle and a trailer, wherein the trailer comprises a trailer support surface and a kingpin arranged at a region of the trailer support surface, wherein the vehicle comprises a chassis and a coupling assembly for coupling the trailer to the vehicle, the coupling assembly comprising a support platform attached to the chassis. The support platform comprises a platform support surface configured to abut against the trailer support surface of the trailer, a coupling portion, and a slot extending from the coupling portion to a peripheral edge of the support platform for allowing the kingpin of the trailer to move from the peripheral edge to the coupling portion. The coupling assembly comprises a locking mechanism controllable to a locked state in which the locking mechanism locks the kingpin at the coupling portion while allowing pivotal movement of the kingpin in the coupling portion. The coupling assembly comprises a gripping unit arranged at the coupling portion, wherein the gripping unit is configured to grip a part of the kingpin when the kingpin is located in the coupling portion. The gripping unit comprises a sensor arrangement configured to sense rotational movement of the kingpin relative to the gripping unit. Since the coupling assembly comprises the gripping unit configured to grip the part of the kingpin, it can be ensured that the sensor arrangement of the gripping unit is securely retained relative to the kingpin when the kingpin is located in the coupling portion. In this manner, it can be ensured that the sensor arrangement of the gripping unit can provide reliable data indicating rotational movement of the kingpin relative to the gripping unit when the kingpin is located in the coupling portion. Since the gripping unit is arranged at the coupling portion and the support platform is attached to the chassis, the data obtained from the sensor arrangement also indicates rotational movement of the kingpin relative to the chassis of the vehicle. In other words, due to the features of the coupling assembly, the sensor arrangement of the gripping unit can provide reliable data indicating pivotal movement between the vehicle and the trailer when the trailer is coupled to the vehicle via the coupling assembly.

[0038] Moreover, due to the features of the coupling assembly, reliable data indicating pivotal movement between the vehicle and the trailer coupled to the vehicle can be provided while circumventing the need for arranging a device, system, or arrangement on the trailer. In other words, a generic and cost-efficient solution is provided capable of providing data indicating pivotal movement between the vehicle and various type of trailers without having to arrange a device, system, or arrangement on the trailer. As a further result, a user-friendly solution is provided because a user of the vehicle does not need to arrange such a device, system, or arrangement on the trailer.

[0039] Furthermore, since it can be ensured that the sensor arrangement of the gripping unit can provide reliable data indicating pivotal movement between the vehicle and a trailer coupled to the vehicle via the coupling assembly, conditions are provided for utilizing the data from the sensor arrangement as a reliable input to an at least partially autonomous driving system of the vehicle. In other words, conditions are provided for making informed and safe decisions based on data from the sensor arrangement.

[0040] Accordingly, a vehicle combination is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.

[0041] 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

[0042] Various aspects of the present disclosure, including its particular features and advantages, will be readily understood from the example embodiments discussed in the following detailed description and the accompanying drawings, in which:

[0043] Fig. 1 schematically illustrates a vehicle combination comprising a vehicle and a trailer according to some embodiments,

[0044] Fig. 2 schematically illustrates the vehicle combination illustrated in Fig. 1, in which the trailer is coupled to the vehicle via a coupling assembly of the vehicle,

[0045] Fig. 3a schematically illustrates the coupling assembly of the vehicle illustrated in Fig. 1 and Fig. 2 and a kingpin of a trailer,

[0046] Fig. 3b schematically illustrates the coupling assembly illustrated in Fig. 3a in which the kingpin has been moved into a coupling portion of a support platform of the coupling assembly,

[0047] Fig. 4a schematically illustrates a side view of the coupling assembly of the vehicle illustrated in Fig. 1 and Fig. 2 and a side view of a kingpin and a trailer support surface of a trailer, Fig. 4b schematically illustrates the side view of the coupling assembly and the side view of the kingpin and the trailer support surface of Fig. 4a, wherein the kingpin is illustrated as located in the coupling portion of the coupling assembly,

[0048] Fig. 5a schematically illustrates a top view of a gripping unit of the coupling assembly explained with reference to Fig. 1 - Fig. 4b and a kingpin of a trailer,

[0049] Fig. 5b schematically illustrates the top view of the gripping unit and the kingpin illustrated in Fig. 5a, wherein the kingpin has been moved into the gripping unit,

[0050] Fig. 6a schematically illustrates a top view of the vehicle combination illustrated in Fig. 2, and Fig. 6b schematically illustrates the top view of the vehicle combination illustrated in Fig. 6a, in which the trailer has been pivoted relative to the vehicle.

[0051] DETAILED DESCRIPTION

[0052] Aspects of the present disclosure will now be described more fully. Like reference signs refer to like elements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and / or clarity.

[0053] Fig. 1 schematically illustrates a vehicle combination 20 according to some embodiments. The vehicle combination 20 comprises a vehicle 1 and a trailer 2. The vehicle 1 comprises a coupling assembly 4 for coupling the trailer 2 to the vehicle 1. In Fig. 1 , the trailer 2 is not coupled to the vehicle 1. According to the illustrated embodiments, the vehicle 1 is a truck, i.e. , a type of heavy road vehicle, as well as a type of heavy commercial vehicle. According to further embodiments, the vehicle 1, as referred to herein, may be another type of heavy or lighter type of manned or unmanned vehicle for land-based propulsion such as a lorry, a construction vehicle, a tractor, or the like.

[0054] The vehicle 1 comprises a propulsion system 14 configured to provide motive power to the vehicle 1 via wheels 27’ of the vehicle 1. The propulsion system 14 may comprise an electric propulsion machine and / or an internal combustion engine for providing motive power to the vehicle 1.

[0055] In Fig. 1, the vehicle 1 is illustrated as positioned in an intended use position on a flat horizontal surface 51 supporting the vehicle 1. As seen in Fig. 1, the wheels 27, 27’ of the vehicle 1 abut against the flat horizontal surface 51 when the vehicle 1 is positioned in the intended use position thereon. Moreover, in Fig. 1, a forward moving direction fd and a reverse moving direction rd of the vehicle 1 are indicated. The reverse moving direction rd is opposite to the forward moving direction fd.

[0056] Moreover, in Fig. 1 , a longitudinal direction Id1 of the vehicle 1 is indicated. The longitudinal direction Id1 of the vehicle 1 is parallel to a flat horizontal surface 51 supporting the vehicle 1 when the vehicle 1 is positioned in the intended use position thereon. Moreover, the longitudinal direction Id 1 of the vehicle 1 is parallel to the forward moving direction fd of the vehicle 1 as well as to the reverse moving direction rd of the vehicle 1.

[0057] Furthermore, in Fig. 1, a vertical direction vd of the vehicle 1 is indicated. The vertical direction vd of the vehicle 1 is perpendicular to the longitudinal direction Id1 of the vehicle 1. Moreover, when the vehicle 1 is positioned in the intended use position on a flat horizontal surface 51 , the vertical direction vd of the vehicle 1 coincides with a gravity vector gv at the location of the vehicle 1. Moreover, the vehicle 1 has a lateral direction. The lateral direction of the vehicle 1 is perpendicular to the longitudinal direction Id1 of the vehicle 1 as well as to the vertical direction vd of the vehicle 1.

[0058] The vehicle 1 comprises a chassis 3. According to the illustrated embodiments, the chassis 3 comprises two elongated frame beams each comprising a direction of elongation substantially parallel to the longitudinal direction Id1 of the vehicle 1. The chassis 3 may also comprise one or more subframes connected to each of the two elongated frame beams. The chassis 3 of the vehicle 1 may also be referred to as a vehicle chassis, a vehicle frame, or the like.

[0059] The coupling assembly 4 of the vehicle 1 comprises a support platform 5 attached to the chassis 3. The support platform 5 may be attached to one or both of the two elongated frame beams, as referred to above, and / or to a subframe according to the above. According to the illustrated embodiments, the support platform 5 is rigidly attached to the chassis 3 of the vehicle 1.

[0060] The support platform 5 comprises a platform support surface 5’. The platform support surface 5’ is configured to abut against a trailer support surface 2’ of a trailer 2 when the trailer 2 is coupled to the coupling assembly 4. That is, as indicated in Fig. 1 , the trailer 2 comprises a trailer support surface 2’ and a kingpin 8 arranged at a region of the trailer support surface 2’. The platform support surface 5’ may be referred to as an upper support surface. This is because a surface normal of the platform support surface 5’ points in a direction substantially opposite to the vertical direction vd of the vehicle 1.

[0061] The trailer support surface 2’ of the trailer 2 may also be referred to as a lower trailer support surface. This is because a surface normal of the platform support surface 5’ points in a direction substantially coinciding with a gravity vector gv at the location of the trailer 2 when the trailer 2 is positioned in an intended use position on a flat horizontal surface 51. In Fig. 1, the trailer 2 is positioned in the intended use position on a flat horizontal surface 51. An intended use position as referred to herein may also be referred to as an intended upright use position.

[0062] The trailer 2 comprises a set of wheels 29. The set of wheels 29 is abutting against the flat horizontal surface 51 when the trailer 2 is positioned in the intended use position thereon. Moreover, according to the illustrated embodiments, the trailer 2 comprises a trailer jack assembly 31. The trailer jack assembly 31 can be used to support the trailer 2 when the trailer 2 is not coupled to the vehicle 1 , as is depicted in Fig. 1.

[0063] Fig. 2 schematically illustrates the vehicle combination 20 illustrated in Fig. 1 , in which the trailer 2 is coupled to the vehicle 1 via the coupling assembly 4 of the vehicle 1. The trailer 2 can be coupled to the coupling assembly 4 of the vehicle 1 by reversing the vehicle 1 , i.e., by operating the vehicle 1 in the reverse moving direction rd thereof, towards the trailer 2, as is further explained in detail below. As seen in Fig. 2, the platform support surface 5’ abut against the trailer support surface 2’ of the trailer 2 when the trailer 2 is coupled to the vehicle 1 via the coupling assembly 4. In this manner, the trailer 2 is at least partially supported relative to the horizontal surface 51 via wheels 27, 27’ of the vehicle 1 when the trailer 2 is coupled to the vehicle 1 via the coupling assembly 4. Moreover, as seen in Fig. 2, a leg of the trailer jack assembly 31 has been lifted since it is no longer needed for supporting the trailer 2 relative to the horizontal surface 51.

[0064] Fig. 3a schematically illustrates the coupling assembly 4 of the vehicle 1 illustrated in Fig. 1 and Fig. 2 and a kingpin 8 of a trailer. The trailer may be a trailer 2 according to the embodiments illustrated in Fig. 1 and 2, or another type of trailer. In Fig. 3, the coupling assembly 4 is illustrated as seen in a direction coinciding with the vertical direction vd of the vehicle 1 illustrated in Fig. 1. Below, simultaneous reference is made to Fig. 1 - Fig. 3a, if not indicated otherwise.

[0065] In Fig. 3a, the support platform 5 of the coupling assembly 4 can be seen in more detail. As mentioned, the support platform 5 comprises the platform support surface 5’ which is configured to abut against a trailer support surface 2’ of a trailer 2 when the trailer 2 is coupled to the vehicle 1 via the coupling assembly 4. As is best seen in Fig. 3a, according to the illustrated embodiments, the coupling assembly 4 is a so called fifth-wheel coupling assembly.

[0066] The support platform 5 comprises a coupling portion 7 and a slot 6 extending from the coupling portion 7 to a peripheral edge 15 of the support platform 5 for allowing a kingpin 8 of the trailer 2 to move from the peripheral edge 15 to the coupling portion 7. In Fig. 3a, the kingpin 8 is illustrated as not located in the coupling portion 7 of the coupling assembly 4. In Fig. 3a, a direction d6 of the slot 6 of the support platform 5 is indicated. The direction d6 of the slot is parallel to the longitudinal direction Id1 of the vehicle 1.

[0067] Due to these features, a kingpin 8 of a trailer can be moved through the slot 6 to the coupling portion 7 simply by reversing the vehicle 1. The coupling assembly 4 further comprises a locking mechanism 9. The locking mechanism 9 is controllable between an unlocked state and a locked state. In Fig. 3a, the locking mechanism 9 is illustrated in the unlocked state.

[0068] Fig. 3b schematically illustrates the coupling assembly 4 illustrated in Fig. 3a in which a kingpin 8 has been moved into the coupling portion 7 of the support platform 5. Below, simultaneous reference is made to Fig. 1 - Fig. 3b, if not indicated otherwise. As understood from the above described, the kingpin 8 may be moved into the coupling portion 7 of the support platform 5 by operating the vehicle 1 in the reverse moving direction rd thereof. In this manner, the kingpin 8 is moved into the coupling portion 7 via the slot 6.

[0069] Moreover, in Fig. 3b, the locking mechanism 9 is illustrated in the locked state. In the locked state, the locking mechanism 9 locks the kingpin 8 at the coupling portion 7 while allowing pivotal movement of the kingpin 8 in the coupling portion 7. As is further explained in detail below, the pivotal movement is allowed around a pivot axis, wherein the pivot axis is at least substantially parallel to the vertical direction vd of the vehicle 1.

[0070] Fig. 4a schematically illustrates a side view of the coupling assembly 4 of the vehicle 1 illustrated in Fig. 1 and Fig. 2 and a side view of a kingpin 8 and a trailer support surface 2’ of a trailer. The trailer may be a trailer 2 according to the embodiments illustrated in Fig. 1 and 2, or another type of trailer. In Fig. 4a, the kingpin 8 is illustrated as not located in the coupling portion 7 of the coupling assembly 4.

[0071] Below, simultaneous reference is made to Fig. 1 - Fig. 4a, if not indicated otherwise. In Fig. 4a, the chassis 3 of the vehicle 1 is schematically illustrated in dashed lines. As mentioned, the support platform 5 of the coupling assembly 4 is attached to the chassis 3 of the vehicle 1.

[0072] The coupling assembly 4 comprises a gripping unit 10. The gripping unit 10 is arranged at the coupling portion 7. As is further explained herein, the gripping unit 10 is configured to grip a part 8’ of a kingpin 8 when the kingpin 8 is located in the coupling portion 7. The gripping unit 10 may also be referred to as a grip-claw, a grip-claw unit, or the like.

[0073] According to the illustrated embodiments, the gripping unit 10 is arranged below the support platform 5 as seen relative to a gravity vector gv at a location of the vehicle 1 when the vehicle 1 is positioned in the use position on a horizontal surface 51. In other words, the gripping unit 10 is arranged below the support platform 5 as seen relative to the vertical direction vd of the vehicle 1. Moreover, according to the illustrated embodiments, the gripping unit 10 is attached to the chassis 3 of the vehicle 1.

[0074] In more detail, according to the illustrated embodiments, the gripping unit 10 is resiliently suspended to the chassis 3 of the vehicle 1 via a spring element 11. In the embodiments schematically depicted in Fig. 4a and Fig. 4b, the spring element 11 is a coil spring.

[0075] However, according to further embodiments, the gripping unit may be resiliently suspended to the chassis 3 of the vehicle 1 via another type of resilient or flexible element or arrangement, such as for example a link arm assembly, a leaf spring assembly, a rubber bushing assembly, or the like.

[0076] Fig. 4b schematically illustrates the side view of the coupling assembly 4 and a side view of the kingpin 8 and the trailer support surface 2’ of Fig. 4a in which the kingpin 8 is illustrated as located in the coupling portion 7 of the coupling assembly 4. In other words, in Fig. 4b, the kingpin 8 is illustrated as coupled to the coupling assembly 4.

[0077] As seen in Fig. 4b, the platform support surface 5’ of the support platform 5 abuts against a trailer support surface 2’ when the kingpin 8 is coupled to the coupling assembly 4. Moreover, as seen in Fig. 4b, the gripping unit 10 grips a part 8’ of the kingpin 8 when the kingpin 8 is coupled to the coupling assembly 4, i.e. , when the gripping unit 10 is located in the coupling portion 7 of the coupling assembly 4.

[0078] As indicated above, the kingpin 8 is allowed to pivot in the coupling portion 7 of the coupling assembly 4 when the kingpin 8 is coupled to the coupling assembly 4, i.e., when the gripping unit 10 is located in the coupling portion 7 of the coupling assembly 4. In Fig. 4b, a pivot axis pA of the kingpin 8 is indicated. As seen in Fig. 4b, the pivot axis pA is substantially parallel to the vertical direction vd of the vehicle 1.

[0079] The wording “substantially parallel to”, as used herein, may encompass that the angle between the objects referred to is less than 10 degrees, or is less than 7 degrees. In other words, according to embodiments herein, the angle between the pivot axis pA of the kingpin 8 and the vertical direction vd of the vehicle 1 may be less than 10 degrees, or may be less than 7 degrees.

[0080] Fig. 5a schematically illustrates a top view of the gripping unit 10 of the coupling assembly 4 explained with reference to Fig. 1 - Fig. 4b and a kingpin 8 of a trailer. The trailer may be a trailer 2 according to the embodiments illustrated in Fig. 1 and 2, or another type of trailer. In Fig. 4a, the kingpin 8 is illustrated as not located in the gripping unit 10. In other words, Fig. 5a corresponds to a situation depicted in Fig. 1, Fig. 3a, and Fig. 4a. In Fig. 5a, the gripping unit 10 is illustrated as seen along a viewing direction coinciding with the pivot axis pA illustrated in Fig. 4b.

[0081] Below, simultaneous reference is made to Fig. 1 - Fig. 5a, if not indicated otherwise. In Fig. 5a, the longitudinal direction Id1 of the vehicle 1 is indicated, as well as the reverse moving direction rd and the direction d6 of the slot 6 of the support platform 5. As indicated in Fig. 5a, the gripping unit 10 comprises an open portion 12 facing in the direction d6 of the slot 6 of the support platform 5. In other words, the gripping unit 10 is attached to the chassis 3 of the vehicle 1 such that the open portion 12 faces in the direction d6 of the slot 6 of the support platform 5. Moreover, as indicated in Fig. 5a, the open portion 12 of the gripping unit 10 is formed by two gripping members 10’, 10” of the gripping unit 10.

[0082] In Fig. 5a, a width d2 of the open portion 12 of the gripping unit 10 is indicated. The width d2 of the open portion 12 of the gripping unit 10 may be measured in a plane perpendicular to the pivot axis Pa of the kingpin 8. According to the illustrated embodiments, the width d2 of the open portion 12 of the gripping unit 10 is smaller than the width d1 of the part 8’ of the kingpin 8 to be gripped by the gripping unit 10. According to the illustrated embodiments, the width d2 of the open portion 12 of the gripping unit 10 is 4% smaller, i.e., slightly smaller, than the width d1 of the part 8’ of the kingpin 8 to be gripped by the gripping unit 10.

[0083] According to further embodiments, the width d2 of the open portion 12 of the gripping unit 10 may be 0.5% - 25% smaller, or 1% - 15% smaller, than the width d1 of the part 8’ of the kingpin 8 to be gripped by the gripping unit 10. Moreover, as is explained in greater detail below, according to the illustrated embodiments, at least the two gripping members 10’, 10” of the gripping unit 10 comprises a resilient / flexible material.

[0084] According to the illustrated embodiments, the part 8’ of the kingpin 8 to be gripped by the gripping unit 10 has a circular cross section in a plane parallel to a gripping direction of the gripping unit 10. Therefore, the width d1 of the part 8’ of the kingpin 8 may also be referred to as a diameter of the part 8’ of the kingpin 8. According to the illustrated embodiments, the gripping direction of the gripping unit 10 coincides with the direction d6 of the slot 6 of the support platform 5 as well as the reverse moving direction rd of the vehicle 1.

[0085] Fig. 5b schematically illustrates the top view of the gripping unit 10 and the kingpin 8 illustrated in Fig. 5a, wherein the kingpin 8 has been moved into the gripping unit 10. Below, simultaneous reference is made to Fig. 1 - Fig. 5b, if not indicated otherwise. As understood from the above described, the kingpin 8 may be moved into the gripping unit 10 by operating the vehicle 1 in the reverse moving direction rd thereof. Moreover, as understood from the above described, the situation depicted in Fig. 5a corresponds to a situation depicted in Fig. 2, Fig. 3b, and Fig. 4b. According to the illustrated embodiments, the gripping unit 10 is configured to snap fit around the part 8’ of the kingpin 8 when the kingpin 8 is moved into the gripping unit 10, i.e. , when the kingpin 8 is moved into the coupling portion 7 of the coupling assembly 4.

[0086] According to the illustrated embodiments, this is achieved by allowing the two gripping members 10’, 10” of the gripping unit 10 to flex in directions substantially perpendicular to the direction d6 of the slot by the abutting force between the part 8’ of the kingpin 8 and the two gripping members 10’, 10” of the gripping unit 10 when the kingpin 8 is moved towards the gripping unit 10.

[0087] When the kingpin 8 has been moved fully into the gripping unit 10, the two gripping members 10’, 10” regain their original shape by the flexible nature of the two gripping members 10’, 10”. As understood from the above described, according to the illustrated embodiments, at least the two gripping members 10’, 10” of the gripping unit 10 are made of a flexible material, such as a polymeric material.

[0088] Since the gripping unit 10 is configured to snap fit around the part 8’ of the kingpin 8 when the kingpin 8 is moved into the gripping unit 10, conditions are provided for a simple and efficient connection of the gripping unit 10 to a part 8’ of a kingpin 8 when the kingpin 8 is moved into the coupling portion 7 in a manner circumventing the need for a controllable locking assembly locking the gripping unit 10 relative to the part 8’ of the kingpin 8.

[0089] According to the illustrated embodiments, the gripping unit 10 is configured to release the snap fit around the part 8’ of the kingpin 8 when the kingpin 8 is moved out from the coupling portion 7. In this manner, conditions are provided for a simple and efficient disconnection of the gripping unit 10 from the part 8’ of the kingpin 8 when the kingpin 8 is moved out from the coupling portion 7. Moreover, as understood from the above described, the gripping unit 10 is configured to release the snap fit around the part 8’ of the kingpin 8 by allowing the two gripping members 10’, 10” of the gripping unit 10 to flex in the directions substantially perpendicular to the direction d6 of the slot by the abutting force between the part 8’ of the kingpin 8 and the two gripping members 10’, 10”.

[0090] As seen when comparing Fig. 4a - Fig. 5b, according to the illustrated embodiments, the gripping unit 10 is configured to grip a part 8’ of a kingpin 8 constituting a lower part of the kingpin 8 having an enlarged diameter as compared to other parts of the kingpin 8. The wording lower part in this context means a lower part of the kingpin 8 relative to a vertical direction of the trailer 2. The vertical direction of the trailer 2 coincides with a gravity vector gv at the location of the trailer 2 when the trailer 2 is positioned in the intended use position on a flat horizontal surface, as is depicted in Fig. 1.

[0091] Moreover, as is best seen in Fig. 5b, according to the illustrated embodiments, the gripping unit 10 is configured to engage with the kingpin 8 beyond its radius. In other words, according to the illustrated embodiments, each of the two gripping members 10’, 10” of the gripping unit 10 extends past the central point of the cross section of the kingpin 8, wherein the central point of the cross section of the kingpin 8 is located at the pivot axis pA. In other words, according to the illustrated embodiments, the gripping unit 10 is configured to grip around more than 50% of a kingpin 8 when the kingpin 8 is located in the gripping unit 10. In this manner, it can be ensured that the gripping unit 10 is clamped around the part 8’ of the gripping unit 10 in a secure and reliable manner.

[0092] As is indicated in Fig. 5a and Fig. 5b, according to embodiments herein, the gripping unit 10 comprises a sensor arrangement 13. The sensor arrangement 13 is configured to sense rotational movement of the kingpin 8 relative to the gripping unit 10. Since the gripping unit 10 is attached to the chassis 3 of the vehicle 1, the sensed rotational movement of the kingpin 8 relative to the gripping unit 10 indicates a pivotal movement between the vehicle 1 and a trailer 2 coupled to the vehicle 1 via the coupling assembly 4.

[0093] Moreover, since the sensor arrangement 13 is arranged in the gripping unit 10, it can be ensured that the sensor arrangement 13 is securely retained relative to the part 8’ of the kingpin 8. As a result, the sensor arrangement 13 can provide reliable data indicating pivotal movement between the vehicle 1 and a trailer 2 coupled to the vehicle 1 via the coupling assembly 4.

[0094] Furthermore, since the gripping unit 10 is resiliently suspended to the chassis 3 of the vehicle 1 via a spring element 11, the gripping unit 10 is allowed to follow movements of the kingpin 8 relative to the coupling portion 7 in directions differing from pure pivotal movement of the kingpin 8 around the pivot axis pA. Thereby, it can be ensured that the gripping unit 10 is kept at a predetermined gripping orientation relative to the kingpin 8 also during such movements of the kingpin 8. As a result, conditions are provided for obtaining reliable data from the sensor arrangement 13 of the gripping unit 10 also during such movements of the kingpin 8. Moreover, damage to the gripping unit 10 can be avoided.

[0095] According to the illustrated embodiments, the sensor arrangement 13 comprises a rolling element 15 with a rolling surface 15’ configured to abut against a kingpin 8 when the kingpin 8 is located in the coupling portion 7. The rolling element 15 may be biased towards the kingpin 8. Moreover, the sensor arrangement 13 comprises a sensor 17 configured to sense rotation of the rolling element 15 relative to the gripping unit 10. The sensor 17 may be a mechanical, magnetic, inductive, capacitive, or optical sensor. The rolling surface 15’ of the rolling element 15 may be a high-friction surface, i.e. , a surface having a high friction coefficient, such as a rubber surface. In this manner, it can be ensured that the sensor arrangement 13 provides reliable data of rotational movement of the kingpin 8 relative to gripping unit 10 also in cases were the part 8’ of the kingpin 8 is wet or is covered with lubricant.

[0096] According to further embodiments, the gripping unit 10 may comprise another type of sensor arrangement configured to sense rotational movement of the kingpin 8 relative to the gripping unit 10 without utilizing a rolling element 15. For example, such another type of sensor arrangement may comprise an optical, a magnetic, an inductive, or a capacitive sensor for sensing rotational movement of the kingpin 8 relative to the gripping unit 10.

[0097] Fig. 6a schematically illustrates a top view of the vehicle combination 20 illustrated in Fig. 2. In Fig. 6a, the vehicle combination 20 is illustrated as seen in a direction straight towards the flat horizontal surface 51 indicated in Fig. 2, i.e., is illustrated as seen in a viewing direction coinciding with the vertical direction vd of the vehicle 1.

[0098] Below, simultaneous reference is made to Fig. 1 - Fig. 6a, if not indicated otherwise. In Fig. 6a, the pivot axis pA of the kingpin 8 is indicated. Moreover, in Fig. 6a, the longitudinal direction Id1 of the vehicle 1 is indicated as well as a longitudinal direction Id2 of the trailer 2. In the situation depicted in Fig. 6a, the longitudinal direction Id2 of the trailer 2 is parallel to the longitudinal direction Id 1 of the vehicle 1. This means that the trailer 2 is at a longitudinal straight position relative to the vehicle 1 in the situation depicted in Fig. 6a.

[0099] Fig. 6b schematically illustrates the top view of the vehicle combination 20 illustrated in Fig. 6a, in which the trailer 2 has been pivoted relative to the vehicle 1. As seen in Fig. 6b, the longitudinal direction Id2 of the trailer 2 is angled relative to the longitudinal direction Id 1 of the vehicle 1 because the trailer 2 has been pivoted relative to the vehicle 1 around the pivot axis pA.

[0100] Below, simultaneous reference is made to Fig. 1 - Fig. 6b, if not indicated otherwise. As is indicated in Fig. 1 and Fig. 2, the vehicle 1 comprises a control arrangement 21. The control arrangement 21 is operably connected to the sensor arrangement 13. The control arrangement 21 is configured to estimate pivotal movement between the vehicle 1 and a trailer 2 coupled to the vehicle 1 via the coupling assembly 4 by analysing data from the sensor arrangement 13.

[0101] That is, in more detail, according to the illustrated embodiments, the control arrangement 21 is operably connected to the sensor 17 of the sensor arrangement 13 and is configured to receive data therefrom. Moreover, the control arrangement 21 is configured to estimate pivotal movement between the vehicle 1 and a trailer 2 coupled to the vehicle 1 via the coupling assembly 4 by analysing data from the sensor 17 of the sensor arrangement 13.

[0102] Moreover, according to the illustrated embodiments, the control arrangement 21 is configured to set a zero angle indication upon receipt of data indicating that the trailer 2 is at a longitudinal straight position relative to the vehicle 1 , i.e., is at a position relative to the vehicle 1 as illustrated in Fig. 6a. According to some embodiments, the data may be indicative of straight driving of the vehicle 1 during a predetermined time period or a predetermined distance. That is, in these embodiments, the control arrangement 21 may be configured to receive data from a steering unit of the vehicle 1 and from a vehicle speed sensor, a travel distance monitoring unit, or the like. When the received data indicates that the vehicle 1 has travelled at least substantially straight, i.e., along an at least substantially straight line, during a predetermined time period or a predetermined distance, the control arrangement 21 may set the zero angle indication.

[0103] The control arrangement 21 may be configured to determine a current angle of the trailer 2 relative to the vehicle 1 by analysing pivotal movement between the vehicle 1 and the trailer 2 from the zero angle indication. In this manner, the need for performing a manual calibration of the sensor arrangement 13 of the gripping unit 10 is circumvented. As a further result, a user-friendly coupling assembly 4 is provided capable of providing reliable data of a current angle of the trailer 2 relative to the vehicle 1.

[0104] The vehicle 1 may comprise an output unit in a driver environment 55 of the vehicle 1 , wherein the control arrangement 21 is configured to output a pivotal movement estimate between the vehicle 1 and the trailer 2 via the output unit, and / or may be configured to output a current angle estimate of the trailer 2 relative to the vehicle 1 via the output unit. The output unit may for example comprise a display, a speaker, a haptic unit, or a combination thereof.

[0105] As an alternative, or in addition, the control arrangement 21 may be configured to output data indicating pivotal movement between the trailer 2 and the vehicle 1, and / or data indicating a current angle estimate of the trailer 2 relative to the vehicle 1 , to another type of device or system of the vehicle 1. According to some embodiments, the control arrangement 21 is configured to output such data to an at least partially autonomous driving system of the vehicle 1, wherein the at least partially autonomous driving system is configured to operate the vehicle 1 based on the data. The at least partially autonomous driving system may be configured to operate the vehicle 1 based on the data by controlling steering and / or propulsion of the vehicle 1 based on the data.

[0106] The control arrangement 21 of the vehicle 1 may comprise a computer which may take the form of substantially any suitable type of 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, an Application Specific Integrated Circuit (ASIC), a circuit for digital signal processing (digital signal processor, DSP), 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, or other processing logic that may interpret and execute instructions. The herein utilised expression “computer” may represent a processing circuitry comprising a plurality of processing circuits, such as, e.g., any, some or all of the ones mentioned above.

[0107] The control arrangement 21 may further comprise a memory unit, wherein the computer may be connected to the memory unit, which may provide the computer with, for example, stored program code and / or stored data which the computer may need to enable it to do calculations. The computer may also be adapted to store partial or final results of calculations in the memory unit. The memory unit may comprise a physical device utilised to store data or programs, i.e. , sequences of instructions, on a temporary or permanent basis. According to some embodiments, the memory unit may comprise integrated circuits comprising silicon-based transistors. The memory unit may comprise e.g. a memory card, a flash memory, a USB memory, a hard disc, or another similar volatile or non-volatile storage unit for storing data such as e.g. ROM (Read-Only Memory), PROM (Programmable Read- Only Memory), EPROM (Erasable PROM), EEPROM (Electrically Erasable PROM), etc. in different embodiments.

[0108] The control arrangement 21 is connected to components of the vehicle 1 for receiving and / or sending input and output signals. These input and output signals may comprise waveforms, pulses, or other attributes which the input signal receiving devices can detect as information and which can be converted to signals processable by the control arrangement 21. These signals may then be supplied to the computer. One or more output signal sending devices may be arranged to convert calculation results from the computer to output signals for conveying to other parts of the vehicle's control system and / or the component or components for which the signals are intended. Each of the connections to the respective components of the vehicle 1 for receiving and sending input and output signals may take the form of one or more from among a cable, a data bus, e.g. a CAN (controller area network) bus, a MOST (media orientated systems transport) bus or some other bus configuration, or a wireless connection.

[0109] In the embodiments illustrated, the vehicle 1 comprises a control arrangement 21 but might alternatively be implemented wholly or partly in two or more control arrangements, two or more control arrangements, or two or more control units.

[0110] Control systems in modern vehicles generally comprise a communication bus system consisting of one or more communication buses for connecting a number of electronic control units (ECUs), or controllers, to various components on board the vehicle. Such a control system may comprise a large number of control units and taking care of a specific function may be shared between two or more of them. Vehicles and engines of the type here concerned are therefore often provided with significantly more control arrangements than depicted in Fig. 1 and Fig. 2, as one skilled in the art will surely appreciate.

[0111] It is to be understood that the foregoing is illustrative of various example embodiments and that the invention is defined only by the appended independent claims. A person skilled in the art will realize that the example embodiments may be modified, and that different features of the example embodiments may be combined to create embodiments other than those described herein, without departing from the scope of the present invention, as defined by the appended independent claims.

[0112] As used herein, the term "comprising" or "comprises" is open-ended, and includes one or more stated features, elements, steps, components, or functions but does not preclude the presence or addition of one or more other features, elements, steps, components, functions, or groups thereof.

Claims

CLAIMS1. A vehicle (1) comprising a chassis (3) and a coupling assembly (4) for coupling a trailer (2) to the vehicle (1), the coupling assembly (4) comprising a support platform (5) attached to the chassis (3), wherein the support platform (5) comprises: a platform support surface (5’) configured to abut against a trailer support surface (2’) of a trailer (2), a coupling portion (7), and a slot (6) extending from the coupling portion (7) to a peripheral edge (15) of the support platform (5) for allowing a kingpin (8) of the trailer (2) to move from the peripheral edge (15) to the coupling portion (7), wherein the coupling assembly (4) comprises a locking mechanism (9) controllable to a locked state in which the locking mechanism (9) locks the kingpin (8) at the coupling portion (7) while allowing pivotal movement of the kingpin (8) in the coupling portion (7), wherein the coupling assembly (4) comprises a gripping unit (10) arranged at the coupling portion (7), wherein the gripping unit (10) is configured to grip a part (8’) of a kingpin (8) when the kingpin (8) is located in the coupling portion (7), and wherein the gripping unit (10) comprises a sensor arrangement (13) configured to sense rotational movement of the kingpin (8) relative to the gripping unit (10).

2. The vehicle (1) according to claim 1, wherein the gripping unit (10) comprises an open portion (12) facing in a direction (d6) of the slot (6) of the support platform (5).

3. The vehicle (1) according to claim 1 or 2, wherein the gripping unit (10) is configured to snap fit around a part (8’) of a kingpin (8) when the kingpin (8) is moved into the coupling portion (7).

4. The vehicle (1) according to any one of the preceding claims, wherein the gripping unit (10) is arranged below the support platform (5) as seen relative to a gravity vector (gv) at a location of the vehicle (1) when the vehicle (1) is positioned in a use position on a horizontal surface (51).

5. The vehicle (1) according to any one of the preceding claims, wherein the gripping unit (10) is resiliently suspended to the chassis (3) of the vehicle (1).

6. The vehicle (1) according to claim 5, wherein the gripping unit (10) is resiliently suspended to the chassis (3) via a spring element (11).

7. The vehicle (1) according to any one of the preceding claims, wherein the gripping unit (10) is made of a polymeric material.

8. The vehicle (1) according to any one of the preceding claims, wherein the sensor arrangement (13) comprises a rolling element (15) with a rolling surface (15’) configured to abut against a kingpin (8) when the kingpin (8) is located in the coupling portion (7), and wherein the sensor arrangement (13) comprises a sensor (17) configured to sense rotation of the rolling element (15) relative to the gripping unit (10).

9. The vehicle (1) according to any one of the preceding claims, wherein the vehicle (1) comprises a control arrangement (21) operably connected to the sensor arrangement (13), and wherein the control arrangement (21) is configured to estimate pivotal movement between the vehicle (1) and a trailer (2) coupled to the vehicle (1) via the coupling assembly (4) by analysing data from the sensor arrangement (13).

10. The vehicle (1) according to claim 9, wherein the control arrangement (21) is configured to set a zero angle indication upon receipt of data indicating that the trailer (2) is at a longitudinal straight position relative to the vehicle (1) and is configured to determine a current angle of the trailer (2) relative to the vehicle (1) by analysing pivotal movement between the vehicle (1) and the trailer (2) from the zero angle indication.

11. The vehicle (1) according to claim 10, wherein the data is indicative of straight driving of the vehicle (1) during a predetermined time period or a predetermined distance.

12. The vehicle (1) according to any one of the preceding claims, wherein the coupling assembly (4) is a fifth-wheel coupling assembly.

13. The vehicle (1) according to any one of the preceding claims, wherein the vehicle (1) is a heavy road vehicle, such as a truck.

14. A vehicle combination (20) comprising a vehicle (1) according to any one of the preceding claims and a trailer (2), wherein the trailer (2) comprises: a trailer support surface (2’) configured to abut against the platform support surface (5’) of the support platform (5), and a kingpin (8) arranged at a region of the trailer support surface (2’).

Images