Technical field

The present disclosure relates to techniques in the context of vehicles, and in particular to methods for integrating a chassis system with a fire suppression system and other systems in a vehicle. The disclosure also relates to a

corresponding control unit and to a computer program for performing the proposed methods.

Background

Vehicles of today often include third-party fire prevention systems. The third part fire prevention system comprises fire extinguishers that are activated by the fire prevention system’s own sensors. The fire prevention systems are typically stand alone systems that operate independently of the other systems of the vehicle.

However, this has resulted in that vehicles could be driven around for years without knowing if the fire prevention system is working properly. The vehicle system and the driver and/or other responsible people of the vehicles are in the best case informed if a fire is detected.

For example, US2014069665 A1 discloses an Automatic Fire Suppression System, AFES, comprising an Electronic Control Module, ECM. The ECM communicates via a first data bus with at least one sensor for detecting a fire and communicates via a second data bus with nodes that preferably include the release modules. The ECM preferably conducts a System Diagnostic Routine, SDR, upon start up or anytime the“SDR/RESET” button on ECM is depressed. The SDR preferably validates at least one of (1 ) a system component

communication; (2) presence of all components per system configuration; and (3) capability of the optical sensor(s) to communicate a small or large fire signal. When AFES successfully passes the SDR, preferably a green“SYSTEM

STATUS” indicator on ECM, a green“BATTERY BACKUP” indicator on ECM, and a red“ALARM” indicator on ECM, as well as available“SUPPRESSOR STATUS” indicators on ECM, will activate for a predetermined period, e.g., five seconds, and/or sound an audible alarm.

Along with the future development of autonomous vehicles there is a need for even further improved fire prevention solutions that can detect and extinguish fires in vehicles, while keeping responsible people fully informed.

Summary

It is an object of the disclosure to alleviate at least some of the drawbacks with the prior art. Thus, it is an object to provide a solution that utilizes more of the information available at the vehicle to provide flexible and safe operation in case of a fire.

According to a first aspect, the disclosure relates to a method, performed in a control unit of a chassis system of a vehicle, for controlling the chassis system. The method comprises receiving, from a fire suppression system arranged in the vehicle, status information regarding a status of the fire suppression system and obtaining sensor data from one or more sensors in the chassis system and/or in the body system. The method further comprises controlling one or more functions of the chassis system based on the received status information and the obtained sensor data. Thereby, the chassis system will know that the fire suppression system is working, and also know when service needed, based on the status information. Consequently, the chassis system may contribute in preventing and distinguishing fire in a better way. More specifically, the chassis system will be able to act upon the received status of the fire suppression system, while considering the operation of the functions of the chassis system. Thus, the chassis system is extended both in terms of coverage (as it can also act based on knowledge about what happens in the fire suppression system) and in terms of e.g. sensor types that it has access to. The extended information may be used to perform fire preventing measures to increase safety.

In some embodiments, the status information comprises error status of the fire suppression system, activity status of the fire suppression system, error status of one or more sensors of the fire suppression system and/or status of a container for storing fire extinguishing agent. Thereby, the chassis system can notify for example the driver, a passenger, the environment and other systems when the fire suppression system is really activated or when it is faulty, which may further increase vehicle safety.

In some embodiments, the controlling comprises performing one or more actions upon the information indicating an error or a fire, such as controlling actuators in the chassis system and/or providing information to a driver or passenger of the vehicle, controlling the chassis system to wake up from a sleep mode, controlling the propulsion and/or retardation of the vehicle, controlling transmission of information to other systems internal or external to the vehicle and/or controlling the air flow in the chassis system or in the body system. Thus, the status of the fire suppression system may be used to control the fire or to adjust the operation of the vehicle in order to increase safety in case of fire. For example, the chassis system may regulate its own extinguishers based on what happens in the fire suppression system or the air flow where the fire is located (e.g. in the engine compartment) may be controlled.

In some embodiments, the method further comprises signalling, to the fire suspension system, control data configured to control the operation of the fire suspension system and/or status information regarding the chassis system. If communication in two directions is enabled, i.e. the fire suppression system and the chassis system are fully integrated, it may even be possible to reduce the number of sensors, as sensors may be shared by the systems.

In some embodiments, the method further comprises sending the received status information regarding a status of the fire suppression system to a body system of the vehicle. The principle is that all available information should be available to any system in the system that could use it. In this embodiment, the body system can use the status of the fire suppression system to for example enhance its functions or take appropriate action to reduce damage in the vehicle body caused by a fire in the vehicle. In some embodiments, the method further comprises analysing a cause of a fire based on the status information regarding the fire suppression system and the obtained sensor data. If the cause of fire is known, then this knowledge may be used to prevent future fires. For example, one may learn that when certain metrics pass certain limit values, then one may proactively inform the driver, the hauler etc. that a fire may be imminent and that it would be appropriate to halt the vehicle. It may also be possible to in some situations add water mist, e.g. using a "fog maker”, that prevents oxygen supply or similar before the fire starts.

In some embodiments, the fire suppression system is arranged in an engine compartment of the vehicle. In some embodiments, the fire suppression system comprises a detector tube and a container comprising a fire extinguishing agent and wherein the received status information defines a pressure inside the container. Thus, information from a standard“stand-alone” fire suppression system may be used by the chassis system to improve security.

According to a second aspect, the disclosure relates to a control unit for use in a chassis system of a vehicle. The control unit is configured to receive, from a fire suppression system arranged in the vehicle, status information regarding a status of the fire suppression system, and to obtain sensor data from one or more sensors in the chassis system. The control unit is further configured to control one or more functions of the chassis system based on the received status information and the obtained sensor data.

According to a third aspect, the disclosure relates to vehicle comprising a fire suppression system, and a chassis system. The chassis system comprises sensors configured to provide sensor data associated with the chassis system, and the control unit according to the second aspect.

According to a fourth aspect, the disclosure relates to a computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to the first aspect. According to a fifth aspect, the disclosure relates to a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to carry out the method according to the first aspect.

Brief description of the drawings

Fig. 1 illustrates a vehicle where the proposed technique may be implemented.

Fig. 2 illustrates a control unit according to an example embodiment.

Fig. 3 illustrates how different systems of a vehicle may be integrated.

Fig. 4 illustrates a flow chart of the method for controlling the chassis system.

Detailed description

In vehicles of today fire prevention and suppression is typically performed by several different systems of the vehicle. For example, the chassis system comprises sensors and sprinklers. In addition, a third part fire suppression system may be installed in the engine compartment. Furthermore, the body system may comprise its own fire suppression system. These systems do normally not communicate with each either, and therefore the individual systems lose valuable information that is available at the other systems. A consequence may be that the other vehicle systems and consequently also the driver (and other responsible people) of the vehicle do not know if the fire suppression system is ready to use or if there is some error (e.g. a leakage) in it.

In some situations, a vehicle system (e.g. the chassis system) can also get fire warnings from its own sensors indicating that there is a fire, but it will not mean that the extinguishers have actually been activated, as the fire sensors may be independent from the vehicle system.

To overcome this, it is herein proposed to integrate the fire suppression system (e.g. a simple third-party system) with the other vehicle systems, and in particular with the chassis system. More specifically, a method is proposed in which status information from an isolated fire suppression system is obtained by a chassis system, such that one or more functions of the chassis system may be controlled based on the received status information, whereby the chassis system may assist in mitigating or preventing fire.

Fig. 1 illustrates a vehicle 1 , here a bus, where the proposed method for controlling the chassis system, is implemented. The vehicle 1 may comprise a means for transportation in broad sense such as e.g. a bus, a truck, or other similar manned or unmanned means.

The vehicle 1 comprises a plurality of electrical systems and subsystems. In particular, the vehicle 1 comprises a chassis system 200 and a body (or body builder) system 300. Each of these systems comprises one or more Electric Control Units, ECUs, 20, 30 that controls the operation of the system. A vehicle generally comprises many more ECUs. However, for simplicity only three ECUs are shown in Fig. 1.

The ECUs 20, 30 herein also referred to as simply control units, are basically digital computers that control one or more electrical systems (or electrical sub systems) of the vehicle 1 based on e.g. information read from sensors and meters placed at various parts and in different components of the vehicle 1. ECU is a generic term that is used in automotive electronics, for any embedded system that controls one or more functions of the electrical system or sub systems in a transport vehicle.

The ECUs 20, 30 are communicating over a communication link such as a Controller Area Network, CAN, 50 (Fig. 2). The CAN 50 is a network that is used to handle communication between the various control units in the vehicle 1. For example, sensor data is provided on the CAN bus, whereby it may be used by other ECUs in the vehicle 1. The CAN uses a message-based protocol. Often, several connected CAN networks are arranged in the vehicle 1. An independent or isolated fire suppression system 100 is also installed in the vehicle 1. The fire suppression system 100 is e.g. arranged in an engine compartment 23, comprising the engine 2 of the vehicle 1.

The engine compartment 23 may be positioned anywhere in the vehicle 1. Usually it is positioned at a rear part of the vehicle 1 , e.g. behind the drive shaft (i.e. behind the rear wheels of the vehicle 1 in Fig. 1 ). The more rear the engine 2 is positioned, the harder it is for the driver to detect a fire in the engine compartment 23 using only his/her senses. In some embodiments the fire suppression system 100 comprises a control unit 10 that controls the operation of the fire suppression system 100. The fire suppression system 100 is e.g. a third-party system installed after manufacturing.

Fig. 3 illustrates the fire suppression system 100, the chassis system 200, the body system 300 and the instrument cluster system 400 of the vehicle 1 in more detail. Fig. 3 also illustrates how the systems 100, 200, 300, 400 in the vehicle 1 can be integrated or connected in accordance with the proposed technique.

The fire suppression system 100 comprises, apart from the control unit 10 described above, sensors 11 a, 1 1 b, one or more control valves 12 (or other actuators), a fire detection device (here a detector tube 13) and a container 14 for storing a fire extinguishing agent. The fire detection device is a device that is configured to detect a fire in the vehicle 1. The fire detection device is typically arranged in an engine compartment 23 of the vehicle 1. In the example of Fig. 3 the fire detection device comprises a detector tube 13 that is made of a heat sensitive material. The detector tube 13 contains a fire supressing agent. In case of a fire the detector tube 13 melts and the fire supressing agent is released into the fire. The fire supressing agent is stored in a container 14 e.g. a tank, which is fluidly connected to the detector tube 13.

The sensors 1 1 a, 1 1 b are configured to monitor the fire suppression system 100.

In the example of Fig. 3, a pressure sensor 1 1 a is arranged to measure a pressure in the container 14. In another embodiment the pressure sensor may be arranged in the detector tube 13. The pressure sensor 1 1 a provides sensor data that defines a pressure inside the container 14 and/or inside the detector tube 13. The fire suppression system 100 may comprise further sensors 11 b e.g. one or several temperature sensors or one or several smoke sensors. These sensors are for example arranged to measure a temperature and/or presence of smoke in and in vicinity of the fire suppression system 100.

The one or more control valves 12 are e.g. configured to control fire suppression functionality of the fire suppression system 100. For example, a fire suppressing agent may also be released through sprinklers (not shown) controlled by control valves 12.

It should be noted that even though the example fire suppression system 100 comprises a plurality of components and a control unit 10, the proposed technique could also be implemented in a simpler system that basically only comprises a detector tube 13 and a pressure sensor 1 1 a (arranged to measure a pressure in the detector tube 13 or in a container connected thereto). Hence, by simply adding the pressure sensor 1 1 a to an“out-of-the-shelf” fire suppression system and connecting the sensor 1 1 a to the chassis system 200, safety may be increased. The term "chassis" is used to designate the complete vehicle excluding the body. The chassis system 200 comprises e.g. the engine 2, a power-transmission system, a brake system, a tachograph, a visibility system, an air pressure system, and a suspension system all suitably attached to, or suspended from, a

structurally independent vehicle body. The chassis system 200 typically

comprises, or has access to, one or more sensors 21 configured to monitor functionality of the chassis system 200, e.g. position sensors, speed sensors, acceleration sensors and temperature sensors. The main task of the chassis system 200 is to control the operation of the vehicle 1 , e.g. by controlling propulsion, braking and steering of the vehicle 1. The chassis system 200 also comprises actuators, here control valves 22, configured to control other functions of the chassis system 200, such as the air flow within the chassis or fire

suppression agent flow to one or several water mist dispensers (a.k.a. fog makers) and/or sprinklers for fire suppression in the chassis system 200. The body of the vehicle 1 is often a customized system that is mounted on the chassis after manufacturing. The body system 300 controls functionality such as interior climate, opening/closing of doors, internal lightning etc. The body system 300 may comprise, or have access to, sensors 31 for monitoring the body of the vehicle 1 , e.g. temperature sensors or smoke sensors.

The instrument cluster system 400 controls instrumentation, including the speedometer, that is displayed to the driver of the vehicle 1. The instrument cluster system 400 typically comprises a display 41 configured to communicate information and alerts to a driver of the vehicle 1. The instrument cluster system 400 may be a part of the chassis system 200.

The fire suppression system 100, the chassis system 200, the body system 300 and the instrument cluster system 400 may be integrated in different ways.

In this example, the sensors 1 1 , 21 , 31 connected to one of the systems (e.g. the fire suppression system 100) may be made available to the other systems (e.g. the chassis system 200 and/or the body system 300). Then, if any of the vehicle system sensors are activated all the systems can use them. For example, the pressure measured by the pressure sensor 1 1 a may be communicated directly to the chassis system 200.

Furthermore, other information about a detected fire or an error in the fire suppression available in the fire suppression system 100 is made available to other functionality of other systems 200, 300, 400 in the vehicle 1 that could use it. For example, the information may be used to inform the driver, prepare

passengers about the situation, enter some restricted driving mode, inform the environment in some way, inform the rescue team SOS via the interface. The integration of the fire suppression system 100 and the chassis system 200 will now be described in further detail, with reference to a method for use in a control unit 20 of the chassis system 200, illustrated in Fig. 4. Fig. 4 illustrates a flow chart of a method for controlling the chassis system. The method is typically performed continually when operating the vehicle 1.

The method of Fig. 4 is e.g. performed by any control unit 20 (Fig. 1 ) of the chassis system 200, it may also be performed by two or more control units 20 in cooperation. The method may be implemented as a computer program

comprising instructions which, when the program is executed by a computer (e.g. a processor in the control unit 11 ), cause the computer to carry out the method. According to some embodiments the computer program is stored in a computer- readable medium (e.g. a memory or a compact disc) that comprises instructions which, when executed by a computer, cause the computer to carry out the method.

The method comprises receiving S1 , from a fire suppression system 100 arranged in the vehicle 1 , status information regarding a status of the fire suppression system 100. In other words, the chassis system 200 is informed about the state of the fire suppression system. For example, if the fire suppression system 100 comprises sensors, then it is typically also interesting to understand these sensor’s statuses (e.g. by comparing sensor quantities) in relation to the statuses of the sensors 21 , 31 of the chassis system 200 and the body system 300. Thus, the status information may comprise sensor data, metrics or other status information. In some embodiments the receiving S1 comprises receiving status information via the CAN bus, or other communication link. Alternatively, other I/O interfaces may be provided to enable direct communication between the systems.

The status information for example comprises activity status of the fire

suppression system 100. An activity status is e.g.“installed”,“not available”, “normal status”,“warning status” or“fire status”. In other words, the chassis system 200 may receive information regarding whether the fire suppression is activated and thereby understand if the fire suppression system 100 is active or not. In other words, the fire suppression system 100 informs the chassis system 200 if one or more of its sensors is indicating a fire or not. In another example, the status information comprises an error status of the fire suppression system 100. Examples of error statuses are e.g.“tank empty”, “leakage” or“status OK”. In other words, the chassis system 200 may receive information regarding whether the fire suppression system 100 is functioning normally or not. Thereby, the chassis system 200 will understand if the fire suppression system is operating normally or if it is erroneous.

In some embodiments the status information comprises error status of one or more sensors of the fire suppression system 100. In other words, the fire suppression system 100 informs the chassis system 200 if one or more of its sensors are faulty and/or if they operate correctly.

In some embodiments the status information comprises status of the container 14 for fire extinguishing agent. In other words, the chassis system 200 may receive information that indicates a status of a media (e.g. a fire suppression agent or gas) in the container 14. For example, the status information may indicate that the container 14 is leaking, that it is empty etc.

The method further comprises obtaining S2 sensor data from one or more sensors 21 in the chassis system 200. The obtained sensor data is typically sensor data that is associated with fire or fire prevention. In some embodiments the sensor data is data indicative of a fire in the chassis. In some embodiments the sensor data is data indicative of the operation of the vehicle 1. The sensor data e.g. defines a status of the chassis such as temperature, presence of smoke or position. The sensor data may also define how the vehicle 1 is travelling e.g. speed, position, acceleration. The sensor data in some embodiments indicate that a driver is present and“alive”.

The method further comprises controlling S3 one or more functions of the chassis system 200 based on the received status information and the obtained sensor data. The one or more functions are e.g. functions related to mitigating and/or preventing fire. Stated differently, the one or more functions are functions associated with fire and/or fire prevention. In other words, the fire suppression system and the fire extension system do not work independently to prevent fire, but work in cooperation.

In some embodiments, the method also comprises obtaining sensor data from one or more sensors 31 in the body system 300 or from other systems of the vehicle 1. In particular, the sensor data is data that is associated with a fire in the vehicle 1 , e.g. with a fire in the vehicle body. Then the controlling may also, or alternatively, be based on sensor data from these sensors 31. In principle, the chassis system 200 may consider any data from any part of the vehicle 1.

In some embodiments the controlling S3 comprises performing one or more actions upon the information indicating an error or a fire. In other words, based on information from both the fire suppression system 100 and its own sensors 21 the chassis system may analyse the severity of a situation and act in a safe way. In some embodiments, the analysis also considers other data, such as sensor data from the sensors 31 in the body system 300. For example, if the sensors 1 1 , 21 in both systems indicate a fire or increased temperature, then all possible measures may be triggered in order to mitigate the fire. Also, in case only one of the systems indicate a fire, then information from the systems need to be evaluated to determine whether it likely that it is a false alarm, or if it is likely that there is a fire.

If the chassis system received pressure data indicating a pressure in the container 14, then pressure limits may be defined in the chassis system 200. The pressure limits may be used to decide what is going on in the fire suppression system 100.

For example, a very large pressure change during a short period of time and sensor data indicating high temperature means that the third part prevention system is activated. The chassis system 200 may then activate an indication to the driver and hauler regarding ongoing fire prevention. On the other hand, a decreasing pressure during a longer time, probably means third part prevention system has leakage, and that an activation of an indication to the driver and hauler regarding service is needed. Whether the fire suppression system 100 was recently activated could also be considered when determining appropriate actions. For example, if the fire suppression system 100 was recently activated then a low pressure might not mean that there is a leakage. The recent or previous state of the fire suppression system 100 could e.g. be stored by a“flag” in a memory 202 of the control unit 21.

In some embodiments the controlling S3 comprises controlling actuators, valves and other devices in the chassis system 200. For example, the air flow in the chassis system 200 or in the body (or body builder) system 300 is controlled. The airflow may be controlled by opening and closing control valves 22 e.g. between different cavities (or spaces) or by activating and/or deactivating fans. In this way, a fire detected by the fire suppression system may be efficiently controlled and supressed. For example, the air flow to the place where the fire is located, most commonly in the engine compartment 23, is decreased. In another embodiment, cooling is activated if high temperature or fire is detected. In some embodiments the controlling S3 comprises providing information to a driver or passenger of the vehicle 1. For example, the information indicates that the fire suppression system is not operating normally. Alternatively, the

information may indicate that there is a fire that the fire suppression system is supressing. In case of a fire, the information may also advice the driver of appropriate measures. For example, the driver may be requested to stop the vehicle or to drive to a work shop. Also, a suitable place to stop may be indicated to the driver.

In some embodiments the controlling S3 comprises controlling the chassis system 200 to wake up from a sleep mode. If the chassis system is inactive, it may be appropriate to wake up the system in case of a fire. Then the chassis system 200 may also take appropriate actions to mitigate the fire. For example, the air flow may be limited close to the fire, or sprinklers etc. may be activated.

In some embodiments the controlling S3 comprises controlling the propulsion and/or retardation of the vehicle 1. In some embodiments an emergency brake is activated upon detecting a fire. The chassis system 200 may then use all available information to brake the vehicle 1 in a safe way. For example, under certain conditions, e.g. low speed, driver present the engine 2 may be turned off. After braking the vehicle 1 , an electronic parking brake may be automatically activated.

In some embodiments the controlling S3 comprises controlling transmission of information to other systems internal or external to the vehicle 1. For example, information is sent to the fire suspension system 100 and/or the body system 300. In some embodiments, information received from the fire suspension system 100 is directly forwarded. Alternatively, other information associated with fire detection and/or suppression that is available in the chassis system is sent to the other systems internal or external to the vehicle 1

In some embodiments the method also comprises signalling S4, to the fire suspension system 100, control data configured to control the operation of the fire suspension system 100 and/or status information regarding the chassis system 200. Stated differently, the chassis system 200 sends control data to the fire suspension system 100. In other words, the chassis system 200 and the fire suspension system 100 may be fully integrated. These embodiments enable the chassis system 200 to activate the fire suppression system based on e.g. when sensor data provided by the sensors 21 in the chassis system 200 and/or sensors 31 in the body system 300 indicate a fire. The control data may e.g. cause a leakage at the detector tube, whereby fire suppression is activated. The control data may also activate“dimming” e.g. through activation of sprinklers.

In some embodiments the method comprises sending S5 (or signalling) information associated with the received status information regarding a status of the fire suppression system 100 to a body system 300 of the vehicle 1. The body system 300 information is e.g. the received status, sensor data or control data. The body system 300 may then act upon the information when controlling its own functions, e.g. ventilation, sprinklers, doors. The control data may instruct the body system 300 to control certain functions, e.g. controlling ventilation, opening and closing doors, starting fire alarms and/or sprinklers (or fog makers) etc. The body system 300, may then also contribute in preventing and mitigating a fire.

In some embodiments the method comprises analysing S6 a cause of a fire based on the received status information regarding the fire suppression system 100 and the obtained sensor data. By forwarding information from the fire suppression system to the chassis system a complete analysis of what happened e.g. what caused the fire is possible. In principle the chassis system 200 could store all relevant historic data in a“black box”. Then, in case of a fire (or many fires) statistical analysis may be performed to identify fire causes that may be associated with e.g. the behaviour of the vehicle 1 or driver. Hence, safety may be improved.

In some embodiments the fire suppression system 100 is arranged in an engine compartment 23 of the vehicle 1. For example, the pressure sensor 1 1 a. arranged to measure a pressure in the container 14 connected to the detector tube 13 of the fire suppression system creates an output from the fire suppression system to provide the chassis system with information about tank pressure or activation status.

In some embodiments the fire suppression system 100 comprises a detector tube and a container comprising a fire extinguishing agent and wherein the received status information defines a pressure inside the container.

To further illustrate the method an example will now be described. In this example, the vehicle 1 , more specifically the bus, of Fig. 1 is driving on a road. Suddenly a fire starts in the engine compartment 23, which is situated in the back of the vehicle 1. The fire suppression system 100 detects the fire and informs the chassis system 200. In the fire suppression system, the fire is mitigated by fire suppression agent extracted from the detector tube 13. The chassis system 200 verifies the fire by checking temperature sensors 21 in the engine compartment 23. Upon those sensors showing a very high temperature, the chassis system 200 closes all valves that let in air into the engine compartment 23. By reducing the airflow to the space where the fire is, the fire is further mitigated. Furthermore, the chassis system 200 informs the driver via an alert message on the dashboard, whereby the driver may stop the vehicle 1 to check the situation when possible. The chassis system also informs the body system 300. The body system 300 may then also take appropriate actions, e.g. starting sprinklers, if its own sensors indicate that the body is also on fire.

Now turning back to Fig. 2 that illustrates the control unit 20 of the chassis system 200 in more detail. The control unit 20 comprises hardware and software. The hardware basically comprises various electronic components on a Printed Circuit Board, PCB. The most important of those components is typically a processor 201 e.g. a microprocessor, along with a memory 202 e.g. EPROM or a Flash memory chip. The software (also called firmware) is typically lower-level software code that runs in the microcontroller.

The control unit 20, or more specifically the processor 201 of the control unit 20, is configured to cause the control unit 20 to perform all aspects of the method of Fig. 4. This is typically done by running computer program code stored in the memory 202 in the processor 201 of the control unit 20.

More particularly, the control unit is configured to receive, from a fire suppression system 100 arranged in the vehicle 1 , status information regarding a status of the fire suppression system 100. The control unit is also configured to obtain sensor data from one or more sensors 21 in the chassis system 200 and to control one or more functions of the chassis system 200 based on the received status

information and the obtained sensor data. In some embodiments, the control unit is also configured to obtain sensor data from one or more sensors 31 in the body system 300 and to control one or more functions of the chassis system 200 based on the received status information and the obtained sensor data.

In some embodiments, the status information comprises at least one of; error status of the fire suppression system 100, activity status of the fire suppression system 100, error status of one or more sensors of the fire suppression system 100 and status of a container for fire extinguishing agent

In some embodiments, the control unit 20 is configured to perform one or more actions upon the information indicating an error or a fire. The actions comprise for example controlling actuators in the chassis system 200, providing information to a driver or passenger of the vehicle 1 , controlling the chassis system 200 to wake up from a sleep mode, controlling the propulsion and/or retardation of the vehicle 1 , controlling transmission of information to other systems internal or external to the vehicle 1 and/or controlling the air flow in the chassis system 200 or in the body system 300.

In some embodiments, the control unit 20 is configured to send, to the fire suspension system 100, control data configured to control the operation of the fire suspension system 100 and/or status information regarding the chassis system 200.

In some embodiments, the control unit 20 is configured to send, the received status information regarding a status of the fire suppression system 100 to a body system 300 of the vehicle 1.

In some embodiments, the control unit 20 is configured to analyse a cause of the fire based on the status information regarding the fire suppression system 100 and the obtained sensor data.

In some embodiments, the fire suppression system 100 is arranged in an engine compartment 23 of the vehicle 1. In some embodiments, the fire suppression system 100 comprises a detector tube 13 and a container 14 comprising a fire extinguishing agent and the control unit 20 is configured to receive received status information from a pressure sensor positioned inside the container 14.

The terminology used in the description of the embodiments as illustrated in the accompanying drawings is not intended to be limiting of the described method; control arrangement or computer program. Various changes, substitutions and/or alterations may be made, without departing from invention embodiments as defined by the appended claims.

As used herein, the term "and/ or" comprises any and all combinations of one or more of the associated listed items. The term“or” as used herein, is to be interpreted as a mathematical OR, i.e., as an inclusive disjunction; not as a mathematical exclusive OR (XOR), unless expressly stated otherwise. In addition, the singular forms "a", "an" and "the" are to be interpreted as“at least one”, thus also possibly comprising a plurality of entities of the same kind, unless expressly stated otherwise. It will be further understood that the terms "includes",

"comprises", "including" and/ or "comprising", specifies the presence of stated features, actions, integers, steps, operations, elements, and/ or components, but do not preclude the presence or addition of one or more other features, actions, integers, steps, operations, elements, components, and/ or groups thereof. A single unit such as e.g. a processor may fulfil the functions of several items recited in the claims.