METHOD FOR CONTROLLING OPERATION OF A VEHICLE

Abstract

A method for controlling operation of a vehicle. The method includes: providing information on geographical position of a first (starting) location and a second (destination) location and on length and topography for at least one possible route to be taken by the vehicle from the first location to the second location; calculating, based on vehicle conditions and on length and topography for the at least one possible route, a plan for how to control the powertrain system to achieve an energy efficient performance of the powertrain system if driving the vehicle along said at least one possible route. The method further includes: setting the vehicle in a non-drive off mode that prevents the vehicle from driving off from the first location, and setting the vehicle in a normal operation mode that allows drive off from the first location when calculating the plan has been carried out.

Claims

1. A method for controlling operation of a vehicle comprising a powertrain system for propulsion of the vehicle, the method comprising: providing information on geographical position of a first (starting) location and a second (destination) location and on length and topography for at least one possible route to be taken by the vehicle from the first location to the second location; calculating, based on vehicle conditions and on length and topography for the at least one possible route, a plan for how to control the powertrain system to achieve an energy efficient performance of the powertrain system if driving the vehicle along said at least one possible route, setting the vehicle in a non-drive off mode that prevents the vehicle from driving off from the first location, and setting the vehicle in a normal operation mode that allows drive off from the first location when the step of calculating the plan for how to control the powertrain system has been carried out for the route to be taken by the vehicle.

2. The method according to claim 1, wherein the method further comprises: providing a desired time-of-arrival at the second location; using the desired time-of-arrival as a boundary condition so as to calculate a desired starting time for driving off from the first location; and determining whether at least part of the time period between present time and the desired starting time can be used for pre-treating the powertrain system so as to achieve a further improvement of performance efficiency of the powertrain system.

3. The method according to claim 2, wherein the pre-treating of the powertrain system comprises one or more of: connecting the vehicle to an electric power grid at the first location; preheating of one or more components of an exhaust gas aftertreatment system forming part of the powertrain system; charging or heating of an electric energy storage unit forming part of the powertrain system; and/or preconditioning of a fuel cell forming part of the powertrain system.

4. The method according to claim 1, the method comprises: providing information on length and topography for at least two possible routes to be taken by the vehicle from the first location to the second location; calculating, for each of the at least two possible routes and based on vehicle conditions and on length and topography for the at least two possible routes, a plan for how to control the powertrain system to achieve an efficient performance of the powertrain system if driving the vehicle along each of said at least two possible routes, and selecting, before driving off from the first location, one of the at least two possible routes.

5. The method according to claim 4, wherein the method comprises: determining which one of the at least two possible routes that provides for the most efficient performance of the powertrain system; and selecting, before driving off from the first location, that route that provides for the most efficient performance of the powertrain system.

6. The method according to claim 1, wherein the vehicle is positioned at the first location and is connectable to an electric grid at the first location.

7. The method according to claim 1, wherein the method comprises: applying the calculated control plan when the vehicle travels towards the second location.

8. The method according to claim 2, wherein the method comprises: applying the pre-treating of the powertrain system before the vehicle drives off from the first location.

9. The method according to claim 1, wherein the vehicle, when set in the non-drive off mode, is allowed to move within a starting zone associated with the first location but prevented from moving outside of the starting zone.

10. The method according to claim 1, wherein the vehicle, when set in the non-drive off mode, is prevented from moving away from a stand-still position at the first location.

11. The method according to claim 1, wherein the vehicle, when set in the non-drive off mode, is allowed to drive slowly but not in a speed normally suitable for public roads.

12. A vehicle provided with a powertrain system for propulsion of the vehicle, wherein the vehicle further is provided with a control system configured to perform the method steps according to claim 1.

13. A computer program product comprising program code for performing the steps of claim 1 when said program is run on a computer.

14. A computer readable medium carrying a computer program comprising program code for performing the steps of claim 1 when said program product is run on a computer.

15. A control unit for controlling operation of a vehicle comprising a powertrain system for propulsion of the vehicle, the control unit being configured to perform the steps of the method according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0042] With reference to the appended drawings, below follows a more detailed description of embodiments of the invention cited as examples.

[0043] In the drawings:

[0044] FIG. 1 shows a truck that may be operated by a method according to this disclosure.

[0045] FIG. 2 shows a flow chart for a first embodiment of the method according to this disclosure.

[0046] FIG. 3 shows a flow chart for a second embodiment of the method according to this disclosure.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION

[0047] FIG. 1 shows a vehicle in the form of a truck 1 comprising a powertrain system for propulsion of the vehicle 1 via a wheel 5 thereof. In this schematic example the truck 1 is provided with an internal combustion engine 2 and an exhaust gas aftertreatment system (EATS) 3. A control unit or control system 4 configured to control operation of the truck 1 is also indicated. The powertrain system also includes other conventional components that are not shown in the figure, such as a transmission system, drive shafts, etc.

[0048] As an alternative to what is shown in FIG. 1 the powertrain system may instead be electric and comprise an electric motor for driving of the wheels 5. In such a case the truck 1 may be provided with an electric battery configured to provide electric power to the motor. An electric driveline may alternatively or in addition be provided with electricity from fuel cells.

[0049] A fuel cell system may comprise a hydrogen tank.

[0050] As an alternative to the truck 1 the vehicle may be for instance a bus.

[0051] FIG. 2 shows a flow chart for a first embodiment of the method comprising the steps of:

[0052] S1—setting the vehicle in a non-drive off mode that prevents the vehicle from driving off from a first (starting) location;

[0053] S2—providing information on geographical position of the first (starting) location and a second (destination) location and on length and topography for at least one possible route to be taken by the vehicle from the first location to the second location;

[0054] S3—calculating, based on vehicle conditions and on length and topography for the at least one possible route, a plan for how to control the powertrain system to achieve an energy efficient performance of the powertrain system if driving the vehicle along said at least one possible route; and

[0055] S4—setting the vehicle in a normal operation mode that allows drive off from the first location when the step of calculating the plan for how to control the powertrain system has been carried out for the route to be taken by the vehicle.

[0056] Thus, when step S3 has been performed for the route to be taken, the vehicle may be allowed to drive off from the first location.

[0057] As described further above, when the vehicle 1 is set in the non-drive off mode in step S1, it may still be allowed to move within a starting zone associated with the first location but prevented from moving outside of the starting zone, or it may be prevented from moving away from a stand-still position at the first location. If the non-drive off mode allows the vehicle 1 to move, this mode may comprise allowing the vehicle 1 to drive slowly but not in a speed normally suitable for public roads.

[0058] It is not necessary that the steps of the method are carried out in the order indicated in FIG. 2, step S2 may for instance be carried out before step S1. The important thing is that the powertrain system control plan has been established for the route to be taken before the vehicle leaves the starting location.

[0059] FIG. 3 shows a flow chart for a second embodiment of the method, which is a more detailed example and which comprises the steps of:

[0060] S10—setting the vehicle in a non-drive off mode that prevents the vehicle from driving off from a first (starting) location;

[0061] S20—providing information on geographical position of the first (starting) location and a second (destination) location and on length and topography for at least two possible routes to be taken by the vehicle from the first location to the second location;

[0062] S30—calculating, for each of the at least two possible routes and based on vehicle conditions and on length and topography for the at least two possible routes, a plan for how to control the powertrain system to achieve an efficient performance of the powertrain system if driving the vehicle along each of said at least two possible routes;

[0063] S31—selecting, before driving off from the first location, one of the at least two possible routes;

[0064] S40—setting the vehicle in a normal operation mode that allows drive off from the first location when the step of calculating the plan for how to control the powertrain system has been carried out for the selected route.

[0065] S50—providing a desired time-of-arrival at the second location;

[0066] S51—using the desired time-of-arrival as a boundary condition so as to calculate a desired starting time for driving off from the first location;

[0067] S52—determining whether at least part of the time period between present time and the desired starting time can be used for pre-treating the powertrain system so as to achieve a further improvement of performance efficiency of the powertrain system;

[0068] S53—applying the pre-treating of the powertrain system before the vehicle drives off from the first location by performing one or more of the following steps: [0069] S54—connecting the vehicle to an electric power grid at the first location; [0070] S55—preheating of one or more components of an exhaust gas aftertreatment system forming part of the powertrain system; [0071] S56—charging or heating of an electric energy storage unit forming part of the powertrain system, and/or [0072] S57—preconditioning of a fuel cell forming part of the powertrain system.

[0073] S60—applying the calculated control plan when the vehicle travels towards the second location.

[0074] As in the previous example it is not necessary that the steps of the method are carried out exactly in the order indicated in FIG. 3, step S20 may for instance be carried out before step S10. In a variant of the example of FIG. 3 step S4 can be carried out in a later stage when pre-treating has been carried out. That is, the vehicle may be set in its normal operation mode that allows drive off as late as at the desired starting time for driving off from the first location.

[0075] It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims.