TECHNICAL FIELD OF THE INVENTION

The present invention pertains to a method to make the engine operation of a motor vehicle more efficient. The invention also pertains to a computer program product comprising program code in a computer to implement a method according to the invention. The invention also pertains to a device to make the engine operation more efficient in a motor vehicle, and a motor vehicle which is equipped with said device.

BACKGROUND

In motor vehicles today, the control of the power output is regulated based on a prevailing temperature in the coolant for cooling said engine. Said regulation may be carried out by determining whether a prevailing temperature in said coolant exceeds a predetermined value. If said temperature exceeds said predetermined value, operating modes in said engine may be adapted accordingly, for example by introducing torque restrictions in said engine to facilitate cooling of said engine. However, there are disadvantages with this method. For example, a torque restriction in the engine may, during simultaneous operation of power output connected thereto, such as a water pump in a fire engine or a hydraulic pump for a ladder in a fire engine, entail catastrophic consequences.

It is desirable to allow a suitable power output in an engine of a vehicle, in order to be able to minimise the amount of unwanted emissions during operation and to provide a low fuel consumption. Further, it is desirable to allow a suitable power output in an engine of a vehicle in order not to unnecessarily shorten a total service life of said engine.

SUMMARY OF THE INVENTION

There is a need to control the heat development of an engine efficiently in order to avoid, minimise or reduce the above said disadvantages. One objective of the present invention is to provide a novel and advantageous method to make the engine operation of a motor vehicle more efficient. Another objective of the invention is to provide a novel and advantageous device, arranged to make more efficient the engine operation of a motor vehicle and a novel and advantageous computer program in order to make more efficient the engine operation of a motor vehicle. Yet another objective of the invention is to provide a method, a device and a computer program to achieve improved performance in a motor vehicle.

Yet another objective of the invention is to provide an alternative method, an alternative device and an alternative computer program to achieve improved performance of a motor vehicle.

Yet another objective of the invention is to provide an alternative method, an alternative device and an alternative computer program to achieve improved engine performance of a motor vehicle.

Some of these objectives are achieved with a method to make the engine operation of a motor vehicle more efficient according to claim 1. Some of these objectives are achieved alternatively with a device in order to make the engine operation of a motor vehicle more efficient according to claim 10. Advantageous embodiments are specified by the dependent claims.

According to one aspect of the present invention, a method to make the engine operation of a motor vehicle more efficient is provided, comprising the steps to:

- continuously determine one or several of the parameters exhaust temperature, coolant temperature and oil temperature; - continuously determine a change of at least one of said parameters exhaust temperature, coolant temperature and oil temperature, as a basis for controlling the heat development of said engine, and

- control said heat development to achieve a desired operating mode in said engine.

Advantageously, a higher power output in said engine may here be allowed during a longer period than in cases where the engine's heat development is controlled based on predetermined threshold interval, relating to for example a cooling medium for said engine. Thus, unnecessary power output reductions may be avoided, which entails, for example, that different power aggregates need not be deactivated, or that unnecessary engine torque reductions are not activated.

According to one aspect of the present invention, a method to make the engine operation of a motor vehicle more efficient is provided, comprising the steps to:

- continuously determine one or several of the parameters exhaust temperature, refrigerant temperature and lubricant temperature;

- continuously determine a change of at least one of said parameters exhaust temperature, refrigerant temperature and lubricant temperature, as a basis for controlling the heat development of said engine, and

- control said heat development to achieve a desired operating mode in said engine.

According to one aspect of the present invention, a method to make the engine operation of a motor vehicle more efficient is provided, comprising the steps to:

- continuously determine one or several of the parameters exhaust temperature, refrigerant temperature and lubricant temperature;

- continuously determine a change of at least one of said parameters exhaust temperature, refrigerant temperature and lubricant temperature as a basis for controlling the heat development of said engine, and

- control said heat development to achieve a desired and/or suitable temperature in said engine. By controlling said heat development based on said at least one change, desirable and suitable cooling processes and/or heating processes in said engine may be achieved. By controlling said heat development based on trends in at least one of said parameters, desirable and suitable cooling processes and/or heating processes in said engine may be achieved.

According to one aspect of the present invention, a method is provided to make the engine operation of a platform more efficient, for example in a forestry machine, a mining machine, a watercraft or a fire engine, comprising the steps to:

- continuously determine one or several of the parameters exhaust temperature, refrigerant temperature and lubricant temperature;

- continuously determine a change of at least one of said parameters exhaust temperature, refrigerant temperature and lubricant temperature as a basis for controlling the heat development of said engine, and

- control said heat development to achieve a desired operating mode in said engine.

According to one aspect of the present invention, a method to make the engine operation of a motor vehicle more efficient is provided, comprising the steps to:

- continuously determine one or several of the parameters exhaust temperature, coolant temperature and oil temperature;

- continuously determine a change of at least one of said parameters exhaust temperature, coolant temperature and oil temperature as a basis for controlling the heat development of said engine, and

- control said heat development to achieve a substantially optimal operation from a temperature perspective.

Advantageously a method is provided herein, which may contribute to said engine's improved performance. Advantageously a method is provided herein, which may contribute to said engine's increased efficiency. Advantageously a method is provided herein, which may contribute to said engine's increased service life. By allowing, where applicable and through control, a relatively high heat development caused by a relatively high combustion temperature in the combustion chamber of said engine, a relatively high power output from said engine may be allowed. Herein, an improved efficiency is also achieved in the vehicle. It should also be pointed out that material requirements of vehicle components, as well as regulated emission requirements, are connected with upper limits for permitted heat development. According to one aspect of the invention, a suitable control of said heat development may be provided, taking into consideration said power output and upper limits for the permitted heat development. The method may comprise the step to:

- continuously determine a rate of change in at least one of said temperatures as a basis for prediction regarding said heat development's change. Herewith, a versatile and robust method is provided, where different changes in different parameters may be used for said control. By taking into consideration changes in an exhaust temperature a method with a short response time is achieved. By taking into consideration a lubricant temperature a method with rather short response time is achieved. By also taking into consideration a refrigerant temperature, a robust method is achieved, where said three temperatures may be controlled against each other, and may potentially be mutually prioritised or graded for a desirable weighting of said basis.

By controlling the heat development according to the method according to the invention, a viscosity in said lubricant may advantageously be maintained at a suitable level. Said viscosity is temperature dependent. Herewith, time intervals for scheduled service may advantageously be optimised.

A trend of a reducing rate of change in at least one of said temperatures may be taken as an indication that a prevailing operating mode is approaching said desired operating mode. According to one example, in case a first derivative with respect to the time of at least one of said temperatures falls below a predetermined value, this may be taken as an indication that said prevailing operating mode is approaching said desired operating mode, or has actually achieved said desired operating mode. Said rate of change in at least one of said temperatures may be called the first derivative, with respect to the time of at least one of said temperatures.

A trend of an increasing rate of change in at least one of said temperatures may be taken as an indication that a prevailing operating mode is receding from said desired operating mode. According to one example, in case a first derivative, with respect to the time of at least one of said temperatures, exceeds a predetermined value, this may be taken as an indication that said prevailing operating mode is receding from said desired operating mode, or has actually left said desired operating mode. Said rate of change in at least one of said temperatures may be called the first derivative, with respect to the time of at least one of said temperatures.

The method may comprise the step to:

- control said heat development through control of an operating point in said engine. Herewith, said heat development maybe controlled efficiently, both in terms of time and fuel economy.

The method may comprise the step to:

- control said heat development through control of power consuming functions in said vehicle. Herewith, said heat development maybe controlled efficiently, both in terms of time and fuel economy.

Said control of power consuming functions in said vehicle may comprise at least one of the following steps, namely:

- to control a power transmission output;

- to control the operation of a hybrid system;

- to control the operation of at least one electrical generator.

Herewith, a versatile method is provided. The method may comprise the step to:

- control the operation of said engine while maintaining the thus achieved desired operating mode, and herewith allow the operation of said engine, at least during a certain time interval, corresponding to an increased heat development. Herewith, an unnecessary reduction of an available engine torque or power output in the engine may be avoided, which increases the performance of said vehicle during the operation of the same. The method may comprise the step to:

- determine an engine temperature based on said temperature, where said desired operating mode is defined by an engine temperature within a predetermined temperature interval. Said desired operating mode may be distinguished by an engine temperature within a predetermined temperature interval. Herewith a reduction of unwanted emissions may be obtained. Also, a fuel consumption may herewith be optimised. Another advantage is that said engine may herewith maintain a desirable sustainability. Another advantage is that the intervals for service measures in relation to said engine need not be unnecessarily shortened. According to one aspect of the present invention, predicted heat development increases may advantageously be handled, so that a relatively slow heat development increase is achieved. Herewith a cooling need for said engine may be advantageously reduced. Further, herewith a predicted/estimated future cooling requirement of said engine maybe handled advantageously in such a way, that initiation of increased cooling effect in said engine is initiated at a relatively early stage, i.e. before said estimated cooling requirement actually arises. The same principle is basically applicable at predicted/estimated heat development reductions, where heating of said engine is required.

The method according to the invention may be implemented in existing motor vehicles. Program code to make engine operation more efficient in a motor vehicle may, according to one aspect of the invention, be installed in a control device of the vehicle when the same is manufactured. A purchaser of the vehicle may thus be afforded the opportunity to select the performance function as an extra option. Alternatively, program code to perform the method according to the invention may be installed in a control device of the vehicle, when upgraded at a service station. In this case, the software may be uploaded into a memory in the control device. Program code to make more efficient the engine operation of a motor vehicle may be updated or replaced. In addition, different parts of the program code may be replaced independently of each other. This modular configuration is advantageous from a maintenance perspective.

According to one aspect of the present invention, a device to make the engine operation of a motor vehicle more efficient is provided, comprising:

- elements adapted to continuously determine one or several of the parameters exhaust temperature, coolant temperature and oil temperature;

- elements adapted to continuously determine a change in at least one of said temperatures as a basis for control of the heat development of said engine, and

- elements adapted to control said heat development to achieve a desired operating mode in said engine.

Advantageously, herewith a device is provided which may contribute to increased performance in said engine. Advantageously, herewith a device is provided which may contribute to increased efficiency in said engine. Advantageously, herewith a device is provided which may contribute to increased service life of said engine.

By allowing, where applicable and through control, a relatively high heat development caused by a relatively high combustion temperature in the combustion chamber of said engine, a relatively high power output from said engine may be allowed. Herein, an improved efficiency is also achieved in the vehicle. It should also be pointed out that material requirements of vehicle components, as well as regulated emission requirements, are connected with upper limits for permitted heat development. According to one aspect of the invention, a suitable control of said heat development may be provided, taking into consideration s said power output and upper limits for the permitted heat development.

The device may comprise:

- elements adapted to continuously determine a rate of change in at least one of said temperatures, as a basis for prediction regarding said heat development's change.

The device may comprise: - elements adapted, in case of a trend of a reducing rate of change, to take this as an indication that said operating mode is approaching said desired operating mode.

The device may comprise:

- elements adapted, in case of a trend of an increasing rate of change, to take this as an indication that said operating mode is receding from said desired operating mode.

The device may comprise:

- elements adapted to control said heat development through control of an operating point in said engine.

The device may comprise:

- elements adapted to control said heat development through control of power consuming functions in said vehicle.

Said power consuming functions may comprise at least one of the following devices:

- a power transmission output;

- a hybrid system; and

- an electrical generator.

The device may comprise:

- elements adapted to control the operation of said engine, while maintaining the thus achieved desired operating mode, and herewith allowing the operation of said engine, at least during a certain time interval, corresponding to an increased heat development.

The device may comprise:

- elements adapted to determine an engine temperature based on said temperatures, where said desired operating mode is defined by an engine temperature within a predetermined temperature interval. The above objectives are also achieved with a motor vehicle comprising said device, to make more efficient the engine operation of a motor vehicle. The motor vehicle may be a truck, a bus or a car. According to one aspect of the invention, a computer program is provided to make the engine operation in a motor vehicle more efficient, wherein said computer program comprises program code to cause an electronic control device or another computer, connected to the electronic control device, to perform the steps according to any of the claims 1-9.

According to one aspect of the invention, a computer program is provided to make the engine operation in a motor vehicle more efficient, wherein said computer program comprises program code stored in a computer readable medium to cause an electronic control device or another computer, connected to the electronic control device, to perform the steps according to any of the claims 1-9.

According to one aspect of the invention, a computer program product comprising program code stored in a computer-readable medium is provided to perform the method steps according to any of the claims 1-9, when said program code is executed in an electronic control device or in another computer connected to the electronic control device.

Additional objectives, advantages and novel features of the present invention will be apparent to one skilled in the art from the following details, and through exercising the invention. While the invention is described below, it should be apparent that the invention is not limited to the specifically described details. One skilled in the art, having access to the teachings herein, will recognise additional applications, modifications and incorporations in other areas, which are within the scope of the invention.

GENERAL DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the present invention and the additional objects and advantages thereof, reference is now made to the following detailed description, which is to be read together with the accompanying drawings, in which the same reference designations pertain to identical parts in the various figures, and in which:

Figure 1 schematically illustrates a vehicle, according to one embodiment of the invention; Figure 2a schematically illustrates a device, according to one embodiment of the invention; Figure 2b schematically illustrates a device, according to one embodiment of the invention; Figure 2c schematically illustrates a device, according to one embodiment of the invention; Figure 3a schematically illustrates a diagram, according to one aspect of the invention; Figure 3b schematically illustrates a diagram, according to one aspect of the invention; Figure 3c schematically illustrates a diagram, according to one aspect of the invention;

Figure 4a schematically illustrates a flow chart of a method, according to one embodiment of the invention;

Figure 4b schematically illustrates in more detail a flow chart of a method, according to one aspect of the invention;

Figure 5 schematically illustrates a computer, according to one embodiment of the invention.

DETAILED DESCRIPTION OF THE FIGURES A side view of a vehicle 100 is shown with reference to Figure 1. The exemplary vehicle 100 consists of a tractor 110 and a trailer 112. According to one example embodiment, the vehicle 100 comprises a lubrication system to lubricate at least one engine in the vehicle 100. According to one example embodiment, the vehicle 100 comprises a cooling system to cool at least one engine in the vehicle 100. According to one example embodiment, the vehicle 100 comprises an exhaust channel arranged to lead exhausts from said engine to a surrounding environment of said vehicle 100. Said lubricating system, cooling system, exhaust system and said engine are described in further detail with reference, for example, to Figure 2a and Figure 2b. The vehicle may be a heavy goods vehicle, such as a truck or a bus. The vehicle may, alternatively, be a car. The vehicle may alternatively be a truck, a dumper, a crane, or another suitable platform. It should be pointed out that the invention is also suitable for application in a platform with a suitable lubricating system, cooling system and exhaust system and at least one engine, and is thus not limited to a motor vehicle. The method according to the invention, and the device according to one aspect of the invention, are well suited to platforms other than motor vehicles, such as e.g. watercraft. The watercraft may be of any suitable type, such as e.g. motor boats, ships, ferries, submarines, hovercraft or vessels.

The method according to the invention and the device according to one aspect of the invention are also suitable for e.g. a stone crusher or similar.

The method according to the invention, and the device according to one aspect of the invention, are also suitable for e.g. systems comprising industrial engines and/or engine driven industrial robots. The method according to the invention, and the device according to one aspect of the invention, are also suitable for different types of power plants, e.g. a power plant comprising a diesel generator.

The method according to the invention, and the device according to the invention, are also well suited for any suitable engine system comprising an engine and an appurtenant lubricating system, cooling system and/or exhaust system, such as e.g. in a locomotive or another platform.

The method according to the invention, and the device according to the invention, are also well suited to any system which comprises a suitable NO _x -generator.

The term "link'' herein refers to a communications link, which may be a physical line, such as an opto-electronic communication line, or a non-physical line such as a wireless connection, e.g. a radio or microwave link. The term "conduit" as used herein means a passage to hold and transport a fluid, such as e.g. a lubricant or a coolant in liquid form. The conduit may be a conduit of any dimension. The conduit may consist of any suitable material, such as plastic, rubber or metal. The term "lubricant" as used herein means a substance which is suitable for use when lubricating an engine in said vehicle 100. Said lubricant is, according to one embodiment, so-called lubricating oil. Said lubricating oil may be an ethylene based lubricating oil. Said lubricant may be a wet substance intended to reduce friction in an object such as an engine, between moveable parts therein, and to reduce wear of these parts. Said lubricant may be a suitable fluid intended to reduce friction in an engine, between moveable parts therein, and to reduce wear of these parts. Said lubricant is for example designed to cool pistons in the cylinders of said engine.

Said lubricant may be a synthetic lubricant. Said lubricant may be an organic lubricant. Said lubricant may be formed by a mixture of a synthetic lubricant and an organic lubricant. Said lubricant may be any suitable lubricant. Said lubricant may have a suitable viscosity. Said lubricant may have a suitable density.

Naturally, other types of suitable lubricants may be used according to the method according to the invention and the device according to the invention. Lubricating oil is given herein as an example of a lubricant, however a person skilled in the art will realise that the method according to the invention, and the lubricating system according to the invention, may be realised for other types of lubricants. The term "coolant" as used herein means a substance which is suitable for use when cooling an engine in said vehicle 100. Said coolant is according to one embodiment a so- called cooling liquid. Said coolant is a suitable coolant. Said coolant may be a water-based coolant. According to one embodiment said coolant may comprise a freezing point reducing substance, for example glycol. Said coolant is for example designed to cool a cylinder head in said engine. Said coolant is designed to cool for example cylinders in said engine. With reference to Figure 2a, a device 299 in the vehicle 100 is shown. The vehicle comprises an engine 240. Said engine 240 may be a combustion engine, for example a diesel engine. The device comprises a lubricating system in the vehicle 100, arranged to lubricate said engine 240. The lubricating system may be arranged in the tractor 110. The lubricating system is arranged to lubricate said engine 240 with lubricant in a suitable manner.

Said engine 240 may be a combustion engine arranged, through a transmission intended for this purpose, to drive driving wheels in said vehicle 100. Said engine 240 is also arranged to drive different power units 295 in the vehicle. Said power units may be different suitable power units comprising for example a generator, electric machinery or energy storage in a hybrid system, AC-aggregate, etc.

The device 299 comprises, according to this example, a container 205 which is arranged to hold said lubricant. The container 205 is arranged to contain a suitable amount of lubricant. Said container 205 is arranged with a suitable valve configuration (not displayed), through which valve configuration for example service staff may tap lubricant from the lubricating system. Said container 205 is also arranged to be refillable with lubricant as and when needed. A first conduit 271 is arranged to lead said lubricant to a pump 230 from the container 205. The pump 230 may be any suitable pump. The pump 230 may be a membrane pump, comprising at least one filter. The pump 230 may be arranged to be driven with an electric motor (not shown). The pump 230 may be arranged to pump up said lubricant from the container 205 via the first conduit 271, and via a second conduit 272, to supply said lubricant to said engine 240 for lubrication.

A third conduit 273 is arranged between said engine 240 and said container 205. The third conduit 273 is arranged to recycle said lubricant supplied to the engine 240 to the container 205. This may according to one example embodiment occur by way of gravitational effect. According to one alternative, the recycling of lubricant may occur through means (not displayed) designed for this purpose, for example an additional pump. Thus a closed system for said lubricant is provided. The first control device 200 is arranged for communication with the pump 230 via a link L230. The first control device 200 is arranged to control the operation of the pump 230. According to one example, the first control device 200 is arranged to control the pump 230 with an electric motor (not shown). According to one example, the first control device 200 is arranged to control the operation of the pump by changing a prevailing engine speed RPM in the pump 230. According to another example, the first control device 200 is arranged to control the operation of the pump by changing a stroke in the pump 230. The first control device 200 is arranged for communication with a temperature sensor 250 via a link L250. Said temperature sensor 250 is arranged to continuously detect a prevailing temperature in said lubricant. According to one example, said temperature sensor 250 is arranged in the container 205. Said temperature sensor 250 may be arranged to intermittently detect a prevailing temperature Toil of the lubricant in the container 205. Said temperature sensor 250 is arranged to continuously detect a prevailing temperature Toil of said lubricant in the container 205 during the operation of the vehicle 100. Said temperature sensor 250 is arranged to continuously detect a prevailing temperature Toil of said lubricant in the container 205 during travel with the vehicle 100. Said temperature sensor 250 is arranged to continuously send signals S250, comprising information regarding a prevailing temperature Toil of lubricant in the container 205, to the first control device 200 via the link L250.

The first control device 200 is arranged for communication with the engine 240 via a link L240. Herewith may, for example, an engine speed rpm of said engine 240 be impacted in a suitable manner. The first control device 200 is arranged to control the operation of said engine 240. The first control device 200 is arranged to impact an operating point of said engine 240. The first control device 200 is adapted to control the power output of said engine 240. The first control device 200 is adapted to impact a prevailing heat development in said engine 240.

The engine 240 is, according to one example embodiment, arranged to drive a number of power outputs 295. The first control device 200 may be arranged to control said power output 295 through control commandos, sent via a link L295 intended for this purpose. Said power output 295 may be a suitable number of power outputs. Examples of power outputs may be an electrical generator, an AC-aggregate, an electric machine in a hybrid system, etc. Said power output 295 may also be called power consuming functions.

The first control device 200 is arranged to continuously, with the lubricating system in operation, determine a prevailing temperature Toil in said lubricant in said container 205. The first control device 200 is arranged to determine the development of said temperature Toil in said lubricant in said container 205.

The first control device 200 is adapted to make more efficient the engine operation in a motor vehicle, according to the present invention.

The first control device 200 is adapted to continuously determine an engine temperature, based on one or several of the continuously or intermittently detected parameters exhaust temperature Texh (see also Figure 2c), coolant temperature Tcool (see also Figure 2b) and oil temperature Toil. The first control device 200 is adapted to continuously determine a change in at least one of said temperatures, as a basis for control of the heat development of said engine. The first control device 200 is adapted to control said heat development to achieve a desired operating mode in said engine. The first control device 200 is adapted to continuously determine a rate of change in at least one of said temperatures, as a basis for prediction/estimation of said heat development change. The first control device 200 is adapted to, in case of a trend of a reducing rate of change, to take this as an indication that a prevailing operating mode is approaching said desired operating mode. The first control device 200 is adapted to, in case of a trend of an increasing rate of change, to take this as an indication that a prevailing operating mode is receding from said desired operating mode. The first control device 200 is adapted to control said heat development through control of an operating point in said engine. The first control device 200 is adapted to control said heat development through control of power consuming functions 295 in said vehicle. The first control device 200 is adapted to control the power consuming functions 295 in said vehicle by:

- controlling the operation of a power transmission output; and/or - controlling the operation of a hybrid system; and/or

- controlling the operation of at least one electrical generator.

The first control device 200 is adapted to control the operation of said engine, while maintaining the thus achieved desired operating mode and herewith allowing the operation, at least during a certain time interval, corresponding to an increased heat development.

The first control device 200 is arranged for communication with the presentation means 285 via a link L285. Said presentation means 285 may be arranged in a driver's cabin in the vehicle 100. Said presentation element 285 may be fixed in the vehicle 100. Said presentation element 285 may be a mobile electronic device. Said presentation element 285 may comprise e.g. a display screen. The first control device 200 is arranged to, through said presentation element 285, present relevant information regarding the method according to the invention, in order to make the engine operation of a motor vehicle more efficient. The first control device 200 may be arranged, through said presentation element 285, to present information about whether a prevailing temperature in the engine 240 is within a predetermined temperature interval. Said temperature interval may be associated with a substantially optimal heat development in said engine 240.

A second control device 210 is arranged for communication with the first control unit 200 via a link L210. The second control device 210 may be detachably connected to the first control device 200. The second control device 210 may be a control unit external to the vehicle 100. The second control device 210 may be arranged to carry out the method steps according to the invention. The second control device 210 may be used to transfer program code to the first control device 200, in particular program code to perform the method according to the invention. Alternatively, the second control device 210 may be arranged for communication with the first control device 200 via an internal network in the vehicle. The second control device 210 may be arranged to carry out substantially similar functions as the first control device 200, such as e.g. to: - continuously determine one or several of the parameters exhaust temperature, coolant temperature and oil temperature;

- continuously determine a change in at least one of said temperatures, as a basis for control of the heat development of said engine, and

- control said heat development to achieve a desired operating mode in said engine.

With reference to Figure 2b, a device 399 in the vehicle 100 is shown. The device comprises a cooling system in the vehicle 100, arranged to cool or heat said engine 240. The cooling system may be arranged in the tractor 110. The cooling system is arranged to cool or to heat said engine 240 through a coolant in a suitable manner.

The device 399 comprises, according to this example, a container 305 which is arranged to hold said coolant. The container 305 is arranged to contain a suitable amount of coolant. Said container 305 is arranged with a suitable valve configuration (not displayed), through which valve configuration for example service staff may tap coolant from the cooling system. Said container 305 is also arranged to be refillable with coolant as and when needed.

A first conduit 371 is arranged to lead said coolant to a pump 330 from the container 305. The pump 330 may be any suitable pump. The pump 330 may be a membrane pump, comprising at least one filter. The pump 330 may be arranged to be driven with an electric motor (not shown). The pump 330 may be arranged to pump up said coolant from the container 305 via the first conduit 371 and via a second conduit 372, to supply said coolant to said engine 240 for cooling/heating.

A third conduit 373 is arranged between said engine 240 and said container 305. The third conduit 373 is arranged to recycle said coolant supplied to the engine 240 to the container 305. This may, according to one example embodiment, occur by way of gravitational effect. According to one alternative, the recycling of coolant may occur through means (not displayed) designed for this purpose, for example an additional pump. Thus a closed system for said coolant is provided. The first control device 200 is arranged for communication with the pump 330 via a link 1330. The first control device 200 is arranged to control the operation of the pump 330. According to one example, the first control device 200 is arranged to control the pump 330 with an electric motor (not shown). According to one example, the first control device 200 is arranged to control the operation of the pump by changing a prevailing engine speed RPM in the pump 330. According to another example, the first control device 200 is arranged to control the operation of the pump by changing a stroke in the pump 330.

The first control device 200 is arranged for communication with a temperature sensor 350 via a link L350. Said temperature sensor 350 is arranged to continuously detect a prevailing temperature Tcool in said coolant. According to one example, said temperature sensor 350 is arranged in the container 305. Said temperature sensor 350 may be arranged to intermittently detect a prevailing temperature Tcool of the coolant in the container 305. Said temperature sensor 350 is arranged to continuously detect a prevailing temperature Tcool of said coolant in the container 305 during the operation of the vehicle 100. Said temperature sensor 350 is arranged to continuously detect a prevailing temperature Tcool of said coolant in the container 305 during travel with the vehicle 100. Said temperature sensor 350 is arranged to continuously send signals S350, comprising information regarding a prevailing temperature Tcool of coolant in the container 305, to the first control device 200 via the link 1350.

The first control device 200 is arranged for communication with the engine 240 via a link L240. The first control device 200 is arranged to control said engine 240 in the manner specified herein.

The first control device 200 is arranged to continuously, with the cooling system in operation, determine a prevailing temperature Tcool of said coolant in said container 305. The first control device 200 is arranged to determine the development of said temperature Tcool of said coolant in said container 305.

The first control device 200 is arranged for communication with said presentation means 285 via said link L2S5. The first control device 200 is arranged to, through said presentation element 285, present relevant information regarding the method according to the invention, in order to make the engine operation of a motor vehicle more efficient. The first control device 200 may be arranged, through said presentation element 285, to present information about whether a prevailing temperature in the engine 240 is within a predetermined temperature interval. Said temperature interval may be associated with a substantially optimal heat development in said engine 240.

Figure 2c schematically illustrates a device 499, according to one embodiment of the invention.

Herewith said engine 240 is illustrated. An exhaust channel 290 is arranged to lead exhausts from said engine 240 to a surrounding environment. The exhaust channel 290 may, according to one embodiment, comprise for example a diesel oxidation catalyst (DOC-unit) 259 and an SCR-catalyst 270.

The first control device 200 is arranged for communication with a temperature sensor 260 via a link L260. The temperature sensor 260 is arranged to detect a prevailing temperature Texh of an exhaust flow from the vehicle's engine 240. According to one example, the temperature sensor 260 is arranged in the said exhaust channel 290, directly downstream of the vehicle's engine and upstream of said DOC-unit 259. According to one example, the temperature sensor 260 is arranged in the said exhaust channel 290, directly downstream of said DOC-unit 259 and upstream of said SCR-catalyst 270. According to one example, the temperature sensor 260 is arranged in said exhaust channel 290, downstream of said SCR- catalyst 259. The temperature sensor 260 may be arranged in a suitable place and manner in said exhaust channel 290. The first temperature sensor 260 is arranged to continuously detect a prevailing temperature Texh of the exhaust stream, and to send signals S260 comprising information about said prevailing temperature Texh via the link L260, to the first control device 200. According to one embodiment, the first control device 200 and/or the second control device 210 is arranged to calculate said temperature Texh. This may occur through a calculation model stored therein. The first control device 200 and/or the second control device 210 may be arranged to calculate said first temperature Texh based on e.g. a prevailing exhaust mass flow, prevailing engine speed of the engine 240 and prevailing load of the engine 240. The first control device 200 is arranged for communication with said presentation means 285 via said link L285. The first control device 200 is arranged to, through said presentation element 285, present relevant information regarding the method according to the invention, in order to make the engine operation of a motor vehicle more efficient. The first control device 200 may be arranged, through said presentation element 285, to present information about whether a prevailing temperature in the engine 240 is within a predetermined temperature interval. Said temperature interval may be associated with a substantially optimal heat development in said engine 240.

Figure 3a schematically illustrates a diagram, according to one aspect of the invention.

In the diagram, a prevailing temperature Toil in said lubricant for the engine 240 is illustrated as a function of time T. The temperature Toil is specified in Kelvin-degrees and the time T is specified in seconds. A first threshold value THloil, and a second threshold TH2oil, specify limits for a suitable temperature interval THloil-TH2oil in said lubricant. When a prevailing temperature Toil in said lubricant is within said temperature interval THloil-TH2oil, a temperature of said engine may also lie within a suitable temperature interval. When a temperature in said engine is within said suitable temperature interval for said engine, said engine is driven in a substantially optimal and/or desirable and/or suitable manner.

In case of a cold start of the vehicle (at the time 0) said lubricant has a starting temperature. At the operation of said engine 240 said temperature Toil herewith increases in order to, at a first point in time Tloil, achieve said threshold THloil. In case of continued operation according to this example, said temperature of the lubricant will exceed said threshold value TH2oil, which is unwanted from a temperature perspective with respect to said engine 240. According to one aspect of the present invention, changes in a development of said lubricant temperature Toil are taken into consideration. Herewith, for example a first derivative with regard to the time of said lubricant temperature Toil, may be continuously taken into consideration. Herewith, for example a second derivative with regard to the time of said lubricant temperature Toil may be continuously taken into consideration. Herewith, for example determined trends of said lubricant temperature Toil may be continuously taken into consideration. Said first derivative, with respect to the time of said lubricant temperature Toil, may also be called rate of change of said lubricant temperature Toil.

By considering said first derivatives of said lubricant temperature Toil, and/or said second derivatives of said lubricant temperature Toil, a basis for control of heat development of said engine 240 may be determined. Said basis may herewith be used to control said heat development, to achieve a desired operating mode in said engine 240.

According to the invention, by considering said changes of said lubricant temperature Toil, it may be determined whether there is a risk that said engine 240 in case of continued operation will obtain a temperature which is not desirable. A non-desirable state of said engine 240 corresponds to a temperature Toil of said lubricant lying outside said temperature interval THloil-TH2oil.

By considering changes in said temperature Toil of said lubricant, a risk that an engine temperature will probably have a non-desirable heat development may be determined at an early stage. By considering changes in said temperature Toil of said lubricant, it may be determined at an early stage whether an engine temperature will probably have a non- desirable heat development.

According to one aspect of the present invention, the engine 240 and/or other systems, aggregates or components which may thermally impact said engine 240, actively may be controlled based on said changes in the lubricant temperature Toil. Herewith, the engine's heat development may be controlled in such a manner that it corresponds, to a greater extent, to said lubricant temperature being within the interval THloil-TH2oil, where said heat development of the engine 240 is suitable.

At a starting process, i.e. between the point in time 0 and the point in time Tloil, active measures may thus be carried out in order to increase a temperature of said engine 240 in a suitable manner. Said measures may be carried out based on said determined changes in the lubricant temperature Toil. Herewith, said engine temperature may relatively quickly be controlled to a suitable value. In case of operation, for example before, at or immediately after the point in time T2oil, active measures may thus be carried out in order to reduce a temperature of said engine 240 in a suitable manner. Said measures may be carried out based on said determined changes in the lubricant temperature Toil. Herewith, an efficient regulation of the engine's heat development is achieved, so that the engine's temperature during operation may have a suitable temperature, which suitable engine temperature corresponds to a temperature of said lubricant within said desired interval THloil-TH2oil.

Figure 3b schematically illustrates a diagram, according to one aspect of the invention. In the diagram, a prevailing temperature Tcool in said coolant for the engine 240 is illustrated as a function of time T. The Temperature Tcool is specified in Kelvin-degrees and the time T is specified in seconds.

A first threshold value THlcool, and a second threshold value TH2cool, specify limits for a suitable temperature interval Thlcool-TH2cool of said coolant. When a prevailing temperature Tcool in said coolant is within said temperature interval THlcool-TH2cool, a temperature of said engine may also lie within a suitable temperature interval. When a temperature in said engine is within said suitable temperature interval for said engine, said engine is driven in a substantially optimal and/or desirable and/or suitable manner.

In case of a cold start of the vehicle (at the point in time 0) said coolant has a starting temperature. At the operation of said engine 240 said temperature Tcool herewith increases in order to, at a first point in time Tlcool, achieve said threshold THlcool. In case of continued operation according to this example, said temperature of the coolant will exceed said threshold value TH2cool, which is unwanted from a temperature perspective with respect to said engine 240.

According to one aspect of the present invention, changes in a development of said coolant temperature Tcool are taken into consideration. Herewith, for example, a first derivative with regard to the time of said coolant temperature Tcool may be continuously taken into consideration. Herewith, for example, a second derivative with regard to the time of said coolant temperature Tcool may be continuously taken into consideration. Said first derivatives with respect to the time of said coolant temperature Tcool may also be called the rate of change of said coolant temperature Tcool.

By considering said first derivative of said coolant temperature Tcool, and/or said second derivative of said coolant temperature Tcool, a basis to control the heat development of said engine 240 may be determined. Said basis may herewith be used to control said heat development to achieve a desired operating mode in said engine 240.

According to the invention, by taking into consideration said changes of said coolant temperature Tcool, it may be determined whether there is a risk that said engine 240 will obtain a temperature which is undesirable in case of continued operation. A non-desirable state of said engine 240 corresponds to a temperature Tcool of said coolant lying outside said temperature interval THlcool-TH2cool. By considering changes in said temperature Tcool of said coolant, a risk that an engine temperature will probably have an unwanted heat development may be determined at an early stage. By considering changes in said temperature Tcool of said coolant, it may be determined at an early stage that an engine temperature will probably have an unwanted heat development.

According to one aspect of the present invention, the engine 240, and/or other systems, aggregates or components which may thermally impact said engine 240, actively may be controlled based on said changes in the coolant temperature Tcool. Herewith, the engine's heat development may be controlled in such a manner that it corresponds, to a greater extent, to said coolant temperature being within the interval THlcool-TH2cool, where said heat development of the engine 240 is suitable.

At a starting process, i.e. between the point in time 0 and the point in time Tlcool, active measures may thus be carried out in order to increase a temperature of said engine 240 in a suitable manner. Said measures may be carried out based on said determined changes in the coolant temperature Tcool. Herewith, said engine temperature may relatively quickly be controlled to a suitable value.

At operation, for example just before, at or immediately after the point in time T2cool, active measures thus may be carried out in order to reduce a temperature of said engine 240 in a suitable manner. Said measures may be carried out based on said determined changes in the coolant temperature Tcool. Herewith, an efficient regulation of the engine's heat development is achieved, so that the engine's temperature at operation may have a suitable temperature, which suitable engine temperature corresponds to a temperature of said coolant which is within said desired interval THlcool-TH2cool. Figure 3c schematically illustrates a diagram, according to one aspect of the invention.

The diagram illustrates a prevailing temperature Texh of said exhausts from the engine 240 as a function of time T. The temperature Texh is specified in Kelvin-degrees and the time T is specified in seconds.

A first threshold value THlexh, and a second threshold value TH2exh, specify limits for a suitable temperature interval THlexh - TH2exh of said exhausts. When a prevailing temperature Texh in said exhausts is within said temperature interval THlexh-TH2exh, a temperature of said engine may also lie within a suitable temperature interval. When a temperature in said engine is within said suitable temperature interval for said engine, said engine is driven in a substantially optimal and/or desirable and/or suitable manner. In case of a cold start of the engine (at the point in time 0) said exhausts have a starting temperature. At the operation of said engine 240 said temperature Texh herewith increases in order to, at a first point in time Tlexh, achieve said threshold value THlexh. In case of continued operation, according to this example, said temperature of the exhausts will exceed said threshold value TH2exh, which is unwanted from a temperature perspective with respect to said engine 240.

According to one aspect of the present invention, changes in a development of said exhaust temperature Texh are taken into consideration. Herewith, for example a first derivative with regard to the time of said exhaust temperature Texh may be continuously taken into consideration. Herewith, for example a second derivative with regard to the time of said exhaust temperature Texh may be continuously taken into consideration. Said first derivatives with respect to the time of said exhaust temperature Texh may also be called rate of change of said exhaust temperature Texh.

By considering said first derivative of said exhaust temperature Texh, and/or said second derivatives of said exhaust temperature Texh, a basis for control of the heat development of said engine 240 may be determined. Said basis may herewith be used to control said heat development to achieve a desired operating mode in said engine 240.

According to the invention, by considering said changes of said exhaust temperature Texh, it may be determined whether there is a risk that said engine 240 will obtain a temperature which is undesirable in case of continued operation. A non-desirable state of said engine 240 corresponds to a temperature Texh of said exhausts lying outside said temperature interval THlexh-TH2exh.

By taking into consideration changes in said temperature Texh of said exhausts, it may be determined at an early stage whether there is a risk that an engine temperature will probably have a non-desirable heat development. By considering changes in said temperature Texh of said exhausts, it may be determined at an early stage whether an engine temperature will probably have a non-desirable heat development. According to one aspect of the present invention the engine 240 and/or other systems, aggregates or components that may thermally impact said engine 240 may be actively controlled based on said changes in the exhaust temperature Texh. Herewith, the engine's heat development may be controlled in such a manner that it corresponds, to a greater extent, to said exhaust temperature being within the interval THlexh-TH2exh, where said heat development of the engine 240 is suitable.

At a starting process, i.e. between the point in time 0 and the point in time Tlcool, active measures may thus be carried out in order to increase a temperature of said engine 240 in a suitable manner. Said measures may be carried out based on said determined changes in the exhaust temperature Texh. Herewith, said engine temperature may relatively quickly be controlled to a suitable value.

During operation, for example just before, at or immediately after the point in time T2exh, active measures thus may be carried out in order to reduce a temperature of said engine 240 in a suitable manner. Said measures may be carried out based on said determined changes in the exhaust temperature Texh. Herewith, an efficient regulation of the engine's heat development is achieved so that the engine's temperature at operation may have a suitable temperature, which suitable engine temperature corresponds to a temperature of said exhausts which is within said desired interval THlexh-TH2exh.

Said active measures may comprise one or several of the following measures:

- to increase or reduce a flow of said lubricant in a suitable manner;

- to increase or reduce a flow of said coolant in a suitable manner;

- to change an operating point in said engine 240 in a suitable manner;

- to activate or deactivate a power output 295 which is driven by said engine 240; and

- to charge the energy storage in a hybrid system connected to a drive line of said engine 240. Figure 4a illustrates schematically a flow chart of a method to make the engine operation in a motor vehicle more efficient. The method comprises a method step s401. The method step s401 comprises the steps to: - continuously determine one or several of the parameters exhaust temperature Texh, coolant temperature Tcool and oil temperature Toil;

- continuously determine a change of at least one of said parameters exhaust temperature Texh, coolant temperature Tcool and oil temperature Toil, as a basis for controlling the heat development of said engine, and

- control said heat development to achieve a desired operating mode in said engine. Following the method step s401 the method is completed.

Figure 4b schematically illustrates a flow chart of a method to make the engine operation in a motor vehicle more efficient, according to one aspect of the present invention.

The method comprises a method step s410.

The method step S410 comprises the step to continuously determine said temperature Toil of said lubricant in said container 205, or in another suitable place of the lubricating system. This may be carried out through said temperature sensor 250. Following the method step s410, a subsequent method step s420 is completed.

The method step s420 comprises the step to continuously determine said temperature Tcool of said coolant in said container 305, or in another suitable place of the cooling system. This may be carried out through said temperature sensor 350. Following the method step s420, a subsequent method step s430 is completed.

The method step s430 comprises the step to continuously determine said temperature Texh of said exhausts in said channel 290, in a suitable place of the channel 290. This may be carried out through said temperature sensor 260. Following the method step s430, a subsequent method step s440 is completed.

The method step s440 comprises the step to continuously determine a change in at least one of said temperatures Toil, Tcool and Texh, as a basis for control of the heat development in said engine 240. This may be carried out by continuously determining first derivatives and/or second derivatives of said temperatures Toil, Tcool and Texh. This may be carried out through said first control device 200 and/or said second control device 210. The step s440 may comprise the step to continuously determine a rate of change in at least one of said temperatures Toil, Tcool and Texh, as a basis for prediction regarding said heat development's change. Following the method step s440, a subsequent method step s450 is completed.

The method step s450 comprises the step, where suitable, to control said heat development in said engine. This may occur by controlling an operating point in said engine 240. This may occur by controlling power consuming functions in said vehicle, for example by controlling the operation of a power output, a hybrid system and/or an electrical generator. After the method step s450 the method is completed or alternatively continues.

The method steps s410, s420 and s430 may be carried out in any suitable order. According to one example, said method steps s410, s420 and s430 may be carried out substantially simultaneously.

With reference to Figure 5, a diagram of an embodiment of a system 500 is shown. The control devices 200 and 210, which are described with reference to Figures 2a, 2b and 2c, may in one embodiment comprise the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory part 530 wherein a computer program, such as an operative system, is stored to control the function of the unit 500. Further, the unit 500 includes a bus controller, a serial communications port, an I/O device, an A/D converter, a date-time input and transmission unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory part 540.

According to one aspect of the invention, a computer program P is provided to make the engine operation of a motor vehicle 100 more efficient. The computer program P comprises the following procedures to:

- continuously determine one or several of the parameters exhaust temperature, coolant temperature and oil temperature; - continuously determine a change in at least one of said temperatures as a basis for control of the heat development of said engine, and

- control said heat development to achieve a desired operating mode in said engine. The computer program P comprises procedures to continuously determine the rate of change of at least one of said temperatures, as a basis for prediction regarding said heat development's change. The computer program P comprises procedures, in case of a trend of a reducing rate of change, to take this as an indication that said operating mode is approaching said desired operating mode. The computer program P comprises procedures, in case of a trend of an increasing rate of change, to take this as an indication that a prevailing operating mode is receding from said desired operating mode. The computer program P comprises procedures to control said heat development through control of an operating point in said engine. The computer program P comprises procedures to control said heat development through control of power consuming functions in said vehicle.

The computer program P comprises procedures to control power consuming functions in the vehicle 100 by:

- controlling the operation of a power transmission output; and/or

- controlling the operation of a hybrid system; and/or

- controlling the operation of at least one electrical generator.

The computer program P comprises procedures to control the operation of said engine, while maintaining the thus achieved desired operating mode and herewith allowing operation, at least during a certain time interval, corresponding to an increased heat development.

The above procedures may be carried out each separately or be combined in a suitable manner. The computer program P may be stored in an executable manner or in a compressed manner in a memory 560 and/or a read/write memory 550. A statement that the data processing unit 510 performs a certain function means that the data processing unit 510 performs a certain part of the program which is stored in the memory 560 or a certain part of the program stored in the read/write memory 550. The data processing unit 510 may communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended for communication with the data processing unit 510 via a data bus 511. The read/write memory 550 is arranged for communication with the data processing unit 510 via a data bus 514. The links L210, L230, L240, L250, L330, L350, L260, L285 and L295 may be connected to the data port 599 (see Figures 2a, 2b and 2c).

When data is received in the data port 599, it is temporarily stored in the second memory part 540. When in-data received is temporarily stored, the data processing unit 510 is ready to carry out execution of code in the manner described above.

According to one embodiment, signals received in the data port 599 comprise information about the temperature Toil of the lubricant in the container 205. According to one embodiment, signals received in the data port 599 comprise information about the temperature Tcool of the coolant in the container 305. According to one embodiment, signals received in the data port 599 comprise information about the temperature Texh of the exhausts in the exhaust channel 290. The signals received in the data port 599 may be used by the device 500 to control a heat development of said engine 240 to achieve a desired operating mode of the same. Parts of the methods described herein may be carried out by the device 500 with the help of the data processing unit 510, which runs the program stored in the memory 560 or the read/write memory 550. When the unit 500 runs the program, the procedures described herein are executed.

The foregoing description of the preferred embodiments of the present invention has been furnished for illustrative and descriptive purposes. It is not intended to be exhaustive, or to limit the invention to the variants described. Many modifications and variations will obviously be apparent to one skilled in the art. The embodiments have been chosen and described in order to best explicate the principles of the invention and its practical applications, and to thereby enable one skilled in the art to understand the invention in terms of its various embodiments and with the various modifications that are applicable to its intended use.