TECHNICAL FIELD

The present invention relates to a method to control the operation of a motor vehicle. The invention also relates to a computer program product, comprising program code for a computer, to implement a method according to the invention. The invention also relates to a system to control the operation of a motor vehicle, and a motor vehicle equipped with said system.

BACKGROUND

Motor vehicles today may be powered with e.g. diesel. Lately, however, interest in powering motor vehicles with FAME (Fatty-acid methyl ester) has increased. FAME may also be referred to as biodiesel. FAME may be made of vegetable oils or animal fats. In vehicles today, conventional diesel may be mixed with FAME.

Vehicles are arranged to control different functions in various on-board systems, based on the level of FAME in the vehicle's fuel. It is currently difficult to automatically determine a level of FAME with high accuracy. In a number of different ways to determine a prevailing level of FAME in the vehicle's fuel, said determination is carried out when the vehicle engine is idling.

US20120053815 describes a method to identify whether there is FAME in a fuel with a software algorithm.

US6321721 describes a system to detect fuel characteristics for a combustion engine, after fuelling and when the engine is idling.

SUMMARY OF THE INVENTION

One objective of the present invention is to provide a novel and advantageous method for controlling the operation of a motor vehicle.

RECORD COPY TRANSLATION

(Rule 12.4) Another objective of the invention is to provide a novel and advantageous system, and a novel and advantageous computer program, for controlling the operation of a motor vehicle.

Another objective of the invention is to provide an alternative method for controlling the operation of a motor vehicle, an alternative system for controlling the operation of a motor vehicle, and an alternative computer program for controlling the operation of a motor vehicle.

These objectives are achieved with a method according to claim 1. Other objectives are achieved with a system according to claim 5. Advantageous embodiments are specified in the dependent claims.

According to one aspect of the invention, a method is provided for the control of a motor vehicle's operation, which operation is adapted to the occurrence of FAME in fuel for a combustion engine in said motor vehicle, comprising the steps:

- to determine a level of FAME in said fuel;

- to determine outcome for at least one of the parameters engine torque, exhaust temperature and NO _x level in exhausts from said combustion engine at operation with the current fuel, at operation with a high engine load substantially differing from idling;

- to compare said outcomes with outcomes in relation to these parameters at operation with a reference fuel, at operation with a correspondingly high engine load;

- to determine said level of FAME in said fuel, based on said comparison as a basis for said adaptation.

Hereat, a level of FAME in said fuel may advantageously be determined. Said level of FAME may constitute a measure of the energy content in said fuel, which may advantageously be used at said adaptation of said operation of said motor vehicle.

According to one aspect of the invention, a method is provided to determine the energy content in a fuel for a combustion engine in a motor vehicle, where an operation of said motor vehicle is adapted to the occurrence of FAME in said fuel, comprising the steps:

- to determine a level of FAME in said fuel; - to determine outcome for at least one of the parameters engine torque, exhaust temperature and NO _x level in exhausts from said combustion engine at operation with the current fuel, at operation with a high engine load substantially differing from idling;

- to compare said outcomes with outcomes in relation to these parameters at operation with a reference fuel, at operation with a correspondingly high engine load;

- to determine said level of FAME in said fuel, based on said comparison as a basis for said adaptation.

By determining outcomes for at least one of the parameters engine torque, exhaust temperature and NO _x level in exhausts from said combustion engine at operation with the current fuel, at operation with high engine load substantially different from idling, said level of FAME may be determine with high accuracy. This is due to a difference between said outcome and said outcome with respect to similar parameters at operation with a reference fuel, being greater at operation with a correspondingly high engine load than at e.g. idling.

According to one aspect of the invention, a method is provided for the control of a motor vehicle's operation, which operation is adapted to the occurrence of FAME in fuel for a combustion engine of said motor vehicle, comprising the steps:

- to determine a level of FAME in said fuel;

- to determine the outcome of all of the parameters engine torque, exhaust

temperature and NO _x level in exhausts from said combustion engine at operation with current fuel, at operation with high engine load substantially different from idling;

- to compare said outcomes with outcomes in relation to these parameters at operation with a reference fuel, at operation with a correspondingly high engine load;

- to determine said level of FAME in said fuel, based on said comparison as a basis for said adaptation. By using all of the parameters engine torque, exhaust

temperature and NO _x level, which are controlled by a quality of the fuel, a very certain detection that FAME has been fuelled may be achieved.

The method may comprise the step:

- based on the thus determined FAME level, to select a level range from a

predetermined set of predetermined level ranges. With this, a cost effective method is provided according to the invention, since only a limited set of control parameter maps, which are associated with said selected level range, needs to be developed for use according to the inventive method.

The method may comprise the step:

- for the thus selected level range, to determine a set of control parameters for control of said operation of said motor vehicle.

The method may comprise the step:

- to determine said outcome at a prevailing load of said combustion engine, representing 80-100% of the maximum achievable load at operation with the current fuel.

The method may comprise the step:

- to determine said outcome at a prevailing output from said combustion engine, representing 80-100% of the maximum achievable output at operation with the current fuel.

The method may comprise the step:

- to determine said outcome at a prevailing torque emitted from said combustion engine, representing 80-100% of the maximum achievable torque emitted at operation with the current fuel.

The method may be implemented in existing motor vehicles. Program code comprising procedures according to the invention may be installed in a control device of the vehicle during manufacture of the same. A purchaser of the vehicle may thus be afforded the opportunity to select the method performance function as an extra option. Alternatively, a program code to perform the innovative method may be installed in a control device of the vehicle, when upgraded at a service station. In this case, said program code may be uploaded into a memory in the control device. Implementation of the inventive method is thus cost effective, in particular since no further sensors need to be installed in the vehicle, according to one aspect of the invention. The invention thus provides a cost effective solution to the problems mentioned above. The program code of said system to control the operation of a motor vehicle may be updated or replaced. In addition, different parts of the program code for said system may be replaced independently of each other. This modular configuration is advantageous from a maintenance perspective.

According to one aspect of the invention, a system is provided for the control of the operation of a motor vehicle, which operation is adapted to the occurrence of FAME in fuel for a combustion engine of said motor vehicle. The system comprises:

- elements adapted to determine a level of FAME in said fuel;

- elements adapted to determine outcomes in at least one of the parameters engine torque, exhaust temperature and NO _x level in exhausts from said combustion engine at operation with the current fuel, at operation with high engine load substantially different from idling;

- elements adapted to compare said outcomes with outcomes in relation to these parameters at operation with a reference fuel, at operation with a correspondingly high engine load;

- elements adapted to determine said level of FAME in said fuel, based on said comparison as a basis for said adaptation.

According to one aspect of the invention, a system is provided for the control of the operation of a motor vehicle, which operation is adapted to the occurrence of FAME in fuel for a combustion engine of said motor vehicle. The system comprises:

- elements adapted to determine a level of FAME in said fuel;

- elements adapted to determine outcomes in all of the parameters engine torque, exhaust temperature and NO _x level in exhausts from said combustion engine at operation with the current fuel, at operation with high engine load substantially different from idling;

- elements adapted to compare said outcomes with outcomes in relation to these parameters at operation with a reference fuel, at operation with a correspondingly high engine load;

- elements adapted to determine said level of FAME in said fuel, based on said comparison as a basis for said adaptation.

The system may comprise: - elements adapted to, based on the thus determined FAME level, select a level range from a predetermined set of predetermined level ranges.

The system may comprise:

- elements adapted to, for the thus selected level range, determine a set of control parameters for control of said operation of said motor vehicle.

The system may comprise:

- elements adapted to determine said outcome at a prevailing load of said

combustion engine, representing 80-100% of the maximum achievable load at operation with the current fuel.

The system may comprise:

- elements adapted to determine said outcome at a prevailing output emitted by said combustion engine, representing 80-100% of the maximum achievable output emitted at operation with the current fuel.

The system may comprise:

- elements adapted to determine said outcome at a prevailing torque from said combustion engine, representing 80-100% of the maximum achievable torque at operation with the current fuel.

The above objectives are also achieved with a motor vehicle comprising said SCR system. The motor vehicle may be a truck, a bus or a car.

According to one aspect of the invention, a computer program is provided for the control of the operation of a motor vehicle, the operation of which is adapted to the occurrence of FAME in fuel for a combustion engine of said motor vehicle, 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 claims 1-4.

According to one aspect of the invention, a computer program is provided for the control of the operation of a motor vehicle, the operation of which is adapted to the occurrence of FAME in fuel for a combustion engine of said motor vehicle, 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 claims 1-4.

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 1-4, 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, based on 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 sub-system of the vehicle displayed in Figure 1 , according to one embodiment of the invention;

Figure 2b schematically illustrates a sub-system of the vehicle displayed in Figure 1 , according to one embodiment of the invention; Figure 3a schematically illustrates a diagram which clarifies the invention according to one aspect of the invention;

Figure 3b schematically illustrates a diagram which clarifies the invention according to one aspect of the invention;

Figure 3c schematically illustrates a diagram which clarifies the invention according to one aspect of the invention;

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

Figure 3e 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 embodiment of the invention; and

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 1 10 and a trailer 1 12. The vehicle may be a heavy goods vehicle, such as a truck or a bus. The vehicle may also be a car.

The term ink" 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" herein means a passage to hold and transport a fluid, such as a reducing agent 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 terms "reducing agent" or "reductant", as used herein, mean a substance used to react with certain emissions in an SCR system. These emissions may e.g. be NO _x gas. The terms "reductant" and "reducing agent" are used synonymously herein. Said reducing agent is, according to one embodiment, also known as AdBlue. Obviously other types of reducing agents may be used. Herein, AdBlue is provided as an example of a reducing agent.

It should be pointed out that the invention is suitable for application in any suitable motor system, and is therefore not limited to motor systems of vehicles. The method according to the invention and the system according to the invention are well suited, according to one aspect of the invention, to platforms other than motor vehicles that comprise an engine, such as watercraft. The watercraft may be of any suitable type, such as motor boats, ships, ferries or vessels.

The method according to the invention and the system according to the invention are also well suited, according to one aspect of the invention, for e.g. systems comprising industrial engines and/or engine-driven industrial robots.

The method according to the invention and the system according to the invention are also well suited, according to one aspect of the invention, for different types of power plants, e.g. electricity production plants comprising a diesel generator.

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

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

Figure 2a shows a sub-system 299 in the vehicle 100. The sub-system 299 is arranged in the tractor 1 10. The sub-system 299 may form part of an SCR system. The sub-system 299 comprises, according to this example, a container 205 which is arranged to hold a reducing agent. The container 205 is arranged to contain a suitable amount of reducing agent.

A first conduit 271 is arranged to lead the reducing agent to a pump 231 from the container 205. The pump 231 may be any suitable pump. The pump 231 may be arranged to be operated by an electric motor. The pump 231 is arranged to pump up the reducing agent from the container 205, via the first conduit 271 and via a second conduit 272, to add said reducing agent to a dosage device 250. The dosage device 250 comprises an electrically controlled dosage valve, through which a flow of reducing agent added to the exhaust system may be controlled. The pump 231 is arranged to pressurise the reducing agent in the second conduit 272. The dosage device 250 is arranged with a throttle device, against which said pressure of the reducing agent is built up in the sub-system 299.

The dosage device 250 is arranged to add said reducing agent to an exhaust system (see Fig. 2b) in the vehicle 100. More precisely, the dosage device 250 is arranged to, in a controlled manner, add a suitable amount of reducing agent to an exhaust system in the vehicle 100. According to this embodiment, an SCR catalyst (not displayed) is arranged downstream of a position in the exhaust system where the reducing agent is added. The amount of reducing agent added to the exhaust system is intended to reduce the amount of undesired emissions, e.g. NO _x .

The dosage device 250 is arranged at e.g. an exhaust conduit, which is arranged to lead exhausts away from a combustion engine 230 (see Fig. 2b) of the vehicle 100 to the SCR catalyst.

A third conduit 273 is arranged between the dosage device 250 and the container 205. The third conduit 273 is arranged to lead back a certain amount of the reducing agent, which has been fed to the dosage device 250, to the container 205.

The first control device 200 is arranged for communication with the pump 231 via a link L292. The first control device 200 is arranged to control the operation of the pump 231 , in order to e.g. control the flow of the reducing agent within the subsystem 299. The first control device 200 is arranged to control an operating power of the pump 231 by thus controlling the electric engine thereat.

The first control device 200 is arranged for communication with the dosage device 250 via a link L250. The first control device 200 is arranged to control the operation of the dosage device 250, in order to e.g. control the supply of reducing agent to the exhaust system of the vehicle 100. The first control device 200 is arranged to control the operation of the dosage device 250, in order to e.g. control the resupply of reducing agent to the container 205.

The first control device 200 is arranged to determine outcomes in at least one of the parameters engine torque, exhaust temperature and NO _x level in exhausts from said combustion engine at operation with the current fuel, at operation with high engine load substantially different from idling. The first control device 200 is arranged to compare said outcomes with outcomes in relation to these parameters at operation with a reference fuel, at operation with a correspondingly high engine load. The first control device 200 is arranged to determine said level of FAME in said fuel, based on said comparison as a basis for said adaptation.

Said outcomes relating to corresponding parameters at operation with a reference fuel may be stored in a memory of the first control device 200.

The first control device 200 may be arranged to, based on the thus determined FAME level, select a level range from a predetermined set of predetermined level ranges. The first control device 200 may be arranged to, for the thus selected level range, determine a set of control parameters for control of said operation of said motor vehicle 100. The first control device 200 may be arranged to determine said outcomes at a prevailing load of said combustion engine, representing 80-100% of the maximum achievable load at operation with the current fuel. The first control device 200 may be arranged to determine said outcomes at a prevailing output emitted by said combustion engine, representing 80-100% of the maximum

achievable output emitted at operation with the current fuel. The first control device 200 may be arranged to determine said outcomes at a prevailing torque emitted by said combustion engine, representing 80-100% of the maximum achievable torque emitted at operation with the current fuel.

Said predetermined set of predetermined level ranges may be stored in a memory of the first control device 200. Said predetermined set of predetermined level ranges may be a suitable set with level ranges.

According to an example embodiment, said predetermined set of predetermined level ranges comprises 4 level ranges, e.g. 0-25%, 26-50%, 51-75% and 76-100%.

According to an example embodiment, said predetermined set of predetermined level ranges comprises 3 level ranges, e.g. 0-33%, 34-66% and 67-100%.

According to an example embodiment, said predetermined set of predetermined level ranges comprises 10 level ranges, e.g. 0-10%, 1 1 -20%, 21 -30%, 31 -40%, 41-50%, 51 -60%, 61 -70%, 71-80%, 81 -90% and 91-100%.

Each such level range is associated with a unique set of control parameters for operation of said vehicle 100.

Each such level range is associated with a unique set of control parameters for operation of at least one suitable system of said vehicle, e.g. an engine system 230, an SCR system 299 and/or an after treatment system 289 (see Figure 2b).

For each level range, a unique map with control parameters may be stored in a memory of the first control device 200. Alternatively, a unique map with control parameters may be stored in a memory of a second control device 210.

Hereat, the first control device 200 is arranged to control the operation of at least one suitable component in the vehicle 100, based on the determined level of FAME in the vehicle's fuel. Examples of such components are a dosage device 250, an engine 230 and/or a feeding pump 231 (see Fig. 2b).

A second control device 210 is arranged for communication with the first control device 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 device 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 corrected control variables/program code to the first control device 200, in particular program code to perform the inventive method. 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 determining a level of FAME in fuel in the vehicle, as a basis for adaptation of operation to the occurrence of FAME in said fuel to a combustion engine in said motor vehicle 100. The method according to the invention may be carried out by the first control device 200 or by the second control device 210, or by both the first control device 200 and the second control device 210.

Figure 2b shows a sub-system 289 in the vehicle 100. The sub-system 289 is arranged in the tractor 1 10.

At operation, an engine 230 causes an exhaust flow, which is led to an SCR catalyst arrangement 260 via a first passage 235. A second passage 245 is arranged to lead exhausts to an environment of the vehicle 100.

The first control device 200 is arranged to control the operation of the engine 230. The first control device 200 is arranged to e.g. control the dosage of fuel to the combustion chambers in said engine 230. The first control device is arranged for communication with the engine 230 via a link L230.

The first control device 200 is arranged to control the operation of the dosage device 250, in order to feed reducing agent into the first passage 235. Hereat, said fed reducing agent may be evaporated, in order to achieve a mixture of exhausts and reducing agent for the treatment with said SCR catalyst arrangement 260.

A first NO _x sensor 240 is arranged upstream of said SCR catalyst arrangement 260 at said first passage 235. Said first The first NO _x sensor 240 is arranged for communication with the first control device 200 via a link L240. The first NO _x sensor 240 is arranged to continuously determine a prevailing NO _x level in the first passage 235. The first NO _x sensor 240 is arranged to continuously send signals comprising information about a prevailing NO _x level to the first control device 200 via the link L240.

A second NO _x sensor 270 is arranged downstream of said SCR catalyst arrangement 260 at said second passage 245. Said second NO _x sensor 270 is arranged for communication with the first control device 200 via a link L270. The second NO _x sensor 270 is arranged to continuously determine a prevailing NO _x level in the second passage 245. The second NO _x sensor 270 is arranged to continuously send signals comprising information about a prevailing NO _x level to the first control device 200 via the link L240.

Said first NO _x sensor 240 and said second NO _x sensor 270 may be used to provide information about prevailing NO _x levels in the first passage 235 and the second passage 245. Hereat, the first control device 200 may be arranged to feed reducing agent into the first passage 235 in a suitable manner, based on such information.

According to one embodiment, the first control device 200 may be arranged to determine a prevailing NO _x level in the first passage 235 and the second passage 245, via a calculation model stored in a memory. Thus, the first control device 200 is arranged to feed reducing agent into the first passage 235 in a suitable manner, based on information about said calculated prevailing NO _x level in the first passage 235 and the second passage 245.

A temperature sensor 280 is arranged upstream of said SCR catalyst arrangement 260 at said first passage 235. Said temperature sensor 280 is arranged for communication with the first control device 200 via a link L280. The temperature sensor 280 is arranged to continuously determine a prevailing temperature Temp of the exhausts in the first passage 235. The first temperature sensor 280 is arranged to continuously send signals comprising information about a prevailing temperature Temp of the exhausts to the first control device 200 via the link L280. According to one embodiment, the first control device 200 is arranged to, via a calculation model stored therein, determine a prevailing temperature Tmod of the exhausts in the first passage 235. Said calculated prevailing temperature Tmod of the exhausts in the first passage 235 may be determined, based on e.g. a determined exhaust mass flow and a measure of the amount of fuel fed to the engine 230.

According to one example embodiment, the first control device 200 is arranged to calculate/model/estimate a prevailing exhaust mass flow F from the vehicle's engine. Said exhaust mass flow MF may be determined based on information about the supplied air mass, fuel amount and temperature. Parameters used for said calculation may in a suitable manner be provided to the first control device 200. Said determined exhaust mass flow MF may be comprised in the optimisation of the engine's operation, having regard to the type of prevailing fuel, e.g. diesel, FAME or a mixture thereof.

A sensor (not displayed) to measure a prevailing exhaust mass flow MF may be arranged in the first passage 235. Said exhaust mass flow sensor is arranged to continuously determine a prevailing exhaust mass flow MF in the first passage 235, and to send signals comprising information thereon to the first control device 200 via a link intended for this purpose {not displayed).

According to one embodiment, the first control device 200 is arranged to, via a calculation model stored therein, determine a prevailing exhaust mass flow MF in the first passage 235. Said prevailing exhaust mass flow MF in the first passage 235 may be determined based on e.g. a determined operating mode of the engine 230.

The first control device 200 is arranged to continuously determine a prevailing engine torque T. This may be carried out in a suitable manner.

Figure 3a schematically illustrates a diagram according to the present invention. Here, it is illustrated how a maximum available engine torque in a given driving mode of the vehicle 100 differs, depending to whether or not the fuel contains FAME. In a first graph D1 1 , a maximum torque T is specified as a function of the time t Said first graph D11 is a representation of the maximum available torque when said fuel comprises 100% diesel. This is a reference fuel, according to one embodiment of the present invention. Here, said first graph D1 1 provides a reference graph associated with said reference fuel.

In a second graph D21 , a prevailing maximum torque T is provided as a function of time t. Said first graph D21 is a representation of the maximum available torque when said fuel comprises an unknown amount/level of FAME. Said fuel is a current fuel, for which said level of FAME is to be determined. Said fuel may constitute a mixture of e.g. diesel and FAME.

By determining a difference between said maximum available engine torque at a point in time t1 for said reference fuel and for said current fuel, the level of FAME in the fuel may be determined. This may be carried out with procedures stored in the first control device 200.

Figure 3a shows that FAME has a lower energy content per mass unit, so that said maximum available engine torque is lower than for a more energy-rich fuel.

Said difference between values in said first graph D1 1 and said second graph D21 at a given point in time is substantially proportionate to a level of FAME in said fuel.

Said difference between values in said first graph D11 and said second graph D21 at a given point in time shall be determined at an operating mode in said vehicle, which comprises a relatively high load of said engine 230.

Figure 3b schematically illustrates a diagram according to one aspect of the present invention. Here, it is illustrated how an NO _x level in the exhausts of the engine 230 in a given driving mode of the vehicle 100 differs, depending on whether or not the fuel contains FAME.

In a first graph D12, a previously determined/measured NO _x level is provided as a function of time t. Said first graph D12 is a representation of an NO _x level where said fuel comprises 100% diesel. This is a reference fuel, according to one embodiment of the present invention. Here, said first graph D12 provides a reference graph

associated with said reference fuel.

In a second graph D22, a prevailing NO _x level is provided as a function of time t. Said second graph D22 is a representation of the prevailing NO _x level, when said fuel comprises an unknown amount/level of FAME. Said fuel is a current fuel, for which said level of FAME is to be determined. Said fuel may constitute a mixture of e.g. diesel and FAME.

By determining a difference between said NO _x levels at a point in time t1 for said reference fuel and said prevailing fuel, a level of FAME in the fuel may be determined. This may be carried out with procedures stored in the first control device 200.

Alternatively, this may be carried out with procedures stored in the second control device 210.

Figure 3b shows that fuel comprising FAME achieves a higher NO _x level, compared to where the engine 230 is powered with only diesel.

Said difference between values in said first graph D12 and said second graph D22 at a given point in time is substantially proportionate to a level of FAME in said fuel.

Said difference between values in said first graph D12 and said second graph D22 at a given point in time shall be determined at an operating mode in said vehicle 100, which comprises a relatively high load of said engine 230.

Figure 3c illustrates a diagram according to one aspect of the present invention. Here, it is illustrated how a temperature Temp of the exhausts of the engine 230 in a given driving mode of the vehicle 100 differs, depending on whether or not the fuel contains FAME.

In a first graph D13, a previously determined/measured temperature of the engine's exhausts is provided as a function of time t. Said first graph D13 is a representation of temperature where said fuel comprises 100% diesel. This is a reference fuel, according to one embodiment of the present invention. Here, said first graph D13 provides a reference graph associated with said reference fuel.

In a second graph D23, a prevailing temperature Temp is provided as a function of time t. Said second graph D23 is a representation of the prevailing temperature, when said fuel comprises an unknown amount/level of FAME. Said fuel is a current fuel, for which said level of FAME is to be determined. Said fuel may constitute a mixture of e.g. diesel and FAME.

By determining a difference between said temperatures at a point in time t1 for said reference fuel and said prevailing fuel, the level of FAME in the fuel may be determined. This may be carried out with procedures stored in the first control device 200.

Figure 3c shows that fuel comprising FAME achieves a lower temperature, compared to where the engine 230 is powered with only diesel.

Said difference between values in said first graph D13 and said second graph D23 at a given point in time is substantially proportionate to a level of FAME in said fuel.

Said difference between values in said first graph D13 and said second graph D23 at a given point in time shall be determined at an operating mode in said vehicle 100, which comprises a relatively high load of said engine 230.

Here, said determined level of FAME is associated with a predetermined range of FAME levels in the current fuel.

According to one example embodiment, there may be 4 predetermined ranges for levels of FAME in said fuel, e.g. 0-25%, 26-50%, 51-75% and 76-100%.

In the event where it is determined that a prevailing level of FAME in the fuel is 18%, it is determined that the first range 0-25% is an adequate range. This range is associated with a predetermined set of control parameters, which the first control device 200 hereat uses to control the vehicle's operation. In the event where it is determined that a prevailing level of FAME in the fuel is 55%, it is determined that the third range 51-75% is an adequate range. This range is associated with a predetermined set of control parameters, which the first control device 200 hereat uses to control the vehicle's operation.

Figure 3d schematically illustrates a diagram, according to one aspect of the invention. Here, the HC accumulation HC Ack is illustrated as a function of temperature T after a filter (not displayed), such as a DPF (Diesel Particulate Filter) in the exhaust system of the vehicle 100. Said HC accumulation HC Ack refers to the ability of the filter to store HC at low temperatures, and which ability decreases at an increased temperature. Said HC accumulation HC Ack is provided as a percentage (%), and said temperature T is provided in degrees Celsius.

A first graph D relates to HC accumulation HC Ack where said fuel is only diesel. A second graph F relates to HC accumulation HC Ack where said fuel is only FAME.

Here, it is illustrated that HC accumulation at operation with diesel and FAME differs markedly for certain temperatures of said filter. At a temperature T of e.g. 220 degrees Celsius, said HC accumulations differ by nearly 80%.

According to the inventive method comprising automatic determination of the level of FAME in said fuel, adequate adaptations of control of different systems in the vehicle may be carried out. According to the inventive method comprising automatic determination of the level of FAME in said fuel, adequate adaptation of operation of the vehicle 100 may be carried out. For example, the fulfilment of current emission standards may be achieved. Triggering of an unwanted exotherm in the event of unfavourable operating conditions in the vehicle may also be avoided.

It should be pointed out that for vehicles which are sometimes powered by diesel, FAME, or a mixture of diesel and FAME, it is important that the first control device 200 takes into consideration the composition of the fuel, and thus optimises e.g. the current engine settings in order to ensure that emissions are kept below a statutory level, but also in order to avoid that an exotherm arises, since the characteristics of the different fuel qualities differ so markedly from each other.

Figure 3e schematically illustrates a diagram, according to one aspect of the invention. Here, the HC mass flow HC MF is illustrated as a function of the temperature T of said filter. Said HC mass flow HC MF means evaporation. At low filter temperatures HC is stored in said filter, while said stored HC is evaporated at relatively high temperatures. The function is substantially the same for diesel and FAME, but levels at storage and evaporation differ markedly between diesel and FAME. Said HC mass flow HC MF is provided in grams/second and said temperature T is provided in degrees Celsius.

A first graph D relates to HC mass flow HC MF where said fuel is only diesel. A second graph F relates to HC mass flow HC MF where said fuel is only FAME.

Here, it is illustrated that HC mass flow HC MF at operation with diesel and FAME differ markedly for certain temperatures of said filter. At a temperature T of e.g. 250 degrees Celsius, said HC mass flows HC MF differ by around 75%.

It should be pointed out, considering this aspect, that for vehicles that are sometimes powered by diesel, FAME, or a mixture of diesel and FAME, it is important that the first control device 200 takes into consideration the composition of the fuel, and thus optimises e.g. the current engine settings in order to ensure that emissions are kept below a statutory level, but also in order to avoid that an exotherm arises, since the characteristics of the different fuel qualities differ so markedly from each other.

Figure 4a illustrates schematically a flow chart of a method for control of the operation of a motor vehicle, which operation is adapted to the occurrence of FAME in the fuel to a combustion engine of said motor vehicle, according to one aspect of the present invention. The method comprises an initial method step s401. The method step s401 comprises the steps: - to determine outcome for at least one of the parameters engine torque, exhaust temperature and NO _x level in exhausts from said combustion engine at operation with the current fuel, at operation with a high engine load substantially differing from idling;

- to compare said outcomes with outcomes in relation to these parameters at operation with a reference fuel, at operation with a correspondingly high engine load;

- to determine said level of FAME in said fuel, based on said comparison as a basis for said adaptation. Following the method step s401 , the method is completed.

Figure 4b illustrates schematically a flow chart of a method for control of the

operation of a motor vehicle, which operation is adapted to the occurrence of FAME in the fuel to a combustion engine of said motor vehicle, according to one aspect of the present invention.

The method comprises an initial method step s410. Method step s410 comprises the step of determining whether a predetermined state prevails in the vehicle 100. If said state prevails, the method according to the invention is activated. One example of such a predetermined state is that the vehicle's engine 230 is not operated when idling. Another example of such a predetermined state is that the vehicle's engine 230 is operated at a load representing 80-100% of the maximum achievable load. In the event said state prevails, a subsequent method step s420 is carried out. Another example of such a predetermined state is that the vehicle's engine 230 is operated at an output delivered from said combustion engine, representing 80-100% of the maximum achievable output. Another example of such a predetermined state is that the vehicle's engine 230 is operated at a torque delivered from said combustion engine, representing 80-100% of the maximum deliverable torque.

The method step s420 comprises the step of determining outcomes in at least one of the parameters engine torque T, exhaust temperature Temp and NO _x level in exhausts from said combustion engine 230. This shall, according to one embodiment, occur at operation with the current fuel, at operation with a high engine load

significantly differing from idling, or when said predetermined state of the vehicle 100 prevails according to step s410. The method step s420 may comprise determination of a prevailing engine torque T in said engine 230. This may be carried out with the first control device 200. The method step s420 may comprise determining a prevailing NO _x level in exhausts from said engine 230. This may be carried out with procedures stored in the first control device 200. This may be carried out with the first NO _x sensor 240 and/or the second ΝΟχ sensor 270. The method step s420 may comprise determining a prevailing temperature Temp. This may be carried out through said temperature sensor 280. The method step s420 may comprise determining a modelled prevailing temperature Tmod of the engine's exhausts, with procedures stored in the first control device 200. Following the method step s420, a subsequent method step s430 is completed.

The method step s430 comprises the step of comparing said outcome with outcomes relating to corresponding parameters at operation with a reference fuel, at operation with corresponding high engine load. This is described in more detail with reference to Figures 3a-3b. Following the method step s430, a subsequent method step s440 is completed.

The method step s440 comprises the step of determining said level of FAME in said fuel, based on said comparison as a basis for said adaptation. This may be carried out with the first control device 200. Said determined level of FAME in said fuel is associated with a corresponding predefined range of FAME. The method step s440 may comprise the step to, based on the thus determined FAME level, select a level range from a predetermined set of predetermined level ranges. Following the method step s440, a subsequent method step s450 is completed.

The method step s450 comprises the step of, for the thus selected level range of FAME, determining a set of control parameters for control of said operation of said motor vehicle. Following the method step s450, a subsequent method step s460 is completed.

The method step s460 comprises the step of controlling at least one

system/device/component in the vehicle, based on the thus selected level range of FAME. Said control may e.g. relate to the control of the dosage device 250, the engine 230, the pump 230 or another suitable device in the vehicle 100. Said control may e.g. relate to the feeding of fuel to a DOC device in the first passage 235. Said control may e.g. relate to the control variables in the engine 230, such as injection timing, mode handling, correction of fuel amount, timing, EGR level (%), rail pressure, turbo, etc., of the engine 230, in order to achieve heat-increasing measures in an after-treatment system of the vehicle 100. Following the method step s460, the method is completed.

With reference to Figure 5, a diagram of an embodiment of a device 500 is shown. The control devices 200 and 210, which are described with reference to Figure 2, may in one embodiment comprise the unit 500. The unit 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550. The nonvolatile memory 520 has a first memory part 530, wherein a computer program, such as an operating system, is stored to control the function of the unit 500. Further, the unit 500 comprises 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.

A computer program P is provided, comprising procedures for the control of the operation of a motor vehicle, the operation of which is adapted to the occurrence of FAME in fuel for a combustion engine of said motor vehicle.

The computer program P comprises procedures to determine a level of FAME in said fuel.

The computer program P comprises procedures to determine outcomes for at least one of the parameters engine torque, exhaust temperature and NO _x level in exhausts from said combustion engine at operation with current fuel, at operation with high engine load significantly differing from idling. The computer program P comprises procedures to compare said outcome with outcomes relating to corresponding parameters at operation with a reference fuel, at operation with a correspondingly high engine load. The computer program P comprises procedures to determine said level of FAME in said fuel, based on said comparison as a basis for said adaptation. The computer program P comprises procedures for selecting, based on the thus determined FAME level, a level range from a predetermined set of predetermined level ranges.

The computer program P comprises procedures to determine, for the thus selected level range, a set of control parameters for control of said operation of said motor vehicle.

The computer program P comprises procedures to determine said outcome at a prevailing load of said combustion engine, representing 80-100% of the maximum achievable load at operation with the current fuel.

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 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 51 1. 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, L270, L280 and L292 may e.g. be connected to the data port 599 (see Figures 2a and 2b).

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 a prevailing mass flow in the exhausts in the first passage 235. According to one embodiment, signals received in the data port 599 comprise information about a prevailing temperature Tmeas in the exhausts in the first passage 235. According to one embodiment, signals received in the data port 599 comprise information about the NO _x level in the exhausts in the first passage 235. According to one embodiment, signals received in the data port 599 comprise information about the NOx level in the exhausts in the second passage 245. The signals received in the data port 599 may be used by the device 500 in order to determine said level of FAME in the fuel of the vehicle, to adapt operation of said vehicle 100 to said determined level of FAME in the fuel.

Parts of the methods described herein may be carried out by the unit 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.