SE1350622A1 - Method and apparatus for streamlining engine operation of a motor vehicle - Google Patents

Abstract

SUMMARY The invention relates to a method for streamlining the engine operation of a motor vehicle comprising the steps of continuously determining (s410; s420; s430) one or more of the parameters exhaust temperature (Texh), coolant temperature (Tcool) and oil temperature (Toil); - continuously determining (s440) change of at least one of said temperatures (Texh; Tcool; Toil) as a basis for controlling heat development of said engine (240), and - controlling (s450) said heat development to achieve a desired operating state of said engine . The invention also relates to a computer program product comprising program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention also relates to a device for streamlining the motor operation of a motor vehicle (100) and a motor vehicle equipped with said device.

Description

TECHNICAL FIELD The present invention relates to a method for streamlining the engine operation of a motor vehicle. The invention also relates to a computer program product comprising program code of a computer for implementing a method according to the invention. The invention also relates to a device for streamlining the motor operation of a motor vehicle and a motor vehicle equipped with said device.

BACKGROUND In today's motor vehicles, control of the engine's power output can be regulated on the basis of a radiating temperature at the coolant water for cooling the said engine. Said control can be performed by deciding whether a radiating temperature of said cooling water exceeds a predetermined value. If said temperature exceeds said predetermined value, the operating condition of said motor can then be adjusted, for example by introducing torque limitations of said motor to enable cooling of said motor. However, there are disadvantages to this procedure. For example, a torque limitation on the engine during simultaneous operation of power outlets connected thereto, such as a water pump in a fire truck or a hydraulic pump for a ladder in a fire truck, can mean catastrophic consequences.

It is undesirable to allow a suitable power output of an engine of a vehicle in order to be able to minimize the amount of unwanted emissions during operation and to provide a lawful fuel consumption. Furthermore, it is desirable to allow a suitable power output of an engine of a vehicle so as not to shorten the total service life of said engine in the onoclan.

SUMMARY OF THE INVENTION There is a need to effectively control heat generation of an engine in order to avoid, minimize or reduce the above-mentioned disadvantages. An object of the present invention is to provide a new and advantageous method for streamlining the engine operation of a motor vehicle.

Another object of the invention is to provide a new and advantageous device arranged to streamline the engine operation of a motor vehicle and a new and advantageous computer program for streamlining the engine operation of a motor vehicle.

A further object of the invention is to provide a method, an apparatus and a computer program for achieving improved performance of a motor vehicle.

A further object of the invention is to provide an alternative method, an alternative device and an alternative computer program for achieving improved performance of a motor vehicle.

A further object of the invention is to provide an alternative method, an alternative device and an alternative computer program for streamlining the engine operation of a motor vehicle.

Some of these objects are achieved with a method for streamlining the engine operation of a motor vehicle according to claim 1. Some of these objects are alternatively achieved by a device for streamlining the engine operation of a motor vehicle according to claim 10. Advantageous embodiments are stated in the dependent claims.

According to one aspect of the present invention, there is provided a method of streamlining engine operation of a motor vehicle, comprising the steps of: continuously determining one or more of the parameters exhaust temperature, coolant temperature and oil temperature; continuously determining change of at least one of said parameters exhaust temperature, coolant temperature and oil temperature as a basis for controlling heat development has said engine, and 3 controlling said heat development to achieve a desired operating condition of said engine.

Advantageously, a higher power output of said engine can be allowed for a longer time than in cases where the heat development of the engine is controlled on the basis of predetermined threshold intervals regarding, for example, a cooling medium for said engine. In this case, insignificant power take-off reductions can be avoided, which means, for example, that different power units do not need to be deactivated or that insignificant motor torque reductions are activated.

According to one aspect of the present invention, there is provided a method of streamlining the engine operation of a motor vehicle, comprising the steps of: continuously determining one or more of the parameters exhaust temperature, coolant temperature and lubricant temperature; continuously determining change of at least one of said parameters exhaust temperature, coolant temperature and lubricant temperature as a basis for controlling heat development of said engine, and controlling said heat development to achieve a desired operating condition of said engine.

According to one aspect of the present invention, there is provided a method of streamlining the engine operation of a motor vehicle, comprising the steps of: continuously determining one or more of the parameters exhaust temperature, coolant temperature and lubricant temperature; continuously determining change of at least one of said parameters exhaust temperature, coolant temperature and lubricant temperature as a basis for controlling heat development of said engine, and controlling said heat development to achieve a desired and / or suitable temperature of said engine.

By controlling said heat development on the basis of said at least one change, desirable and suitable cooling processes and / or heating processes of said engine can be achieved. By controlling said heat development on the basis of trends of at least one of said parameters, desirable and suitable cooling processes and / or heating processes of said engine can be achieved.

According to one aspect of the present invention, there is provided a method of streamlining engine operation of a platform, for example a forestry machine, mining watercraft or fire truck, comprising the steps of: continuously determining one or more of the parameters exhaust temperature, coolant temperature and lubricant temperature; continuously determining change of at least one of said parameters exhaust temperature, coolant temperature and lubricant temperature as a basis for controlling heat development of said engine, and controlling said heat development to achieve a desired operating condition of said engine.

According to one aspect of the present invention, there is provided a method of streamlining engine operation of a motor vehicle, comprising the steps of: continuously determining one or more of the parameters exhaust temperature, coolant temperature and oil temperature; continuously determining change of at least one of said parameters exhaust temperature, coolant temperature and oil temperature as a basis for controlling heat development of said engine, and controlling said heat development to achieve substantially optimal operation from a temperature perspective.

Advantageously, a method is provided which can contribute to increased performance of said engine. Advantageously, a method is provided which can contribute to increased efficiency of said engine. Advantageously, a method is provided which can contribute to an increased service life of the said engine.

By, where applicable, by control, allowing a relatively high heat evolution caused by a relatively high combustion temperature of the combustion chamber of said engine, a relatively high power output from said engine can be allowed. In this case, an improved efficiency of the vehicle is also achieved. It should also be noted that material requirements for vehicle components as well as regulated emission requirements are associated with upper limits for permitted heat generation. According to an aspect of the invention, an appropriate control of said heat generation can be provided, taking into account said power outlets and upper limits for permitted heat generation.

The method may comprise the step of: - continuously determining a rate of change of at least one of said temperatures as a basis for prediction concerning the change of said heat evolution. In this case a versatile and robust method is provided, where different changes of different parameters can be used for said control. By considering changes in an exhaust gas temperature, a procedure with a short response time is achieved. By considering a lubricant temperature, a process with a rather short response time is achieved. In addition, by considering a coolant temperature, a robust process is achieved, where the said three temperatures can be checked against each other and possibly boarded in priority or graded for undesirable weighting of said substrate.

By controlling heat generation according to the method according to the invention, a viscosity of said lubricant can advantageously be maintained at a suitable level. Said viscosity is temperature dependent. In this case, time intervals for scheduled service can be advantageously optimized.

A trend of decreasing rate of change at at least one of said temperatures can be taken as an indication that a prevailing operating condition is approaching said desired operating condition. According to one example, in the event that a suburban 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 current operating condition is approaching said desired operating condition or has actually reached said desired operating condition. Said rate of change of at least one of said temperatures may be called suburban derivative with respect to the time of at least one of said temperatures. 6 A trend of increasing rate of change of at least one of said temperatures can be taken as an indication that a radiating operating state is leaving Iran the said desired operating state. According to one example, in the event that a suburban 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 radiating operating state deviates from said desired operating state or has actually left said desired operating state. Said rate of change of at least one of said temperatures may be called suburban derivative with respect to the time of at least one of said temperatures.

The method may comprise the step of: controlling said heat generation by controlling an operating point of said motor. In this case, the said heat development can be controlled in an efficient manner, both in terms of time and industry economy.

The method may comprise the step of: controlling said heat generation by controlling power consuming functions of said vehicle. In this case, the said heat development can be controlled in an efficient manner, both in terms of time and industry economy.

Said control of power consuming functions at least one of the following steps, namely to: control operation of a power take-off; control the operation of a hybrid system; control the operation of at least one electric generator.

A versatile procedure is provided. in said vehicle may include The method may comprise the step of: controlling operation of said engine while maintaining the desired operating condition thus obtained and thereby allowing operation of said engine, at least for a certain period of time, corresponding to an increased heat evolution. In this case, it can be avoided in the onoclan to reduce an available engine torque or power output of the engine, which increases the performance of said vehicle when operating the same. The method may comprise the step of: - determining an engine temperature on the basis of said temperatures, said desired operating condition being defined by an engine temperature within a predetermined temperature range.

Said desired operating condition can be marked by an engine temperature within a predetermined temperature range. In this case, a reduction in undesirable emissions can be obtained. At the same time, industry consumption can be optimized. Another advantage is that the said engine can thereby maintain a desirable durability. Another advantage is that intervals for service guards regarding said motor do not need to be shortened in onoclan.

According to one aspect of the present invention, predicted heat generation increases can be advantageously handled so as to achieve a relatively slow heat generation increase. In this case, a cooling demand for said engine can advantageously be reduced. Furthermore, if a predicted / estimated future cooling demand of said engine can be advantageously handled in such a way that initiation of increased cooling effect of said engine is initiated at a relatively early stage, ie before said estimated cooling demand actually arises. The corresponding principle is applicable to predicted / estimated heat generation reductions, where heating of the said engine is required.

The inventive method can be implemented in existing motor vehicles.

Program code for streamlining the engine operation of a motor vehicle according to an aspect of the invention may be installed in a control unit of the vehicle in the manufacture thereof. A buyer of the vehicle may thus have the option of selecting the function of the procedure as an option. Alternatively, program code for performing the inventive method may be installed in a control unit of the vehicle when upgrading at a service station. In this case, the software can be loaded into a memory in the control unit. Program code to streamline the engine operation of a motor vehicle can be updated or replaced. Furthermore, different parts of the program code can be exchanged independently of each other. This modular configuration is advantageous from an underpass perspective.

According to one aspect of the present invention, there is provided an apparatus for streamlining the engine operation of a motor vehicle, comprising: means adapted to continuously determine one or more of the parameters exhaust temperature, coolant temperature and oil temperature; means adapted to continuously determine change of at least one of said temperatures as a basis for controlling heat development of said engine, and - means adapted to control said heat development to achieve a desired operating condition of said engine.

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

By, where applicable, by control, allowing a relatively high heat development caused by a relatively high combustion temperature of the combustion chamber of said engine, a relatively high power output from said engine can be allowed. In this case, an improved efficiency of the vehicle is also achieved. It should also be pointed out that material requirements for vehicle components as well as regulated emission requirements are associated with upper limits for permitted heat generation. According to one aspect of the invention, an appropriate control of said heat generation can be provided, taking into account said power outlets and upper limits for permissible heat generation.

The device may comprise: means adapted to continuously determine a rate of change of at least one of said temperatures as a basis for prediction regarding the change of said heat evolution.

The device may comprise: means adapted to, in the event of a trend of decreasing rate of change, take this as an indication that said operating condition is approaching said desired operating condition.

The device may comprise: 9 means adapted to, in the event of a trend of increasing rate of change, take this as an indication that said operating condition deviates from said desired operating condition.

The device may comprise: - means adapted to control said heat development by controlling an operating point of said motor.

The device may comprise: means adapted to control said heat generation by controlling power consuming functions of said vehicle.

The aforesaid power consuming functions may comprise at least one of the following units: a power take-off; a hybrid system; and - an electric generator.

The device may comprise: means adapted to control operation of said engine while maintaining the thus achieved desired operating condition and thereby allowing operation, at least for a certain period of time, corresponding to an increased heat generation.

The device may comprise: means adapted to determine an engine temperature on the basis of said temperatures, said desired operating state being defined by an engine temperature within a predetermined temperature range.

The above objects are also achieved with a motor vehicle which comprises said device for streamlining the engine operation of a motor vehicle. The motor vehicle can be a truck, bus or car.

According to one aspect of the invention, there is provided a computer program for streamlining the engine operation of a motor vehicle, said computer program comprising program code for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps of any of claims 1-9.

According to one aspect of the invention, there is provided a computer program for streamlining the engine operation of a motor vehicle, said computer program comprising program code stored on a computer readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps of any of claims 1-9.

According to one aspect of the invention, there is provided a computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-9, when said program code! Cars on an electronic control unit or another computer connected to the electronic the control unit.

Additional objects, advantages, and novel features of the present invention will become apparent to those skilled in the art from the following details, as well as through the practice of the invention. While the invention is described below, it should be understood that the invention is not limited to the specific details described. Those skilled in the art having access to aroma hari will again appreciate additional applications, modifications and incorporations within other fields which are within the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS For a more complete understanding of the present invention and further objects and advantages of the present invention, reference is now made to the following detailed description which is to be read in conjunction with the accompanying drawings in which like reference numerals refer to like parts throughout the figures. 1 schematically illustrates a vehicle, according to an embodiment of the invention; Figure 2a schematically illustrates a device, according to an embodiment of the invention; Figure 2b schematically illustrates a device, according to an embodiment of the invention; Figure 2c schematically illustrates a device, according to an embodiment of the invention; Figure 3a schematically illustrates a diagram, according to an aspect of the invention; Figure 3b schematically illustrates a diagram, according to an aspect of the invention; Figure 3c schematically illustrates a diagram, according to an aspect of the invention; Figure 4a schematically illustrates a flow chart of a process, according to an embodiment of the invention; Figure 4b schematically illustrates in further detail a flow chart of a process, according to an aspect of the invention; Figure 5 schematically illustrates a computer, according to an embodiment of the invention.

DETAILED DESCRIPTION OF THE FIGURES Referring to Figure 1, there is shown a side view of a vehicle 100. The exemplary vehicle 100 consists of a tractor 110 and a trailer 112. According to one embodiment, the vehicle 100 includes a lubrication system for lubricating at least one engine of the vehicle 100. According to In one embodiment, the vehicle 100 comprises a cooling system for cooling at least one engine of the vehicle 100. According to one embodiment, the vehicle 100 comprises an exhaust duct arranged to direct exhaust gases from said engine to an environment of said vehicle 100. Said lubrication system, cooling system, exhaust system and said engine are described. in further detail with male reference to, for example, Figure 2a and Figure 2b. The vehicle can be a heavy vehicle, such as a truck or a bus. The vehicle can alternatively be a car.

The vehicle can alternatively be a truck, dump truck, crane, or other suitable platform.

It should be noted that the invention is suitable for application to a platform with a suitable lubrication system, cooling system and exhaust system and at least one engine and is not limited to motor vehicles. The inventive method and the inventive device according to an aspect of the invention are suitable for other platforms Jn motor vehicles, such as e.g. watercraft. The watercraft can be of any suitable type, such as e.g. motorboats, ships, ferries, ubkar, svavare or ships.

The inventive method and the inventive device according to an aspect of the invention are also suitable for e.g. a stone crusher or the like. The inventive method and the inventive device according to an aspect of the invention also illuminate choices for systems including e.g. industrial engines and / or motorized industrial robots.

The inventive method and the inventive device according to an aspect of the invention also illuminate choices for different types of power plants, such as e.g. an electric power plant comprising a diesel generator.

The inventive method and the inventive device are suitable for an arbitrarily suitable engine system which includes an engine and associated lubrication system, cooling system and / or exhaust system, such as e.g. at a locomotive or other platform.

The inventive method and the inventive device are suitable for any system which includes a suitable NOR generator.

The term "lank" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave link.

In this he uses the term "line" to a passage to hold and transport a fluid, such as e.g. a lubricant or a coolant in liquid form. The pipe can be a rudder of any dimension. The wire can consist of an arbitrary, suitable material, such as e.g. plastic, rubber or metal !.

The term "lubricant" refers to an agent which is suitable for use in lubricating an engine of said vehicle 100. According to one embodiment, said lubricant is lubricating oil. Said lubricating oil may be an ethylene-based lubricating oil. Said lubricant may be a wet substance intended to reduce in an object, such as an engine, friction between the movable debar arranged therein and to reduce wear in these debar.

Said lubricant may be a suitable fluid intended to reduce in a motor friction 13 between movable parts arranged clari and to reduce wear of these parts. The said lubricant is, for example, intended to cool pistons of cylinders having the said engine.

Said lubricant may be a synthetic lubricant. Said lubricant may be an organic lubricant. Said lubricant may be formed from 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 an appropriate density.

Of course, other types of suitable lubricants can be used according to the inventive method and the inventive device. Here, lubricating oil is given as an example of a lubricant, but one skilled in the art will recognize that the inventive process and inventive lubricant system can be realized for other types of lubricants.

The term "coolant" refers to an agent which is suitable for use in cooling an engine of said vehicle 100. Said coolant according to an embodiment of the so-called cooler sink. The said refrigerant is a suitable refrigerant. Said refrigerant may be an aqueous refrigerant. According to one embodiment, said cooling medium may comprise a freezing point lowering agent, for example glycol. Said cooling medium is intended to cool, for example, a cylinder head of said engine. Said cooling medium is intended to cool, for example, cylinders of said engine.

Referring to Figure 2a, a device 299 of the vehicle 100 is shown. The vehicle includes an engine 240. The engine 240 may be an internal combustion engine, for example a diesel engine. The device comprises a lubrication system of the vehicle 100 for arranged to lubricate said engine 240. The lubrication system may be arranged in the tractor 110. The lubrication system is arranged to lubricate said engine 240 by means of lubricant in a suitable manner.

Said engine 240 may be an internal combustion engine arranged to drive drive wheels of said vehicle 100 by means of a dedicated transmission. Said engine 240 is also arranged 14 to drive various power units 295 of the vehicle. Said power units can be various suitable power units including, for example, a generator, electric machine and energy storage of a hybrid system, AC unit, etc.

The device 299 according to this example comprises 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 shown), by means of which valve configuration, for example, service personnel can drain lubricant of the lubrication system. Said container 205 is further arranged to be able to be filled p5 by means of lubricant if necessary.

A first line 271 is arranged to lead said lubricant to a pump 230 from the container 205. The pump 230 may be any suitable lamp pump. The pump 230 may be a diaphragm pump comprising at least one filter. The pump 230 may be arranged to be operated by means of an electric motor (not shown). The pump 230 may be arranged to pump said lubricant from the container 205 via the first line 271 and via a second line 272 supply said lubricant to said motor 240 for lubrication.

A third conduit 273 is presently disposed between said motor 240 and said container 205. The third conduit 273 is arranged to return said lubricant to the container 205 supplied to the engine 240. According to an exemplary embodiment, this can be done by gravity. According to an alternative, lubricant can be returned by means of dedicated means (not shown), for example an additional pump. In this case, a closed system is provided for said lubricant.

The first control unit 200 is arranged for communication with the pump 230 via a long L230. The first control unit 200 is arranged to control the operation of the pump 230. According to one example, the first control unit 200 is arranged to control the pump 230 by means of an electric motor (not shown). According to one example, the first control unit 200 is arranged to control operation of the pump by seconding a radiating RPM of the pump 230. According to another example, the first control unit 200 is arranged to control operation of the pump by seconding a stroke of the pump 230.

The first control unit 200 is arranged for communication with a temperature sensor 250 via a long L250. Said temperature sensor 250 is arranged to continuously detect a radiating temperature of 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 radiating temperature Toil of lubricant in the container 205. Said temperature sensor 250 is arranged to continuously detect a radiating temperature Toil of said lubricant in the container 205 during operation of the vehicle 100. Said temperature sensor 250 is arranged to continuously detect a radiating temperature Toil of said lubricant in the container 205 under lard with the vehicle 100.

Said temperature sensor 250 is arranged to continuously send signals S250 including information about a radiating temperature Toil of lubricant in the container 205 to the first control unit 200 via the line L250.

The first control unit 200 is arranged for communication with the motor 240 via a long L240. In this case, for example, a speed of rpm of the said motor 240 can be affected in an appropriate manner. The first control unit 200 is arranged to control operation of said motor 240. The first control unit 200 is arranged to actuate an operating point of said motor 240. The first control unit 200 is adapted to control power outlets of said motor 240. The first control unit 200 is adapted to affect a radiating heat development of said engine 240.

According to an exemplary embodiment, the motor 240 is arranged to drive a number of power take-offs 295. The first control unit 200 can be arranged to control said power take-off 295 by means of control commands which are sent via a dedicated L295. Said power take-off 295 may be an appropriate number of power take-offs. Examples of power take-offs can be an electric generator, an AC unit, an electric machine of a hybrid system, etc. Said power take-offs 295 can also be referred to as power-consuming functions.

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

The first control unit 200 is adapted to streamline the engine operation of a motor vehicle, in accordance with the present invention.

The first control unit 200 is adapted to continuously determine an engine temperature p5 based on one or more 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 unit 200 is adapted to continuously determine change of at least one of said temperatures as a basis for controlling heat development of said motor. The first control unit 200 is adapted to control said heat generation to achieve a desired operating state of said motor. The first control unit 200 is adapted to continuously determine the rate of change of at least one of said temperatures as a basis for prediction / prediction / estimation concerning the change of said heat evolution. The first control unit 200 is adapted to, in the event of a trend of decreasing rate of change, take this as an indication that a changing operating state is approaching the desired operating state. The first control unit 200 is adapted to, in the event of a trend of increasing speed of change, take this as an indication that a current operating state is deviating from said desired operating state. The first control unit 200 is adapted to control said heat generation by controlling an operating point of said motor. The first control unit 200 is adapted to control said heat generation by controlling power consuming functions 295 of said vehicle. The first control unit 200 is adapted to control power consuming functions 295 of said vehicle by: controlling operation of a power take-off; and / or control the operation of a hybrid system; and / or control the operation of at least one electric generator.

The first control unit 200 is adapted to control the operation of said engine while maintaining the desired operating condition thus obtained and thereby allowing operation, at least for a certain period of time, corresponding to an increased heat generation. The first control unit 200 is arranged for communication with presentation means 285 via a line L285. Said display means 285 may be provided in a driver's cab of the vehicle 100. Said display means 285 may be fixedly mounted in the vehicle 100. Said display means 285 may be a mobile electronic unit.

Said display means 285 may include, for example, a display screen. The first control unit 200 is arranged to, by means of said display means 285, present relevant information regarding the inventive method for making engine operation of a motor vehicle more efficient. The first control unit 200 may be arranged to present by means of said display means 285 information on whether a radiating temperature of the motor 240 is within a predetermined temperature range. Said temperature range may be associated with a substantially optimal heat evolution of said engine 240.

A second control unit 210 is arranged for communication with the first control unit 200 via a long L210. The second control unit 210 may be releasably connected to the first control unit 200. The second control unit 210 may be a control unit external to the vehicle 100. The second control unit 210 may be arranged to perform the inventive process steps. The second control unit 210 can be used to load program code to the first control unit 200, in particular program code to perform the inventive method. The second control unit 210 may alternatively be arranged for communication with the first control unit 200 via an internal network in the vehicle.

The second control unit 210 may be arranged to perform substantially the same functions as the first control unit 200, such as e.g. to: continuously determine one or more of the parameters exhaust temperature, coolant temperature and oil temperature; continuously determining change of at least one of said temperatures as a basis for controlling heat generation of said engine, and - controlling said heat evolution to achieve a desired operating state of said engine. Referring to Figure 2b, there is shown a device 399 of the vehicle 100. The device comprises a cooling system of the vehicle 100 for 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 heat said engine 240 by means of a coolant p5 suitably set.

The device 399 according to this example comprises 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 shown), by means of which valve configuration, for example, service personnel can drain coolant from the cooling system. Said container 305 is further arranged to be able to be filled p5 with coolant if necessary.

A first line 371 is arranged to direct said coolant to a pump 330 from the container 305. The pump 330 may be any suitable lamp. The pump 330 may be a diaphragm pump comprising at least one filter. The pump 330 may be arranged to be operated by means of an electric motor (not shown). The pump 330 may be arranged to pump said coolant from the container 305 via the first line 371 and via a second line 372 supply said coolant to said motor 240 for cooling / heating.

A third line 373 is provided between said motor 240 and said container 305. The third line 373 is arranged to return said coolant to the motor 240 supplying the container 305. According to an exemplary embodiment, this can be done by gravity. According to an alternative, refrigerant can be returned by means of dedicated means (not shown), for example an additional pump. A closed system is provided for said coolant.

The first control unit 200 is arranged for communication with the pump 330 via a long L330. The first control unit 200 is arranged to control operation of the pump 330. According to one example, the first control unit 200 is arranged to control the pump 330 by means of an electric motor (not shown). According to one example, the first control unit 200 is arranged to control operation of the pump by second a rotating speed RPM of the pump 330. According to another example, the first control unit 200 is arranged to control operation of the pump by seconding a stroke of the pump 330.

The first control unit 200 is arranged for communication with a temperature sensor 3 via a long L350. Said temperature sensor 350 is arranged to continuously detect a radiating temperature Tcool of 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 cooling temperature Tcool of coolant in the container 305. Said temperature sensor 350 is arranged to continuously detect a radiating temperature Tcool of said coolant in the container 305 during operation of the vehicle 100. Said temperature sensor 350 is arranged to continuously detect a radiating temperature Tcool of said coolant in the container 305 while traveling with the vehicle 100. Said temperature sensor 350 is arranged to continuously send signals S350 including information of a radiating temperature Tcool of coolant in the container 305 to the first control unit 200 via the line L350.

The first control unit 200 is arranged for communication with the motor 240 via a long L240. The first control unit 200 is arranged to control said motor 240 p5 in the specified set.

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

The first control unit 200 is arranged for communication with said presentation means 285 via said line L285. The first control unit 200 is arranged to, by means of said display means 285, present relevant information regarding the inventive method for making engine operation of a motor vehicle more efficient. The first control unit 200 may be arranged to present by means of said display means 28 information on whether a moving temperature of the motor 240 is within a predetermined temperature range. Said temperature range may be associated with a substantially optimal heat evolution of said engine 240.

Figure 2c schematically illustrates a device 499, according to an embodiment of the invention. 1-larvid illustrates said engine 240. An exhaust duct 290 is arranged to direct exhaust gases from said engine 240 to an environment. According to one embodiment, the exhaust duct 290 may comprise, for example, a diesel oxidation catalyst (DOC unit) 259 and an SCR catalyst 270.

The first control unit 200 is arranged for communication with a temperature sensor 260 via a long L260. The temperature sensor 260 is arranged to detect a radiating temperature Texh of an exhaust stream from the vehicle engine 240. According to an example Jr the temperature sensor 260 arranged at said exhaust duct 290 directly downstream of the vehicle engine and upstream said DOC unit 259. According to an example Jr the temperature sensor 260 arranged at said exhaust duct 290 downstream of said DOC unit 259 and upstream of said SCR catalyst 270. According to an example, the temperature sensor 260 is arranged at said exhaust duct 290 downstream of said SCR catalyst 259. The temperature sensor 260 may be provided in a suitable stable and in a suitable manner in said 290. The temperature sensor 260 is arranged to continuously detect a radiating temperature Texh of the exhaust stream and send signals S260 including information about said radiating temperature Texh via the line L260 to the first control unit 200.

According to one embodiment, the first control unit 200 and / or the second control unit 2 are arranged to calculate said temperature Texh. This can be done by means of a calculation calculation stored therein. The first control unit 200 and / or the second control unit 210 may be arranged to calculate said first temperature Texh on the basis of, for example, a radiating exhaust mass flow, radiating speed of the engine 240 and radiating load of the engine 240.

The first control unit 200 is arranged for communication with said presentation means 285 via said line L285. The first control unit 200 is arranged to, 21 by means of said presentation means 285, present relevant information regarding the inventive method in order to make engine operation of a motor vehicle more efficient. The first control unit 200 may be arranged to present by means of said display means 285 information on whether a radiating temperature of the motor 240 is within a predetermined temperature range. Said temperature range may be associated with a substantially optimal heat evolution of said engine 240.

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

The diagram illustrates a running temperature Toil of said lubricant for the engine 240 as a function of time T. The temperature Toil is given in degrees Kelvin and the time T is given in seconds.

A first spruce value THloil and a second spruce value TH2oil indicate limits for a suitable temperature range THloil-TH2oil of said lubricant. D5 a radiating temperature Toil of said lubricant is within said temperature range THloil-TH2oil Even a temperature of said engine may be within a suitable temperature range. If a temperature of said motor is within the said suitable temperature range for said motor, said motor is operated in a substantially optimal and / or desired and / or suitable manner.

During a cold start of the vehicle (at time 0), said lubricant shows a starting temperature. During operation of said engine 240, the said temperature increases to Toil to at a first time Tloil reach the said spruce value THloil. In continued operation, according to this example, said temperature of the lubricant will exceed said spruce value TH2oil, which is undesirable from a temperature perspective with respect to said motor 240.

According to one aspect of the present invention, changes in a development of said lubricant temperature Toil are contemplated. In this case, for example, a suburban derivative with respect to the time of said lubricant temperature Toil can be continuously considered. In this case, for example, a second derivative with respect to the time of said lubricant temperature Toil can be continuously considered. In this case, for example, established trends 22 of the said lubricant temperature Toil can be continuously taken into account. The above-mentioned dye derivatives with respect to the time of said lubricant temperature Toil may also be referred to as the rate of change of said lubricant temperature Toil.

By considering said suburban derivative of said lubricant temperature Toil and / or said second derivative of said lubricant temperature Toil, a substrate for controlling heat development of said motor 240 can be established. engine 240.

According to the invention, by taking into account said changes of said lubricant temperature Toil, it can be determined if there is a risk that said motor 240 will continue to receive a temperature which is not desirable. A non-adverse condition of said engine 240 corresponds to a temperature Toil of said lubricant being outside said temperature range THloil-TH2oil.

By taking into account changes in said temperature Toil in said lubricant, it can be determined at an early stage that an engine temperature is likely to show an undesirable heat development. By considering changes in said temperature Toil in said lubricant, it can be determined at an early stage whether an engine temperature is likely to show an undesirable heat evolution.

According to one aspect of the present invention, the motor 240 and / or other systems, assemblies or components which may thermally affect said motor 240 may be actively controlled on the basis of said changes in lubricant temperature Toil. In this case, the heat development of the engine can be controlled in such a way that it corresponds to an increased extent in that said lubricant temperature is in the range THloil-TH2oil, whereby said heat development of the engine 240 is suitable.

Thus, at a start-up process, i.e. between time 0 and time Tloil, active actions can be performed to suitably increase a temperature of said engine 240. These actions can be performed on the basis of said determined changes of 23 lubricant temperatures Toil. In this case, the said motor temperature can be controlled to a suitable value in a relatively fast manner.

During operation, for example shortly before, at or immediately after the time T2oil, active measures may be taken to suitably lower a temperature of said engine 240.

The said actions can be performed on the basis of the aforementioned fixed changes in lubricant temperatures Toil. In this case an effective control of the heat development of the engine is achieved so that the engine temperature during operation can have a lamp temperature, which lamp engine temperature corresponds to a temperature of said lubricant which is within the said desired range! TH1oil-TH2oil.

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

The diagram illustrates a radiating temperature Tcool of said cooling medium for the engine 240 as a function of time T. The temperature Tcool is given in degrees Kelvin and the time T is given in seconds.

A first spruce value TH1cool and a second spruce value TH2cool indicate limits for a suitable temperature range TH1cool-TH2cool of said refrigerant. Since a radiating temperature Tcool of said coolant is within said temperature range TH1cool-TH2cool, a temperature of said engine may also be within a suitable temperature range. When a temperature of said motor is within said lamp temperature range of said motor, said motor is operated in a substantially optimal and / or undesirable and / or lamp-like manner.

During a cold start of the vehicle (at time 0), said coolant exhibits a starting temperature. When operating said motor 240, said temperature rises Tcool to at a first time T1cool reach said spruce value TH1cool. In continued operation, according to this example, said temperature of the refrigerant will exceed said spruce value TH2cool, which is undesirable from a temperature perspective with respect to said engine 240. According to one aspect of the present invention, changes in a development of said refrigerant temperature Tcool are considered. In this case, for example, a suburban derivative with respect to the time of said coolant temperature Tcool can be continuously considered. In this case, for example, a second derivative with respect to the time of said refrigerant temperature Tcool can be continuously considered. Said suburban derivative with respect to the time of said refrigerant temperature Tcool may also be referred to as the rate of change of said refrigerant temperature Tcool.

By considering said suburban derivative of said coolant temperature Tcool and / or said second derivative of said coolant temperature Tcool, a substrate for controlling heat development of said engine 240 can be established. Said substrate can then be used to control said heat development to achieve a desired operating condition. engine 240.

According to the invention, by taking into account said changes in said coolant temperature Tcool, it can be determined whether there is a risk that said engine 240 will continue to receive a temperature which is not undesirable during continued operation. A non-adverse condition of said engine 240 corresponds to a temperature Tcool of said coolant being outside said temperature range TH1cool-TH2cool.

By considering changes in said temperature Tcool in said coolant, it can be determined at an early stage that an engine temperature is likely to show an undesirable heat evolution. By taking into account changes in said temperature Tcool of said coolant, it can be determined at an early stage whether an engine temperature is likely to show an adverse heat evolution.

According to one aspect of the present invention, the engine 240 and / or other systems, assemblies or components which may thermally affect said engine 240 may be actively controlled on the basis of said changes in coolant temperature Tcool. In this case, the heat development of the engine can be controlled in such a way that it corresponds to an increased extent that said coolant temperature is in the range TH1cool-TH2cool, whereby said heat development of the engine 240 is suitable.

During a start-up process, i.e. between time 0 and time T1cool, active actions can be performed to increase the temperature of said engine 240 in an appropriate manner. Said actions can be performed on the basis of said determined changes in coolant temperatures Tcool. In this case, the said engine temperature can be controlled in a relatively fast manner to a suitable value.

During operation, for example shortly before, at or immediately after the time T2cool, active measures can thus be carried out in order to conveniently lower a temperature of said motor 240.

Said operations can be performed on the basis of said determined changes in coolant temperatures Tcool. Hereby an effective control of the heat development of the engine is achieved so that the engine temperature during operation can have a lamp temperature, which lamp engine temperature corresponds to a temperature of said coolant which is within said desired range! TH1cool-TH2cool.

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

The diagram illustrates a radiating temperature Texh of said exhaust gases from the engine 240 as a function of time T. The temperature Texh is given in degrees Kelvin and the time T is given in seconds.

A first spruce value TH1exh and a second spruce value TH2exh indicate limits for a suitable temperature range TH1exh-TH2exh of said exhaust gases. Since a radiating temperature Texh of said exhaust gases is within said temperature range TH1exh-TH2exh, a temperature of said engine can also be within a suitable temperature range. When a temperature of said motor is within said lamp temperature range of said motor, said motor is operated in a substantially optimal and / or undesirable and / or lamp-like manner.

During a cold start of the vehicle (at time 0), said exhaust gases show a starting temperature. During operation of said motor 240, said temperature increases Texh to at a first time T1exh reach the said spruce value TH1exh. In continued operation, 26 according to this example, said temperature of the exhaust gases will exceed said spruce value TH2exh, which is undesirable 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 gas temperature Texh are taken into account. In this case, for example, a suburban derivative with respect to the time of said exhaust gas temperature Texh can be continuously taken into account. In this case, for example, a second derivative with respect to the time of said exhaust gas temperature Texh can be continuously considered. Said suburban derivative with respect to the time of said exhaust gas temperature Texh may also be referred to as the rate of change of said exhaust gas temperature Texh.

By considering said suburban derivative of said exhaust gas temperature Texh and / or said second derivative of said exhaust gas temperature Texh, a substrate for controlling heat development of said engine 240 can be established. Said substrate can then be used to control said heat evolution to achieve a desired operating state of said exhaust. engine 240.

According to the invention, by considering said changes in said exhaust temperature Texh, it can be determined if there is a risk that said engine 240 will continue to obtain a temperature which is not undesirable during continued operation. A non-adverse condition of said engine 240 corresponds to a temperature Texh of said exhaust gases being outside said temperature range THlexh -TH2exh.

By considering changes in said temperature Texh of said exhaust gases, it can be determined at an early stage that an engine temperature is likely to show an undesirable heat development. By taking into account changes in said temperature Texh of said exhaust gases, it can be determined at an early stage whether an engine temperature is likely to show an adverse heat evolution.

According to one aspect of the present invention, the engine 240 and / or other systems, assemblies or components which may thermally affect said engine 240 may be actively controlled on the basis of said changes in exhaust temperature Texh. In this case, the heat development of the engine can be controlled in such a way that it corresponds to an increased extent in that said exhaust gas temperature is in the range TH1exh -TH2exh, whereby said heat development of the engine 240 is suitable.

At a start-up process, ie between time 0 and time T1cool, active actions can be performed to suitably increase a temperature of said motor 240.

The aforesaid operations can be carried out on the basis of the said fixed changes in exhaust temperatures Texh. In this case, the said engine temperature can be controlled in a relatively fast manner to a suitable value.

During operation, for example shortly before, at or immediately after the time T2exh, active measures may be taken to suitably lower a temperature of said engine 240. These measures may be performed on the basis of said determined changes in exhaust temperatures Texh. In this case, an effective control of the engine's heat development is achieved so that the engine temperature during operation can have a lamp temperature, which lamp engine temperature corresponds to a temperature of said exhaust gases which is within said desired range! TH1exh -TH2exh.

The said active measures may include one or more of the measures: Increase or decrease a flow of said lubricant in an appropriate manner; increase or decrease a flow of said refrigerant in an appropriate manner; second an operating point of said motor 240 in an appropriate manner; activating or deactivating a power take-off 295 driven by said motor 240; and charging an energy storage of a hybrid system coupled to a driveline of said motor 240.

Figure 4a schematically illustrates a flow chart of a method for streamlining the engine operation of a motor vehicle. The process includes one process step s401. The process step s401 comprises the steps of: continuously determining one or more of the parameters exhaust temperature Texh, coolant temperature Tcool and oil temperature Toil; continuously determining change of at least one of said parameters exhaust temperature Texh, coolant temperature Tcool and oil temperature Toil as a basis for controlling heat development of said engine, and 28 - controlling said heat development to achieve a desired operating condition of said engine. After procedure step s401, the procedure is terminated.

Figure 4b schematically illustrates a flow chart of a method for streamlining the engine operation of a motor vehicle, according to an aspect of the present invention.

The procedure includes a procedure step s410.

The process step S410 comprises the step of continuously determining said temperature Toil of said lubricant in said container 205, or at another suitable place of the lubrication system. This can be done by means of said temperature sensor 250. After the process step s410 a subsequent step s420 is performed.

The process step s420 comprises the step of continuously determining said temperature Tcool of said refrigerant in said container 305, or at another suitable place of the cooling system. This can be done by means of said temperature sensor 350. After the process step s420, a subsequent step s430 is performed.

The process step s430 comprises the step of continuously determining said temperature Texh of said exhaust gases in said channel 290, in a suitable position of the channel 290. This can be performed by means of said temperature sensor 260. After the process step s430 a subsequent step 5440 is performed.

The process step s440 comprises the step of continuously determining a change of at least one of said temperatures Toil, Tcool and Texh as a basis for controlling heat development of said motor 240. This can be performed by continuously determining a suburban derivative and / or second derivative of said temperatures Toil, Tcool and Texh. This can be done by means of said first control unit 200 and / or said second control unit 210. Step s440 may include the step of continuously determining the rate of change of at least one of said temperatures Toil, Tcool and Texh as a basis for prediction regarding said heat evolution change. After the step step s440, a subsequent step s450 is performed. The method step s450 comprises the step of controlling, where applicable, said heat evolution of said engine. This can be done by controlling an operating point of said motor 240. This can be done by controlling power consuming functions of said vehicle, for example by controlling operation of a power take-off, a hybrid system and / or an electric generator. After the step step s450, alternatively, the procedure continues.

Procedure steps s410, s420 and s430 can be performed in any suitable order. According to one example, said process steps s410, s420 and s430 can be performed substantially simultaneously.

Referring to Figure 5, there is shown a diagram of an embodiment of a device 500. The controllers 200 and 210 described with reference to Figures 2a, 2b and 2c may, according to one embodiment, include 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 portion 530 used in a computer program, s5 as an operating system, stored to control the operation of the device 500. Further, the device 500 comprises a bus controller, a serial communication port, I / O means, an A / D converter, a time and date input and transfer unit, a trade calculator and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.

According to one aspect of the invention, there is provided a computer program P for streamlining the engine operation of a motor vehicle 100.

The computer program P includes routines for: continuously determining one or more of the parameters exhaust temperature, coolant temperature and oil temperature; continuously determining change of at least one of said temperatures as a basis for controlling heat generation of said engine, and controlling said heat evolution to achieve a desired operating condition of said engine.

The computer program P comprises routines for continuously determining the rate of change of at least one of the said temperatures as a basis for prediction concerning the change of said heat evolution. The computer program P includes routines for, in the event of a trend of decreasing rate of change, taking this as an indication that said operating condition is approaching the desired operating condition. The computer program P includes routines for, in the event of a trend of increasing rate of change, taking this as an indication p5 that a radiating operating state deviates from said desired operating state. The computer program P comprises routines for controlling said heat development by controlling an operating point of said motor. The computer program P includes routines for controlling said heat development by controlling power consuming functions of said vehicle.

The computer program P includes routines for controlling power consuming functions of the vehicle 100 by: controlling operation of a power take-off; and / or control operation of a hybrid system; and / or control the operation of at least one electric generator.

The computer program P comprises routines for controlling operation of said motor while maintaining the thus achieved desired operating state and thereby allowing operation, at least for a certain period of time, corresponding to an increased heat generation.

The above routines can be performed separately or combined as appropriate.

The computer program P may be stored in an executable manner or p5 compressed in a memory 560 and / or in a read / write memory 550.

When it is described that the data processing unit 510 performs a certain function, it should be understood 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 which is stored in the read / write memory 550. The data processing device 510 can 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 to communicate with the data processing unit 510 via a data bus 511. The read / write memory 5 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. the lanes L210, L230, L240, L250, L330, L350, L260, L285 and L295 are connected (see Figures 2a, 2b and 2c).

When data is received on the data port 599, it is temporarily stored in the second memory part 540.

Once the received input data has been temporarily stored, the data processing unit 510 is ready to perform code execution in a manner described above.

According to one embodiment, signals received at data port 599 include temperature information of lubricant in container 205. According to one embodiment, signals received at data port 599 include temperature information Tcool of coolant in container 305. According to one embodiment, signals received at data port 599 include temperature information. Tex of exhaust gases in the exhaust duct 290. The received signals on the data port 599 can be used by the device 500 to control a heat evolution of said engine 240 in order to obtain a desired operating state thereof. Parts of the methods described herein may be performed by the device 500 using the data processing unit 5 as the program stored in the memory 560 or read / write memory 550. When the device 500 runs the program, the methods described herein are executed.

The foregoing description of the preferred embodiments of the present invention has been provided for the purpose of illustrating and describing the invention. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments were selected and described in order to best explain the principles of the invention and its practical applications, thereby enabling those skilled in the art to understand the invention for various embodiments and with the various modifications which are appropriate to the intended use. 32

Claims (22)

A method for streamlining the engine operation of a motor vehicle (100), comprising the steps of: - continuously (s410, s420, s430) determining one or more of the parameters exhaust temperature (Texh), coolant temperature (Tcool) and lubricant temperature (Toil); 1. continuously determining (s440) change of at least one of said temperatures (Texh; Tcool; Toil) as a basis for controlling heat development of said engine (240), and - controlling (s450) said heat development to achieve a desired operating state of said engine (240). A method according to claim 1, comprising the steps of: 1. continuously determining a rate of change of at least one of said temperatures (Texh; Tcool; Toil) as a basis for prediction regarding said heat evolution change. A method according to claim 2, wherein a trend of decreasing rate of change is taken as an indication that a rotating operating condition is approaching said desired operating condition. A method according to claim 2 or 3, wherein a trend of increasing rate of change is taken as an indication that a radiating operating state deviates from said desired operating state. A method according to any one of the preceding claims, comprising the step of: 1. controlling said heat generation by controlling an operating point of said motor (240). A method according to any one of the preceding claims, comprising the step of: 1. controlling said heat generation by controlling power consuming functions (295) of said vehicle. 33 The method of claim 6, wherein said controlling power consumption functions (295) of said vehicle comprises at least one of the following steps: 1. controlling operation of a power take-off; 2. control the operation of a hybrid system; - control the operation of at least one electric generator. A method according to any one of the preceding claims, comprising the step of: 1. after achieving said desired operating condition of said motor, controlling operation of said motor (240) while maintaining the thus obtained desired operating condition and thereby allowing operation, at least for a certain time period of time, corresponding to an increased heat generation. A method according to any one of the preceding claims, comprising the step of: 1. determining an engine temperature on the basis of said temperatures (Texh; Tcool; Toil), said desired operating condition being defined by an engine temperature within a predetermined temperature range. An apparatus for streamlining the engine operation of a motor vehicle comprising: 1. means (250; 350; 260) adapted to continuously determine one or more of the parameters exhaust temperature (Texh), coolant temperature (Tcool) and lubricant temperature (Toil); Means (200; 210; 500) adapted to continuously determine change of at least one of said temperatures (Texh; Tcool; Toil) as a basis for controlling heat development of said motor (240), and 3. means (200; 210; 500) adapted to control said heat generation to achieve a desired operating condition of said motor (240). Apparatus according to claim 10, comprising: 1. means (200; 210; 500) adapted to continuously determine a rate of change of at least one of said temperatures (Texh; Tcool; Toil) as a basis for prediction regarding said heat evolution change. Device according to claim 11, comprising: 34 means (200; 210; 500) adapted to, in the event of a trend of decreasing rate of change, take this as an indication that a radiating operating state is approaching said desired operating state. Device according to claim 11 or 12, comprising: 1. means (200; 210; 500) adapted to, in the event of a trend of increasing rate of change, take this as an indication that a radiating operating state is depriving Iran of said desired operating state. An apparatus according to any one of claims 10-13, comprising: 1. means (200; 210; 500) adapted to control said heat generation by controlling an operating point of said motor (240). Device according to any one of claims 10-14, comprising: - means (200; 210; 500) adapted to control said heat generation by controlling power consuming functions (295) of said vehicle. Device according to claim 15, wherein said power consuming functions may comprise at least one of the following units: - a power take-off; 1. a hybrid system; and 2. an electric generator. Device according to any one of claims 10-16, comprising: - means (200; 210; 500) adapted to control operation of said motor while maintaining the desired operating state thus obtained and thereby allowing operation, at least for a certain period of time, corresponding to a increased heat generation. Device according to any one of claims 10-17, comprising: - means (200; 210; 500) adapted to determine an engine temperature on the basis of said temperatures (Texh; Tcool; Toil), said desired operating condition being defined by an engine temperature within a predetermined temperature range. A motor vehicle (100; 110) comprising a device according to any one of claims 10-18. A motor vehicle (100; 110) according to claim 19, wherein the motor vehicle is any of a truck, bus, passenger car, watercraft, commercial vehicle, mining vehicle or forestry machine. A computer program (P) for streamlining the engine operation of a motor vehicle, wherein said computer program (P) comprises a program code for causing an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; Performing the steps according to any one of claims 1-9. A computer program product comprising a program code stored on a computer readable medium for performing the method steps according to any one of claims 1-9, when said program code crosses on an electronic control unit (200; 500) or another computer (210; 500). connected to the electronic control unit (200; 500). 1/6 1 00 C 112