SE538375C2 - Method and apparatus for streamlining engine operation of a motor vehicle based on a change in at least one of the parameters exhaust temperature, coolant temperature and lubricant temperature - Google Patents

Abstract

Cited publications: 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 condition has 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 engine 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 prevailing temperature of coolant for cooling the said engine. Said control can be performed by determining whether a prevailing temperature of said coolant exceeds a predetermined value. If said temperature exceeds said predetermined value, the operating condition of said motor can be adapted in this case, for instance by introducing torque limits of said motor in order to enable cooling of said motor. However, there are disadvantages to this procedure. For example, a torque limitation of 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 have catastrophic consequences.

It is desirable 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 provide a low fuel consumption. Furthermore, it is desirable to allow a suitable power output of an engine of a vehicle so as not to unnecessarily shorten the overall life of said engine.

SUMMARY OF THE INVENTION There is a need to effectively control the 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 engine operation of a motor vehicle and a new and advantageous computer program for streamlining 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 the 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 generation of said engine, and - controlling said heat evolution to achieve a desired operating state of said engine by controlling an operating point of said engine and / or by controlling the power consuming functions of said vehicle.

Advantageously, a higher power output of said motor can be allowed for a longer time than in cases where the heat development of the motor is controlled on the basis of predetermined threshold intervals regarding, for example, a cooling medium for said motor. In this case, unnecessary power take-off reductions can be avoided, which means, for example, that various power units do not need to be deactivated or that unnecessary 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 generation of said engine, and - controlling said heat evolution to achieve a desired operating state of said engine by controlling an operating point of said engine and / or by controlling the power consuming functions of said vehicle.

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 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 generation of said engine, and - controlling said heat evolution to achieve substantially optimal operation from a temperature perspective by controlling an operating point of said engine and / or by controlling the power consuming functions of said vehicle.

Advantageously, a method is provided which can contribute to increased performance of said engine. Advantageously, a method is provided in this case which can contribute to increased efficiency of said engine. Advantageously, a method is provided here which can contribute to increased service life of said engine.

By, where applicable, by control, allowing a relatively high heat generation 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 may be provided, taking into account said power outlets and upper limits of permissible 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 predicting a change in said heat development. Hereby 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 process 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 said three temperatures can be checked against each other and possibly mutually prioritized or graded for desired weighting of said substrate.

By controlling heat generation according to the method of the invention, a viscosity of said lubricant can advantageously be kept 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 of 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 an example, in case a suburban derivative with respect to the time of at least one of said temperatures falls below a predetermined value, this can be taken as an indication that said prevailing operating state is approaching said desired operating state or has actually achieved said desired operating state. Said rate of change of at least one of said temperatures may be called suburban derivatives with respect to the time of at least one of said temperatures.

A trend of increasing rate of change of at least one of said temperatures can be taken as an indication that a prevailing operating state is moving away from said desired operating state. According to an example, in case a suburban derivative with respect to the time of at least one of said temperatures exceeds a predetermined value, this can be taken as an indication that said prevailing operating state is moving away 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 derivatives 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, said heat development can be controlled in an efficient manner, both in terms of time and fuel economy.

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

Said control of power consuming functions of said vehicle may comprise 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.

In this case, a versatile procedure is provided.

The method may comprise the step of: - controlling operation of said motor while maintaining the desired operating condition thus achieved and thereby allowing operation of said motor, at least for a certain period of time, corresponding to an increased heat generation. In this case, it is possible to avoid unnecessarily reducing 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 characterized by an engine temperature within a predetermined temperature range. In this case, a reduction of unwanted emissions can be obtained. At the same time, fuel consumption can be optimized. A further advantage is that said motor can in this case maintain a desired durability. Another advantage is that the interval for service measures regarding said engine does not need to be shortened unnecessarily.

According to one aspect of the present invention, predicted heat generation increases can be advantageously handled so that a relatively slow heat generation increase is achieved. In this case, a cooling demand for said engine can be advantageously reduced. Furthermore, a predicted / estimated future cooling need 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 need actually arises. The corresponding principle is applicable to predicted / estimated heat generation reductions, where heating of 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 can thus be given the opportunity to choose 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 replaced independently of each other. This modular configuration is advantageous from a maintenance 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 generation of said engine, and - means adapted to control said heat evolution to achieve a desired operating state of said engine by controlling an operating point of said engine and / or by controlling the power consuming functions of said vehicle.

Advantageously, a device is provided here which can contribute to increased performance of said engine. Advantageously, a device is provided in this case which can contribute to increased efficiency of said engine. Advantageously, a device is provided here which can contribute to increased service life of said motor.

By, where applicable, by control, allowing a relatively high heat generation 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 may be provided, taking into account said power outlets and upper limits of 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 development.

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: - means adapted to, in the event of a trend of increasing rate of change, take this as an indication that said operating state is moving away from said desired operating state.

The device may comprise: - means adapted to control said heat generation 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.

Said 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 motor while maintaining the desired operating condition thus achieved 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 condition being defined by an engine temperature within a predetermined temperature range.

The above objects are also achieved with a motor vehicle comprising 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 is executed on an electronic control unit or another computer connected to the electronic 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 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 the teachings herein will recognize additional applications, modifications, and incorporations within other fields which are within the scope of the invention. SUMMARY DESCRIPTION OF THE DRAWINGS For a more complete understanding of the present invention and further objects and advantages thereof, 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 in the various figures, and in which: Figure 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 method, according to an embodiment of the invention; Figure 4b schematically illustrates in further detail a flow chart of a method, 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, a side view of a vehicle 100 is shown. 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 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 sold limited to motor vehicles. The inventive method and the inventive device according to an aspect of the invention are well suited for platforms other than motor vehicles, such as e.g. watercraft. The watercraft can be of any suitable type, such as e.g. motorboats, ships, ferries, submarines, hovercraft or ships.

The inventive method and the inventive device according to an aspect of the invention are also well suited for e.g. a stone crusher or the like.

The inventive method and the inventive device according to an aspect of the invention are also well suited 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 are also well suited 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 well suited for any 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 well suited for any system which includes a suitable NGygen generator.

Here, the term "link" 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.

Here, the term "conduit" refers to a passageway for holding and transporting a fluid, such as e.g. a lubricant or a coolant in liquid form. The pipe can be a pipe of any dimension. The conduit may consist of any suitable material, such as e.g. plastic, rubber or metal.

Herein, the term "lubricant" refers to an agent suitable for use in lubricating an engine of said vehicle 100. According to an embodiment, said lubricant is so-called lubricating oil. Said lubricating oil may be an ethylene-based lubricating oil. Said lubricant may be a wet substance intended to reduce friction between moving parts arranged therein in an object, such as an engine, and to reduce wear of these parts. Said lubricant may be a suitable fluid intended to reduce in a motor friction between moving parts arranged therein and to reduce wear of these parts. Said lubricant is for instance intended to cool pistons of cylinders of said engine.

Said lubricant may be a synthetic lubricant. Said lubricant may be an organic lubricant. Said lubricant can 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 a suitable density.

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

Herein, the term "coolant" refers to an agent suitable for use in cooling an engine of said vehicle 100. Said coolant is according to an embodiment so-called coolant. Said cooling medium is a suitable cooling medium. Said cooling medium may be a water-based cooling medium. 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, there is shown a device 299 of the vehicle 100. The vehicle includes an engine 240. Said 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 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 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 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 line 273 is presently arranged between said motor 240 and said container 205. The third line 273 is arranged to return said lubricant supplied to the motor 240 to the container 205. According to an exemplary embodiment, this can be done by gravity. According to an alternative, lubricant can be returned by means intended for this purpose (not shown), for example an additional pump. Hereby a closed system is provided for said lubricant.

The first control unit 200 is arranged for communication with the pump 230 via a link L230. The first control unit 200 is arranged to control operation of the pump 230. According to an 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 changing a prevailing RPM speed of the pump 230. According to another example, the first control unit 200 is arranged to control operation of the pump by changing a stroke of the pump 230.

The first control unit 200 is arranged for communication with a temperature sensor 250 via a link L250. Said temperature sensor 250 is arranged to continuously detect a prevailing temperature 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 prevailing temperature Toil of lubricant in the container 205. Said temperature sensor 250 is arranged to continuously detect a prevailing temperature Toil of said lubricant in the container 205. operation of the vehicle 100. Said temperature sensor 250 is arranged to continuously detect a prevailing temperature Toil of said lubricant in the container 205 while traveling with the vehicle 100. Said temperature sensor 250 is arranged to continuously send signals S250 including information of a prevailing temperature Toil of the lubricant container 205 to the first control unit 200 via the link L250.

The first control unit 200 is arranged for communication with the motor 240 via a link L240. In this case, for example, a speed rpm of said motor 240 can be affected in a suitable 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 prevailing 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 may be arranged to control said power take-off 295 by means of control commands which are sent via a link L295 intended for this purpose. Said power take-off 295 may be a suitable 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-off 295 can also be called power-consuming functions.

The first control unit 200 is arranged to continuously, with the lubrication system in operation, determine a prevailing 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 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 generation 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 regarding the change of said heat development. 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 prevailing operating condition is approaching said desired operating condition. The first control unit 200 is adapted to, in the event of a trend of increasing rate of change, take this as an indication that a prevailing operating state is moving away 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 - controlling 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 operation of said motor while maintaining the desired operating condition thus achieved 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 link L285. Said display means 285 may be presently arranged in a 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 prevailing 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 link 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 method steps. The second control unit 210 can be used to upload program code to the first control unit 200, in particular program code for performing 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 similar 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 condition 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 refrigerant in an appropriate manner.

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 with coolant if necessary.

A first conduit 371 is provided to direct said coolant to a pump 330 from the container 305. The pump 330 may be any suitable pump. 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 presently arranged between said motor 240 and said container 305. The third line 373 is arranged to return said coolant supplied to the motor 240 to the container 305. According to an exemplary embodiment, this can be done by gravity. According to an alternative, the return of coolant can take place by means of dedicated means (not shown), for example an additional pump. Hereby a closed system is provided for said coolant.

The first control unit 200 is arranged for communication with the pump 330 via a link L330. The first control unit 200 is arranged to control operation of the pump 330. According to an 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 changing a prevailing RPM speed of the pump 330. According to another example, the first control unit 200 is arranged to control operation of the pump by changing a stroke of the pump 330.

The first control unit 200 is arranged for communication with a temperature sensor 350 via a link L350. Said temperature sensor 350 is arranged to continuously detect a prevailing temperature Tcool of said coolant. According to an example, said temperature sensor 350 is arranged in the container 305. Said temperature sensor 350 may be arranged to intermittently detect a prevailing temperature Tcool of coolant in the container 305. Said temperature sensor 350 is arranged to continuously detect a prevailing temperature Tcool of said coolant in the container 305. operation of the vehicle 100. Said temperature sensor 350 is arranged to continuously detect a prevailing temperature Tcool of said coolant in the container 305 while traveling with the vehicle 100. Said temperature sensor 350 is arranged to continuously send signals S350 including information of a prevailing temperature Tcool of coolant in the container. 305 to the first control unit 200 via the link L350.

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

The first control unit 200 is arranged to continuously, with the cooling system in operation, determine a prevailing temperature Tcool of said coolant in said container 305. The first control 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 link 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 285 information on whether a prevailing 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.

This 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 link L260. The temperature sensor 260 is arranged to detect a prevailing temperature Texh of an exhaust stream from the vehicle engine 240. According to one example, the temperature sensor 260 is arranged at said exhaust duct 290 directly downstream of the vehicle engine and upstream of said DOC unit 259. According to one example, the temperature sensor 260 is arranged at said exhaust unit 260. exhaust duct 290 downstream of said DOC unit 259 and upstream of said SCR catalyst 270. According to one example, the temperature sensor 260 is arranged at said exhaust duct 290 downstream of said SCR catalyst 259. The temperature sensor 260 may be arranged in a suitable place and in a suitable manner in said exhaust unit. 290. The temperature sensor 260 is arranged to continuously detect a prevailing temperature Texh of the exhaust stream and send signals S260 including information about said prevailing temperature Texh via the link L260 to the first control unit 200.

According to one embodiment, the first control unit 200 and / or the second control unit 210 are arranged to calculate said temperature Texh. This can be done by means of a calculation model 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 prevailing exhaust gas mass flow, prevailing speed of the engine 240 and prevailing load of the engine 240.

The first control unit 200 is arranged for communication with said presentation means 285 via said link 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 285 information on whether a prevailing 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 prevailing 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 limit value THloil and a second limit value TH2oil indicate limits for a suitable temperature range THloil-TH2oil of said lubricant. When a prevailing temperature Toil of said lubricant is within said temperature range THloil-TH2oil, a temperature of said motor may also be within a suitable temperature range. When a temperature of said motor is within said suitable temperature range for said motor, said motor is operated in a substantially optimal and / or desirable and / or suitable manner.

During a cold start of the vehicle (at time 0), said lubricant has a starting temperature. During operation of said motor 240, said temperature Toil increases in order to reach said limit value THloil at a first time Tloil. In continued operation, according to this example, said temperature of the lubricant will exceed said limit 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 the evolution 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 of said lubricant temperature Toil can be continuously taken into account. Said first derivative 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 precursor derivative of said lubricant temperature Toil and / or said second derivative of said lubricant temperature Toil, a substrate for controlling heat generation of said motor 240 can be established. engine 240.

According to the invention, by considering said changes of said lubricant temperature Toil, it can be determined if there is a risk that said motor 240 will continue to obtain a temperature which is not desirable. An undesirable condition of said motor 240 corresponds to a temperature Toil of said lubricant being outside said temperature range THloil-TH2oil.

By considering changes in said temperature of said lubricant, it can be determined at an early stage that a motor temperature is likely to exhibit an undesirable heat evolution. By considering changes in said temperature of said lubricant, it can be determined at an early stage whether an engine temperature is likely to exhibit a desirable 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 is increasingly corresponded to that said lubricant temperature is in the range THloil-TH2oil, said heat development of the engine 240 being suitable.

At a starting process, i.e. between time 0 and time Tloil, active measures can thus be performed to suitably increase a temperature of said motor 240. Said measures can be performed on the basis of said determined changes of lubricant temperatures Toil. In this case, said motor temperature can be controlled to a suitable value in a relatively fast manner.

During operation, for example just before, at or immediately after the time T2oil, active measures can be sold to lower the temperature of said motor 240 in a suitable manner. Said measures can be performed on the basis of said determined 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 suitable temperature, which suitable engine temperature corresponds to a temperature of said lubricant which is within said desired range THloil-TH2oil.

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

The diagram illustrates a prevailing 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 limit value TH1cool and a second limit value TH2cool indicate limits for a suitable temperature range TH1cool-TH2cool of said refrigerant. When a prevailing 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 suitable temperature range for said motor, said motor is operated in a substantially optimal and / or desirable and / or suitable manner.

During a cold start of the vehicle (at time 0), said coolant has a starting temperature. During operation of said motor 240, said temperature Tcool increases in order to reach said limit value THlcool at a first time Tlcool. In continued operation, according to this example, said temperature of the refrigerant will exceed said limit value TH2cool, 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 coolant 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 first 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 precursor derivative of said refrigerant temperature Tcool and / or said second derivative of said refrigerant temperature Tcool, a substrate for controlling heat generation of said engine 240 can be established. engine 240.

According to the invention, by considering said changes in said coolant temperature Tcool, it can be determined if there is a risk that said engine 240 will continue to obtain a temperature which is not desirable during continued operation. An undesirable 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 of said coolant, it can be determined at an early stage that an engine temperature is likely to exhibit an undesirable heat evolution. By considering changes in said temperature Tcool of said coolant, it can be determined at an early stage whether an engine temperature is likely to exhibit a desirable 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 is increasingly corresponded to that said coolant temperature is in the range TH1cool-TH2cool, said heat development of the engine 240 being suitable.

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

Thus, during operation, for example just before, at or immediately after the time T2cool, active measures can be taken to suitably lower a temperature of said engine 240. Said measures can be performed on the basis of said determined changes in coolant temperatures Tcool. 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 suitable temperature, which suitable 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 prevailing 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 limit value THlexh and a second limit value TH2exh indicate limits for a suitable temperature range THlexh-TH2exh of said exhaust gases. When a prevailing temperature Texh of said exhaust gases is within said temperature range THlexh-TH2exh, a temperature of said engine may also be within a suitable temperature range. When a temperature of said motor is within said suitable temperature range for said motor, said motor is operated in a substantially optimal and / or desirable and / or suitable manner.

At a cold start of the vehicle (at time 0), said exhaust gases show a starting temperature. During operation of said motor 240, said temperature Texh increases in order to reach said limit value THlexh at a first time Tlexh. In continued operation, according to this example, said temperature of the exhaust gases will exceed said limit 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 considered. 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 temperature Texh may also be referred to as the rate of change of said exhaust temperature Texh.

By considering said first derivative of said exhaust temperature Texh and / or said second derivative of said exhaust temperature Texh, a substrate for controlling heat generation of said engine 240 can be established. engine 240.

According to the invention, by considering said changes in said exhaust temperature Texh, it can be determined whether there is a risk that said engine 240 will continue to obtain a temperature which is not desirable during continued operation. An undesirable 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 considering changes in said temperature Texh of said exhaust gases, it can be determined at an early stage whether an engine temperature is likely to exhibit a desirable 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 is increasingly corresponded to the said exhaust gas temperature being in the range THlexh -TH2exh, said heat development of the engine 240 being suitable.

At a start-up process, i.e. between time 0 and time Tlcool, active measures may be performed to suitably increase a temperature of said engine 240. Said measures may be performed on the basis of said determined changes in exhaust temperatures Texh. In this case, 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 T2exh, active measures can be sold to lower a temperature of said engine 240 in a suitable manner. Said measures can be performed on the basis of said determined changes in exhaust temperatures Texh. Hereby an effective control of the heat development of the engine is achieved so that the engine temperature during operation can have a suitable temperature, which suitable engine temperature corresponds to a temperature of said exhaust gases which is within said desired range THlexh -TH2exh.

Said active measures may include one or more of the measures: - increasing or decreasing a flow of said lubricant in an appropriate manner; increase or decrease a flow of said cooling medium in a suitable manner; - changing 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 engine 240, Figure 4a schematically illustrates a flow chart of a method for streamlining engine operation of a motor vehicle. The process includes a 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 - controlling said heat development to achieve a desired operating condition of said engine. After process step s401, the process 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 process includes a process step s410.

The method 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 said temperature sensor 250. After the method step s410, a subsequent step s420 is performed.

Method step s420 comprises the step of continuously determining said temperature Tcool of said coolant in said container 305, or at another suitable location of the cooling system. This can be performed by 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 duct 290, at a suitable location of the duct 290. This can be performed by said temperature sensor 260. After the process step s430, a subsequent step s440 is performed.

Method 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 development change. After the process step s440, a subsequent step s450 is performed.

The method step s450 comprises the step of controlling, where applicable, said heat generation 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 is completed or the procedure continues.

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

Referring to Figure 5, a diagram of an embodiment of a device 500 is shown. The controllers 200 and 210 described with reference to Figures 2a, 2b and 2c may according to one embodiment comprise the device 500. The device 500 comprises 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 in which a computer program, such as an operating system, is stored to control the operation of the device 500. Further, the device 500 includes a bus controller , a serial communication port, I / O means, an A / D converter, a time and date input and transfer unit, an event counter 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 said temperatures as a basis for predicting the change in said heat development. 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 state is approaching said desired operating state. The computer program P includes routines for, in the event of a trend of increasing rate of change, taking this as an indication that a prevailing operating state is moving away 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 comprises 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 - controlling the 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 desired operating state thus achieved and thereby allowing operation, at least for a certain period of time, corresponding to an increased heat generation.

The above routines can be performed individually or combined in a suitable way. The computer program P may be stored in an executable manner or in a compressed manner 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 is to 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. Read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. links 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 arranged to perform code execution in a manner described above.

According to one embodiment, signals received at the data port 599 include temperature information of lubricant in the container 205. According to one embodiment, signals received at the data port 599 include temperature information Tcool of coolant in the container 305. According to one embodiment, signals received at the 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 achieve a desired operating state thereof. Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 running the program stored in the memory 560 or the 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 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 appropriate to the intended use.

Claims (18)

538 37 PATENT REQUIREMENTS The engine operation of a motor vehicle (100) is further streamlined, 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); 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) by controlling an operating point of said engine (240) and / or by controlling power consuming functions (295) of said vehicle. A method according to claim 1, comprising the steps of: - continuously determining a rate of change of at least one of said temperatures (Texh; Tcool; Toil) as a basis for prediction regarding said change in heat evolution. A method according to claim 2, wherein a trend of decreasing rate of change is taken as an indication that a radiating operating state is approaching said desired operating state. A method according to claim 2 or 3, wherein a trend of similar 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, wherein said controlling power consumption functions (295) of said vehicle comprises at least one of the following steps: - controlling operation of a power take-off; - 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 obtaining said desired operating condition of said motor, controlling operation of said motor (240) 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. 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 - means (200; 210; 500 adapted to control said heat evolution to achieve a desired operating condition of said engine (240) by controlling an operating point of said engine (240) and / or by controlling power consuming functions (295) of said vehicle. An apparatus according to claim 8, 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 9, comprising: - 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. An apparatus according to claim 9 or 10, comprising: 34 538 37 means (200; 210; 500) adapted to, in the event of a trend of increasing rate of change, take this as an indication that a rotating operating condition is deviating from said desired operating condition. A device according to any one of claims 8-11, wherein said power consuming functions may comprise at least one of the following units: 1. a power take-off; 2. a hybrid system; and - an electric generator. A device according to any one of claims 8-12, comprising: 1. means (200; 210; 500) adapted to control operation of said motor while maintaining the thus achieved Desired operating condition and thereby allowing operation, at least for a certain period of time, corresponding an increased heat generation. An apparatus according to any one of claims 8 to 13, comprising: 1. 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. Motor vehicle (100; 110) comprising a device according to any one of claims 8-14. A motor vehicle (100; 110) according to claim 15, wherein the motor vehicle Jr something of a truck, bus, passenger car, watercraft, commercial vehicle, mining vehicle or forestry machine. Computer program (P) for streamlining the engine operation of a motor vehicle, wherein said computer program (P) comprises program code for causing an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500) to perform the steps according to any one of claims 1-7. A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-7, when said other computer (210; 500) 538 37 1/6 1 00 C 112