阅读说明：本技术 用于控制车辆的方法 (Method for controlling a vehicle ) 是由 特奥多罗·博拉 约翰·福理斯 于 2020-03-26 设计创作，主要内容包括：本发明提供了一种用于控制车辆(1)的方法,该车辆包括动力总成,该动力总成包括适于生成机械动力的至少一个驱动装置(2),该方法包括：-控制该车辆,以执行包括多个阶段(MS1至MS12)的任务,-收集与动力总成的操作相关的操作数据,其中,该操作数据指示了动力总成的部件的降额、动力总成的部件的故障和/或影响动力总成操作的环境条件,-确定预期任务阶段(MS1至MS12),-根据该操作数据来确定驱动装置(2)的至少两个不同的操作区域(A1至A3)中的推进容量(CA1至CA3),-将这些操作区域推进容量(CA1至CA3)映射到所述预期任务阶段(MS1至MS12),以及,-根据所述映射来控制车辆(1)。(The invention provides a method for controlling a vehicle (1) comprising a powertrain comprising at least one drive means (2) adapted to generate mechanical power, the method comprising: -controlling the vehicle to perform a mission comprising a plurality of phases (MS 1-MS 12), -collecting operational data related to the operation of the powertrain, wherein the operational data is indicative of derations of components of the powertrain, malfunctions of components of the powertrain and/or environmental conditions affecting the operation of the powertrain, -determining expected mission phases (MS 1-MS 12), -determining propulsion capacities (CA 1-CA 3) in at least two different operating areas (a 1-A3) of the drive apparatus (2) from the operational data, -mapping the operating area propulsion capacities (CA 1-CA 3) to the expected mission phases (MS 1-MS 12), and-controlling the vehicle (1) according to the mapping.)

1. A method for controlling a vehicle (1) comprising a powertrain comprising at least one drive arrangement (2) adapted to generate mechanical power, the method comprising:

-controlling the vehicle to perform a task comprising a plurality of phases (MS 1-MS 12),

-collecting operational data relating to operation of the powertrain, wherein the operational data is indicative of derating of components of the powertrain, malfunctioning of components of the powertrain, and/or environmental conditions affecting operation of the powertrain, and

-determining an expected task phase (MS1 to MS12),

-determining propulsion capacities (CA1 to CA3) in at least two different operating regions (A1 to A3) of the drive device (2) from the operating data,

-mapping the operating area propulsion capacity (CA 1-CA 3) to the expected mission phase (MS 1-MS 12) and controlling the vehicle (1) according to the mapping.

2. The method of claim 1, wherein the operational data related to operation of the powertrain is collected during the mission.

3. The method of any one of the preceding claims, wherein mapping the operating region propulsion capacity (CA 1-CA 3) to the expected task phase (MS 1-MS 12) comprises: comparing the operating region propulsion capacity to respective capacity thresholds (Ta to Tak) of operating region propulsion capacity in the expected task phase.

4. The method according to any of the preceding claims, characterized in that a plurality of capacity thresholds (Ta to Tak) are selected, each capacity threshold providing a lower limit for the operating area propulsion capacity (CA1 to CA3) in a mission phase (MS1 to MS 12).

5. The method of claim 4, wherein mapping the operating region propulsion capacity (CA 1-CA 3) to the expected task phase (MS 1-MS 12) comprises: comparing an operating region propulsion capacity to capacity thresholds (Ta-Tak) for the expected task phases (MS 1-MS 12) and the operating region propulsion capacities (CA 1-CA 3).

6. Method according to any one of the preceding claims, characterized in that said operating regions (A1-A3) are defined by respective different intervals of the rotational speed of said drive means.

7. Method according to any of the preceding claims, characterized in that the step of determining propulsion capacity (CA 1-CA 3) in at least two different operating areas (a 1-A3) of the drive device from the operation data comprises: determining a propulsion capacity (CA1 to CA3) in no more than ten, preferably no more than five, more preferably no more than three, operating regions (A1 to A3) of the drive.

8. Method according to any of the preceding claims, characterized in that the step of determining propulsion capacity (CA 1-CA 3) in at least two different operating areas (a 1-A3) of the drive device from the operation data comprises: no more than ten, preferably no more than five, more preferably no more than three propulsion capacities are determined.

9. Method according to any of the preceding claims, characterized in that the step of determining propulsion capacity (CA 1-CA 3) in at least two different operating areas (a 1-A3) of the drive device from the operation data comprises: a single respective propulsion capacity is determined for each operating region.

10. The method of any one of the preceding claims, wherein determining the operating region propulsion capacity (CA 1-CA 3) comprises: the propulsion capacity is sampled at one or more sampling points (MP 1-MP 8) within the operating spectrum of the drive.

11. The method of claim 10, wherein the value of the respective operating region propulsion capacity (CA 1-CA 3) is calculated from one or more of the sampled propulsion capacities.

12. Method according to any of the preceding claims, wherein the collected operation data is indicative of a software triggered derate, wherein the step of determining the propulsion capacity in at least two different operating regions of the drive arrangement comprises running derate triggering software.

13. The method of any of the preceding claims, wherein the one or more simulations of the operation of the powertrain are performed with one or more simulated derations of one or more components of the powertrain, one or more simulated faults of one or more components of the powertrain, and/or one or more simulated environmental conditions affecting the operation of the powertrain, the method further comprising: determining, for each simulated powertrain operation, respective virtual propulsion capacities in at least two different operating regions of the drive arrangement, wherein determining propulsion capacities (CA 1-CA 3) in the at least two different operating regions (a 1-A3) of the drive arrangement from the operation data comprises selecting a propulsion capacity from the virtual propulsion capacities.

14. The method according to claim 13, characterized in that from the simulated derates, the simulated faults and/or the simulated environmental conditions are identified simulated derates, simulated faults and/or simulated environmental conditions corresponding to derates, faults and/or environmental conditions indicated by the collected operation data, wherein determining propulsion capacity (CA1 to CA3) in at least two different operating regions (a1 to A3) of the drive device from the operation data comprises: selecting a virtual propulsion capacity for the identified simulated derate, the identified simulated fault, and/or the identified simulated environmental condition.

15. A method according to any one of claims 13-14, in which the simulation of the operation of the powertrain is completed before controlling the vehicle to perform the task.

16. The method according to any one of the preceding claims, characterized in that controlling the vehicle (1) according to the mapping comprises: a speed profile of the vehicle is defined according to the map.

17. The method according to any one of the preceding claims, characterized in that controlling the vehicle (1) according to the mapping comprises: the vehicle is moved to a prescribed position ahead, and then the vehicle is stopped.

18. The method according to any one of the preceding claims, wherein the propulsion capacity operating region (A1-A3) comprises a first region (A1), the first region (A1) being within a drive means rotational speed interval comprising the rotational speed at take-off manoeuvre of the vehicle (1).

19. A method according to claim 18, characterized in that the vehicle is a load-carrying vehicle and the mission comprises a loader, the method comprising selecting a first capacity threshold (Ta) as a lower limit for a first region propulsion capacity (CA1) in the expected mission phase (MS1), the first capacity threshold being based at least partly on an expected loader of the vehicle in the expected mission phase (MS1), and if the propulsion capacity (CA1) in the first region (a1) is lower than the first capacity threshold (Ta), controlling the vehicle (1) according to the mapping comprises avoiding the loader.

20. The method according to any one of the preceding claims, wherein the propulsion capacity operating region (A1-A3) comprises a second region (A2), the second region (A2) being within a drive device rotational speed interval comprising a maximum torque of the drive device (2).

21. A method according to claim 20, characterised by selecting a third capacity threshold (Te, Tk, Tq) as a lower limit for a second region propulsion capacity (CA2) in the expected mission phases (MS2, MS4, MS6), said third capacity threshold being based at least partly on an expected vehicle load in the expected mission phases (MS2, MS4, MS6) and/or an uphill road gradient of the expected mission phases, and controlling the vehicle (1) according to the mapping comprising decreasing a vehicle speed in the expected mission phases (MS2, MS4, MS6) if a propulsion capacity (CA2) in the second region (a2) is below the third capacity threshold.

22. The method according to any one of the preceding claims, wherein the propulsion capacity operating region (A1-A3) comprises a third region (A3), the third region (A3) being within a drive rotational speed interval comprising a maximum power of the drive (2).

23. The method according to any one of the preceding claims, wherein the propulsion capacity operating region (A1-A3) comprises a region of engine braking with the drive means (2).

24. The method of claim 23, wherein the propulsion capacity of an engine brake operating region is an engine brake capacity of the vehicle, wherein the method comprises selecting a fourth capacity threshold as a lower limit for the engine brake capacity in the expected mission phase (MS3, MS8, MS10, MS12), the fourth capacity threshold being based at least in part on an expected vehicle load in the expected mission phase and/or a downhill road grade of the expected mission phase, and the method comprises controlling the vehicle in accordance with the engine brake capacity and the fourth capacity threshold.

25. A method of controlling a plurality of vehicles, characterized by controlling a first vehicle of the plurality of vehicles according to any of the preceding claims, controlling remaining vehicles to perform the task, and controlling at least one of the remaining vehicles according to the operating area propulsion capacity (CA 1-CA 3) and/or the mapping of the first vehicle.

26. A computer program comprising program code means for performing the steps of any one of claims 1 to 25 when said program is run on a computer or a group of computers.

27. A computer readable medium carrying a computer program comprising program code means for performing the steps of any one of the claims 1-25 when said program product is run on a computer or a group of computers.

28. A control unit or a group of control units (CUV, CUC) configured to perform the steps of the method according to any of claims 1 to 25.

Technical Field

The present invention relates to a method for controlling a vehicle. The invention also relates to a computer program, a computer readable medium and a control unit.

The invention may be applied to heavy vehicles such as quarry trucks, mining trucks, road trucks and buses. The invention is not limited to heavy vehicles but may also be used for other vehicles such as cars. Furthermore, in the present context, the term "vehicle" is understood to also include work machines, such as wheel loaders, articulated haulers, excavators and backhoe loaders. Therefore, the present invention can also be applied to a construction machine.

Background

In a site such as a quarry, construction site, or mine, there may be multiple vehicles working in concert to perform a job or task. Similarly, on a road or street, there may be a plurality of vehicles forming part of a transportation system, such as a city transit system or a system for delivering goods. In such a field or system, a failure of one vehicle may cause the mission of the vehicle to be interrupted as well as the mission of other vehicles.

The propulsion system of a vehicle may be limited by various environmental conditions and/or affected by various types of malfunctions. The propulsion system may include a powertrain, which may include an internal combustion engine and/or an electric motor. The powertrain may also include an exhaust aftertreatment system for the engine in the powertrain.

US9014873 discloses autonomous or semi-autonomous control of a mobile machine (such as a haul truck, excavator, motor grader) on a worksite. Data is obtained from the machine regarding the performance of the machine. The document also mentions selectively triggering an event (e.g., a malfunction) associated with an unexpected value of a monitored machine performance parameter based on the captured data. The response may involve implementing avoidance maneuvers, such as deceleration, stopping, load adjustment, and trajectory planning.

However, responses such as evasive maneuvers may cause work of malfunctioning vehicles and work interruptions of other vehicles in the field or in the system, and this may reduce productivity of the vehicle. Accordingly, it is desirable to improve the response to a malfunction of a vehicle cooperating with other vehicles in the field or in a transportation system.

Disclosure of Invention

It is an object of the present invention to improve the productivity of vehicles cooperating in the field or in a transport system. Another object of the invention is to improve the response to reduced capacity of vehicles cooperating with other vehicles in the field or in the transport system.

This object is achieved with a method according to claim 1. The object is therefore achieved with a method for controlling a vehicle comprising a powertrain comprising at least one drive arrangement adapted to generate mechanical power, the method comprising:

-controlling the vehicle to perform a task comprising a plurality of phases,

collecting operational data related to the operation of the powertrain, wherein the operational data is indicative of derating of components of the powertrain, malfunctioning of components of the powertrain, and/or environmental conditions affecting the operation of the powertrain,

-determining the expected task phase,

determining the propulsion capacity of at least two different operating areas of the drive device from the operating data,

-mapping the operation area propulsion capacity to the expected task phase, and

-controlling the vehicle according to the mapping.

The task may be a looping task.

It should be noted that the at least one drive device may be an internal combustion engine, an electric motor, or both, for example, as in a hybrid powertrain. Thus, the powertrain may have an internal combustion engine as the single drive means adapted to generate mechanical power. In some embodiments, the powertrain may be a hybrid powertrain, including, for example, an internal combustion engine and an electric motor. In some embodiments, the powertrain may be an all-electric powertrain. The powertrain may include additional components or devices, such as a transmission and an exhaust aftertreatment system.

The operational data may represent information about the powertrain, and/or information about one or more conditions on which the powertrain is operating. The operational data may represent information regarding the operation of the powertrain during a mission. Additionally or alternatively, the operational data may represent information regarding one or more conditions on which the powertrain is operating during the mission.

The operational data may indicate derating and/or malfunctioning of the powertrain component. The derating may be a reduction in the capacity of the component compared to the maximum capacity of the component. The derating may be a reduction in the capacity of the component compared to the rated capacity of the component. The rated capacity may be a capacity indicated by a component manufacturer.

As exemplified below, the failure may be referred to as a physical derate. The failure may be a component failure. The failure may be a component failure. The failure may be a partial failure. The fault may be a partial failure. Thus, the component capacity can be partially reduced. Thus, the component may function with a reduced capacity. Alternatively, the failure may be a complete failure of the component. Thus, the capacity of the component can be reduced by 100%. Thus, the component may fail completely. Such a component may be considered a 100% de-rating.

Derating of powertrain components may be introduced during a mission. Thus, there may be no derating when a task begins. Similarly, a failure of a powertrain component may occur or be introduced during a mission. In some embodiments, operational data related to the operation of the powertrain is collected during the mission. Thus, derating and/or malfunctioning of the powertrain components introduced during the mission may form the basis for determining the propulsion capacity in at least two different operating regions of the drive device.

However, as exemplified below, in some embodiments, operational data related to the operation of the powertrain is collected prior to the mission. Thus, operational data indicative of a derate or a fault may be collected during or prior to a task.

The component for which the operational data indicates a derate or fault may be any primary or secondary component of the powertrain. For example, the component may be a drive device, such as an internal combustion engine. Further, the component may be a fuel system for an engine, a gear box, an electric motor, or an electric storage device, such as a battery pack. Further, the component may be part of a primary powertrain component. For example, the component may be a valve, an actuator, a sensor, a bearing, a filter, or an electrical connection, etc.

In some embodiments, the operational data indicates derating of individual powertrain components. In some embodiments, the operational data indicates derating of a plurality of powertrain components. In some embodiments, the operational data indicates a failure of a single powertrain component. In some embodiments, the operational data indicates a failure of a plurality of powertrain components.

In some embodiments, the operational data may be indicative of one or more environmental conditions affecting the operation of the powertrain. Thus, the operational data or portions thereof may be such that it does not indicate whether a component of the powertrain is functioning, but rather the data may indicate one or more environmental conditions (such as ambient temperature) that may affect the operation of the powertrain. One or more environmental conditions may adversely affect powertrain operation.

Determining propulsion capacities in at least two different operating regions of the drive arrangement from the operating data may comprise determining respective propulsion capacities in at least two different operating regions of the drive arrangement. As exemplified below, the operating regions may be respective intervals of the rotational speed of the drive device. As exemplified below, the propulsion capacity may be the torque or power capacity of the drive.

Derating and/or malfunctioning of a powertrain component or environmental conditions may reduce propulsion capacity in one, some or all of the operating regions of the drive. Propulsion capacity may be referred to as full capacity in the absence of powertrain component derating and/or failure or in the absence of adverse environmental conditions. The propulsion capacity in at least two different operating regions of the drive device determined from the operating data may be lower than full capacity. Determining the propulsion capacity in at least two different operating regions of the drive means may comprise adjusting or reducing the full capacity in at least one operating region.

The mission phase may be characterized by features such as the level of load carried by the vehicle and/or the inclination of the road traveled in the respective mission phase. The expected mission phase may be the mission phase that the vehicle is in or the mission phase that the vehicle will enter. In some embodiments, only one task phase is considered to be an intended task phase. In other embodiments, more than one task phase may be considered an expected task phase. Thus, the operating region propulsion capacity may be mapped to a plurality of expected task phases. In some embodiments, all phases of a task are considered to be expected task phases to which the operating region propulsion capacity is mapped. Thus, the control of the vehicle can be adjusted to account for changes in propulsion capacity for any of its operating regions, thereby accounting for all mission phases.

The present invention allows mapping combinations of different operating region propulsion capacities to different responses of the vehicle control system or control unit depending on the intended mission phase. Thus, the reduced capacity in one of the operating areas may affect the task performance in a less damaging way to the production capacity than the response according to the prior art. The reason is that: if an operating region with reduced capacity is not important or less important than other operating regions for the intended task phase, the vehicle may be allowed to continue through the intended task phase, thereby continuing to contribute to increasing the productivity of the plurality of cooperating vehicles.

The invention allows determining the impact of each operating area's propulsion capacity on the expected task phase and determining the best way to proceed based on these impacts. Thus, an improved response to a malfunction of a vehicle cooperating with another vehicle is possible in the field or in the transport system. Therefore, productivity of the vehicle can be improved.

Preferably, mapping the operating region propulsion capacity to the expected task phase includes comparing the operating region propulsion capacity to a corresponding capacity threshold for the expected task phase. The capacity threshold may be a threshold of operating region propulsion capacity in an expected task phase. Thus, a quick decision can be made based on a simple comparison of the operating region propulsion capacity to the corresponding expected task phase capacity threshold. Based on the operating area propulsion capacity and the capacity threshold, re-planning of the task can be quickly completed.

Preferably, the method comprises selecting a plurality of capacity thresholds, each capacity threshold providing a lower limit for operating region propulsion capacity in the mission phase. Each capacity threshold may provide a lower limit for the respective operating region propulsion capacity in the mission phase. In some embodiments, each capacity threshold may provide a lower bound in an operating region propulsion capacity in a task phase. The threshold capacity may be determined based on data regarding the respective task phase. Such data may include one or more of road inclination, vehicle load, minimum vehicle speed, and minimum vehicle acceleration.

Preferably, mapping the operating region propulsion capacity to the expected mission phase includes comparing the operating region propulsion capacity to a capacity threshold of the operating region propulsion capacity and the expected mission phase. Mapping the operating region propulsion capacities to the expected mission phases may include comparing each operating region propulsion capacity to a respective capacity threshold of the operating region propulsion capacity and the expected mission phases. Thus, an efficient way of assessing whether certain vehicle capacities are sufficient for certain mission phases is provided.

Preferably, determining the operating region propulsion capacity comprises calculating a value for the respective operating region propulsion capacity. Calculating the value of the propulsion capacity of the respective operating area allows marking the capacity of each operating area with a single value. This allows the vehicle to be evaluated and controlled using relatively few computing resources.

The operating regions may be defined by respective different intervals of the rotational speed of the drive means. These operating areas may cover speed intervals adjacent to each other one after the other.

Preferably, the number of operating regions is limited to, for example, ten, five, three or two. As proposed, a single propulsion capacity is preferably determined per operating area. Preferably, the step of determining the propulsion capacity in at least two different operating regions of the drive device from the operating data comprises determining the propulsion capacity in no more than ten, preferably no more than five, more preferably no more than three operating regions of the drive device. Preferably, the operating regions are different from each other. Thus, the step of determining propulsion capacities in at least two different operating regions of the drive arrangement from the operation data may comprise determining a propulsion capacity of not more than ten, preferably not more than five, more preferably not more than three. Thus, the step of determining propulsion capacities in at least two different operating regions of the drive arrangement from the operating data may comprise determining a single respective propulsion capacity for each operating region. This limits the amount of data processed to perform the method according to embodiments of the invention. It should be noted, however, that in some embodiments, the number of operating regions of the drive device may be many, even infinite. In the latter case, the propulsion capacities of the operating regions may together form a continuous torque curve or a continuous power curve of the drive.

Embodiments of the invention may include checking a capacity threshold that may indicate a capacity demand over a duty cycle over a range of speeds for two or more engines/motors. These capacity thresholds may be determined within these rangesOperating zone propulsion capacityA comparison is made, for example in the event of an engine/motor derate or failure.

The operating region for which the propulsion capacity is determined may be the same regardless of the intended task phase. However, in some embodiments, the operating region (e.g., speed range of the engine or motor) may be determined as the operating region in which the drive device will operate during the expected mission phase. Thus, it may not be necessary to determine the propulsion capacity over the entire speed range.

The propulsion capacity value may be any suitable parameter for representing the corresponding propulsion capacity. As exemplified below, the respective propulsion capacity may be in the form of available power and/or available torque of the drive means. In some embodiments, the propulsion capacity of each operating region may be in the form of available torque. In other embodiments, the propulsion capacity of each operating region may be in the form of available power. In some embodiments, one or more operating regions may have more than one operating region push capacity value. For example, for a particular operating region, there may be one capacity value in the form of available torque and another capacity value in the form of available power. In other embodiments, the capacity values of different operating regions of the drive device may be represented by different parameters. For example, one or more operating regions may be represented by available torque while one or more other operating regions may be represented by available power.

In embodiments where the drive means is an electric motor, a suitable number (e.g. two) of operating regions may be provided.

Preferably, as exemplified below, determining the operating region propulsion capacity comprises sampling the propulsion capacity at one or more sampling points within the operating spectrum of the drive device. Thus, the one or more sample points may be within the entire operating spectrum of the drive means. The operating regions may form different portions of the operating spectrum. The sampling points may be in the at least one operating region, and/or at least one boundary of the at least one operating region. From one or more of the sampled propulsion capacities, a value for the respective operating region propulsion capacity may be calculated. Thus, if a relatively small number of sampling points are used, a fast establishment of the push capacity of the operating area can be achieved. The establishment of the operation region advancing capacity may thus be performed with a relatively small computational effort, thereby reducing the requirements on the computational capacity of the control arrangement arranged to perform the steps of the method according to an embodiment of the invention.

The corresponding operating zone advance capacity value may be expressed as a percentage of full capacity. 0% capacity may represent no functional capacity. Alternatively, in a component protection policy, 0% capacity may indicate that the operating region is limited to the highest level of protection. Such component protection strategies may involve one or more levels of derating of components or drives. For example, 0% capacity may provide a torque curve within the operating region that is deemed safe enough to allow the drive to be temporarily operated in the event of a catastrophic failure or malfunction without interrupting any hardware.

As stated, in some embodiments, operational data related to the operation of the powertrain is collected during the mission. Thus, component derating or malfunctions introduced during the mission or changes in one or more environmental conditions may form the basis for determining the propulsion capacity in at least two different operating regions of the drive device.

As also stated, in some embodiments, operational data related to the operation of the powertrain is collected prior to the mission. For example, a cold start of an internal combustion engine of a powertrain may result in derating of the engine at the start of a mission.

Embodiments of the present invention allow for the derating action in the powertrain to be quantified by mapping the derating action (also referred to herein as derating) in the powertrain to the operating region and the expected mission phase of the drive. Regardless of its type, derating may result in a reduced propulsion capacity value in one or more drive device operating regions.

Some derates may be classified as software triggered derates. Accordingly, embodiments of the method may include collecting operational data indicative of a software-triggered derate during or before a task. The software triggered derating may be triggered by software as a result of a fault or malfunction. The software triggered derating may be software triggered to protect the powertrain or components or parts thereof from environmental conditions, disturbances, or harsh operation (e.g., cold start or high exhaust temperatures).

Software triggering the derating may be provided in a control unit of the vehicle. The derating trigger software may be arranged to provide derating by reducing the propulsion capacity (e.g. maximum torque) of the drive. An example of a software trigger derate may be the result of a faulty sensor. Thus, the derating triggering software may be arranged to derate the drive means when a fault of the sensor is determined. The sensor may be, for example, a back pressure sensor, a boost pressure sensor, or a fuel pressure sensor in an internal combustion engine (e.g., diesel engine) of the powertrain.

In some embodiments, the step of determining the propulsion capacity in at least two different operating regions of the drive means may comprise running derating triggering software. Thus, a simulation can be performed in which the drive device is operated in at least two different operating regions. For example, a program may be provided comprising program code means and adapted to run any one of a plurality of derating trigger software to determine a respective propulsion capacity at a plurality of different rotational speeds of the drive means. Such a program may have access to some or all software that may limit the propulsion capacity (e.g., maximum torque). In some embodiments where the collected operational data indicates a failure of a powertrain component, the failure may be referred to as a physical derate. Thus, some derates may be referred to as physical derates. The physical derate may be a reduced capacity of one or more components of the powertrain due to a reduction in physical functionality. Examples of such faults or malfunctions are, in the case of the drive means being an engine, accidental charge loss in the intake/exhaust manifold, turbocharger faults or malfunctions, backpressure means faults or malfunctions, diesel particulate filter overload, etc. The corresponding operating region advance capacity value that accounts for the physical derating may be a product of a mathematical model.

For physical derating, a problem (e.g., reduced airflow) may be identified and a mathematical model may be used to determine propulsion capacity in at least two different operating regions of the drive.

Thus, embodiments of the present invention may provide propulsion capacity in a plurality of different drive device operating regions in response to derating or component failures occurring before or during a mission. One or more or all of the propulsion capacities may be adjusted relative to the corresponding full capacity based on derating or component failure. By mapping these operating region propulsion capacities to the expected mission phases, adjustments to the control of the vehicle in the mission phases may be quickly accomplished. The reason for this is that the capacities of the different operating areas can be easily adapted to the decisions regarding the control of the vehicle in the mission phase.

Embodiments of the present invention provide the possibility to provide a re-planned vehicle control after a component derate or malfunction or an adverse environmental condition has been established. Embodiments of the present invention allow such re-planning to be done quickly.

The corresponding operating region push capacity value may depend on faults that are severe and require immediate action. In some embodiments, derating of a component of the powertrain indicated by the collected operational data may be caused by a fault in a component of the vehicle other than the powertrain component. Such a failure may not trigger any software derating action to protect the component. Moreover, such a fault may not affect the physical response of the powertrain. However, such a failure may trigger a derate of the component, for example, for safety reasons. Examples of such faults or failures are short circuits in the diesel preheater, a loss of communication with an anti-lock braking system (ABS) controller or low compressed air pressure in the pneumatic wheel suspension system.

The operational data collected prior to or during the task may be indicative of one or more environmental conditions affecting the operation of the powertrain. Examples of environmental conditions that may affect powertrain operation may be the altitude of the vehicle or the ambient temperature. A relatively high altitude or a relatively high ambient temperature will reduce the density of the ambient air. This may reduce the capacity of the internal combustion engine of the powertrain. Adversely affected powertrain operation due to one or more environmental conditions may be referred to as physical derating.

Environmental conditions may change during the task. Thus, collecting environmental data during a mission allows the operating region propulsion capacity of the drive means to be adjusted according to changing environmental conditions. By mapping these adjusted propulsion capacities to the expected mission phases, adjustments to the control of the vehicle in the mission phases may be quickly accomplished.

The environmental conditions may differ from one task to another. Thus, collecting environmental data prior to a task allows adjusting the operating area propulsion capacity of the drive device according to the environmental conditions of the task to be performed.

In some embodiments, the method includes performing one or more simulations of the operation of the powertrain using one or more simulated derations of one or more components of the powertrain, one or more simulated faults of one or more components of the powertrain, and/or one or more simulated environmental conditions affecting the operation of the powertrain. Thus, the method may further comprise determining, for each simulated powertrain operation, respective virtual propulsion capacities in at least two different operating regions of the drive arrangement. Thus, determining propulsion capacities in at least two different operating regions of the drive arrangement from the operational data may comprise selecting a propulsion capacity from said virtual propulsion capacities.

Thus, the propulsion capacity may be selected from said virtual propulsion capacity. To this end, the method may include identifying from the simulated derates, simulated faults, and/or simulated environmental conditions corresponding to the derates, faults, and/or environmental conditions indicated by the collected operational data. The identified simulated derates, faults, and/or environmental conditions may be substantially the same as or equal to the derates, faults, and/or environmental conditions indicated by the collected operational data. Thus, determining propulsion capacities in at least two different operating regions of the drive arrangement from the operational data may comprise selecting virtual propulsion capacities of the identified simulated derates, the identified simulated faults and/or the identified simulated environmental conditions.

The powertrain operation simulation may be completed prior to controlling the vehicle to perform the task.

As suggested, determining the operating region propulsion capacity may include sampling propulsion capacity at one or more sampling points within an operating spectrum of the drive device. The operating frequency spectrum may be a frequency spectrum of the rotational speed of the drive device.

In some embodiments, the boost capacity sampling may be completed before the task. The sampling may be done in a test bench of the drive with a mathematical model of the drive or at a previous operation of the vehicle or other vehicle (e.g. same make and model). The propulsion capacity sampling may be performed for a number of simulated powertrain component derates or faults or simulated adverse environmental conditions. The propulsion capacity (e.g., the rotational speed interval) of at least two different operating regions of the drive device may be determined from the sampled propulsion capacity. The sampled propulsion capacity, or a capacity determined from the sampled capacity (such as an operating area propulsion capacity), may be stored for access by a control unit of the vehicle. The stored propulsion capacity may be associated with a corresponding component derate or failure or a simulated adverse environmental condition. Thus, determining the operating region propulsion capacity may include retrieving a stored value of the sampled propulsion capacity from a data store or a capacity determined from the sampled capacity, such as the operating region propulsion capacity.

In some examples, capacity sampling may be done with a model that models derating. For example, for an internal combustion engine, capacity (e.g., in the form of available torque) may be calculated for a plurality of engine speed values based on back pressure, boost pressure, and fuel pressure. For example, the back pressure, boost pressure, and fuel pressure may be held constant while the engine speed is varied to obtain a curve with available torque.

In other examples, a test stand such as a drive or a powertrain may be used. In the event of component derating or failure, a backup solution may be used. For example, if a fuel rail (fuel rail) sensor in a diesel engine fails, the controller may switch to open loop control to provide a constant pressure. The test station may operate using a standby scheme. Thus, the engine may be operated at different speeds and the available torque may be sampled, i.e. measured, for example by the electric machine providing the reaction torque. Thus, the propulsion capacity at multiple operating regions may be determined. Thus, these capacities may be stored to be accessible to the control unit of the vehicle and associated with a particular component derate or failure. Thus, determining the operating region propulsion capacity may include retrieving a stored value of the sampled propulsion capacity from a data store or a capacity determined from the sampled capacity, such as the operating region propulsion capacity.

In other embodiments, the determination of the actual value of the drive propulsion parameter (e.g., torque) at a certain drive rotational speed is made during the mission. Furthermore, a simultaneous request value for a propulsion parameter is determined. The request value may be given by the control unit of the drive device. The requested value may be less than the maximum requested value, for example, depending on driving conditions. A ratio of the actual value to the requested value may be determined. The propulsion capacity at the rotational speed may be determined as the full capacity multiplied by the ratio. Thus, the boost capacity may be sampled. This can be repeated for different drive rotational speeds.

The value of the respective operating region propulsion capacity may be calculated from one or more of the sampled propulsion capacities in any suitable manner. For example, the minimum sampled advance capacity in an operating region may be selected to indicate the advance capacity of that region. Alternatively, all of the sample advance capacity of an operating region may be used to numerically calculate the integral of the operating region. Thus, the capacity of the operation region may be a ratio between the actual integrated value and the ideal integrated value. The actual integrated value is understood as the integral of the sampled actual capacity, and the ideal integrated value is understood as the integral of the full capacity. As other examples, the corresponding operating region advance capacity value may be calculated as an average capacity of all sampled advance capacities of the operating region.

It should be noted that the corresponding operating region advance capacity value does not necessarily have to be limited to a positive value. The advance capacity value may be negative. For example, 0% capacity may indicate that the capacity has reached the most severe level of the engine protection scheme. However, in some cases, the capacity may become lower and thus take on a negative value. In other embodiments, 0% capacity may mean a total loss of capacity, e.g., zero available torque.

Controlling the vehicle according to the map may include defining a speed profile of the vehicle according to the map. Thus, a speed profile may be defined based on operating area capacity and expected mission phase. The speed profile may include vehicle speed values at locations along one or more expected mission phases. Defining the speed profile may involve adjusting the speed profile. Such speed profile definition may provide a simple and accurate way of achieving a response to reduced capacity in one or more operating regions. It should be noted that the defined speed profile may be used by a predicted cruise control algorithm of the vehicle to optimize gear selection and/or torque demand calculations.

In some embodiments, a steering curve of the vehicle may be defined according to the map.

Controlling the vehicle according to the mapping may include re-planning the mission in the event of a derate. The propulsion capacity of the drive operating region (e.g., over the entire engine/motor speed range) can be quickly re-programmed. Replanning may involve moving the vehicle to a designated location ahead and then stopping the vehicle. The modulated propulsion capacity in multiple operating regions allows for rapid evaluation of such plans.

In some embodiments, the propulsion capacity operating region comprises a first region within the range of drive means speeds, including speeds at which the vehicle is moving away. This is advantageous in case the drive means is an internal combustion engine, such as a diesel engine. Thus, an operating region is defined whose capacity is particularly important during take-off maneuvers and transients of the vehicle. In a diesel engine, as exemplified below, the first region may cover a speed interval from a low idle speed to a so-called lower inflection point of an engine torque curve.

The vehicle may be a load-carrying vehicle and the task may include loading the program. The task may also include uninstalling the program. As an example, the method may include selecting a first capacity threshold as a lower limit for a first region propulsion capacity in the expected task phase, the first capacity threshold based at least in part on an expected loading schedule of the vehicle in the expected task phase. Thus, if the first zone propulsion capacity is below the first capacity threshold, controlling the vehicle according to the mapping may include avoiding a loading procedure. Thus, the first capacity threshold is preferably assigned to a combination of the intended task phase and the first operating region. Thus, the mapping of reduced capacity in the operating area (for maneuvers used in loading programs) to the loading task phase can accurately point to an appropriate response. Avoiding a loader may require terminating tasks. Thus, while the capacity of other operating regions (e.g., including maximum power or torque) may be full capacity, the vehicle's mission may be terminated because the reduced launch and transient response capacities may affect the operation of other vehicles in the same mission. For example, the loading task phase may include the use of a loading zone that allows only a single vehicle to be present at any point in time. If a vehicle cannot leave the area, other vehicles will not be able to enter.

In other examples, if the expected mission phase is a phase that includes an unloading procedure of the vehicle, and if the propulsion capacity in the first region is above the second capacity threshold, controlling the vehicle according to the mapping includes implementing the unloading procedure. It should be noted that if the intended task phase includes unloading and the launch capacity of the vehicle is reduced, the capacity may be too low for launching maneuvers while loading, but high enough for such maneuvers while unloading. Thus, the vehicle may be allowed to continue at least a portion of the mission.

In some embodiments, the propulsion capacity operating region comprises a second region within the drive rotational speed interval comprising a maximum torque of the drive. This is advantageous in case the drive means is an internal combustion engine, such as a diesel engine. Thus, an operating region is defined, the capacity of which is particularly important for maneuvers such as uphill driving when fully loaded. In a diesel engine, as exemplified below, the second region may cover a speed interval from a lower inflection point to a higher inflection point of a so-called torque curve. Preferably, the capacity parameter for the second region is the available torque.

In some examples, the method includes selecting a third capacity threshold as a lower limit for the second region propulsion capacity in the expected mission phase, the third capacity threshold based at least in part on an expected vehicle load in the expected mission phase, and/or an uphill road grade of the expected mission phase. Controlling the vehicle according to the mapping may include reducing the vehicle speed in the expected mission phase if the propulsion capacity in the second region is below a third capacity threshold. Thus, a third capacity threshold may be assigned to a combination of the second region and the expected task phase. Thus, the mapping of reduced capacity in the operating area for uphill and loading driving to uphill and loading task phases may accurately point to an appropriate response. For example, if the maximum torque is reduced but the launch and transient response capabilities are complete, the vehicle may be allowed to continue its mission (e.g., at a reduced speed) if the available torque is allowed for the expected mission phase.

In some embodiments, controlling the vehicle according to the mapping may include terminating the mission if the propulsion capacity in the second region is below a third capacity threshold. This may be done, for example, if the maximum torque is reduced and launch and transient response capabilities are also reduced. When the task is terminated, the vehicle may stay at a position that does not become an obstacle for other vehicles. The vehicle may be moved to a repair shop with the aid of another vehicle, or it may be repaired at the location where it is parked.

Preferably, the propulsion capacity operating region comprises a third region within the range of rotational speeds of the drive means comprising the maximum power of the drive means. This is advantageous in case the drive means is an internal combustion engine, such as a diesel engine. Thus, an operation region whose capacity is particularly important for a maneuver such as a rapid increase in the vehicle speed is defined. Another maneuver that is important to the capacity of the third zone is fast uphill driving. In a diesel engine, as exemplified below, the third region may cover a speed interval from a higher inflection point of the torque curve to a high idle speed. The capacity parameter for the third zone may be available power and/or available torque.

In some embodiments, the propulsion capacity operating region includes a region of engine braking with a drive. For example, the vehicle may be provided with an engine braking device, such as an exhaust flap (exhaust flap). The engine braking torque capacity may be reduced upon failure of the exhaust valve. The propulsion capacity of the engine brake operating region may be an engine brake capacity of the vehicle. The engine braking capacity of the vehicle may be considered to have a negative value of propulsion capacity. Thus, for example, the method may include selecting a fourth capacity threshold as a lower limit for engine braking capacity in the expected task phase, the fourth capacity threshold based at least in part on an expected vehicle load in the expected task phase, and/or a downhill grade of the expected task phase. The vehicle may be controlled based on the engine braking capacity and the fourth capacity threshold. For example, if the engine brake propulsion capacity in the engine brake zone is below the fourth capacity threshold, controlling the vehicle according to the map may include adjusting or terminating the mission if the load of the vehicle is above the load threshold, and performing the desired mission phase if the load of the vehicle is below the load threshold. If the positive propulsion capacity of the drive means is sufficient, the adjustment task may comprise driving the vehicle along a different route, or steering the vehicle and driving in the opposite direction in case of uphill road gradients. Thus, it is possible to provide an appropriate response according to the load of the vehicle.

In some embodiments, there is provided a method of controlling a plurality of vehicles, the method comprising: controlling a first vehicle of the vehicles, controlling the remaining vehicles to perform said tasks, and controlling at least one of the remaining vehicles according to said operating region propulsion capacity and/or said map of the first vehicle according to any of the embodiments described or claimed herein. Thus, an accurate response of one or more of the remaining vehicles to the reduced operating area capacity and the expected mission phase of the first vehicle may be provided. Such a response may include altering the mission of the one or more of the remaining vehicles so that it may be performed without being interrupted or terminated due to the reduced operating area capacity and expected mission phase of the first vehicle. Thus, a serious decrease in vehicle productivity can be avoided.

The object is also achieved by a computer program according to claim 26, a computer readable medium according to claim 27 or a control unit or a group of control units according to claim 28.

Further advantages and advantageous features of the invention are disclosed in the following description and in the dependent claims.

Drawings

The following is a more detailed description of embodiments of the invention, reference being made to the accompanying drawings, which are incorporated by way of illustration.

In these figures:

fig. 1 shows a vehicle in the form of a truck.

Fig. 2 shows a schematic vertical cross-section along a route traveled by a plurality of vehicles, such as the vehicle in fig. 1.

FIG. 3 is a flow diagram depicting stages in a method according to an embodiment of the invention.

Fig. 4-6 are graphs depicting torque and power as a function of engine speed for the engine of the truck of fig. 1.

Fig. 7 is a flow chart depicting stages in a method according to a more general embodiment of the invention.

Detailed Description

Fig. 1 depicts a heavy vehicle 1 in the form of a truck. The truck includes a powertrain. The powertrain comprises a drive means 2 in the form of an internal combustion engine. In this example, the engine is a diesel engine. The drive train further comprises a gearbox 3.

Fig. 2 depicts a route on a road on which the vehicles 1, 1B as shown in fig. 1 perform repeated cycles in a mission. The vehicles cooperate to move material from the loading area LA to the unloading area UA. In this example, the route is partially located in the quarry. However, the route may be in any type of environment, such as along a building site, along an urban road, and/or along a rural road. Also, the present invention is applicable to a variety of vehicle mission types. Furthermore, the vehicle may be of any type suitable for the particular task. For example, the vehicle may be a mining vehicle, a van, a bus or a car. In fig. 2, only two vehicles 1, 1B are shown for simplicity of presentation. It should be noted, however, that embodiments of the present invention are applicable to fleets of any number of vehicles.

As can be understood from fig. 2, the vehicles 1, 1B are loaded in the loading area LA. The vehicle travels from the loading area LA to the unloading area UA in a loaded state. The vehicle is unloaded at the unloading area UA. The vehicle travels from the unloading area UA to the loading area LA in an unloading state. Thus, the cycle includes travelling on a road from the loading area LA to the unloading area UA and returning to the loading area along the same road. Thus, the vehicles 1, 1B move in both directions along the road. Thus, this task may be referred to as a looping task.

In some examples, only one vehicle may be loaded at the loading area LA at the time. In some examples, only one vehicle may be unloaded at the unloading area UA at the time. In general, a route may include any number of locations for a corresponding specified activity. These activities may be of any suitable alternative type, such as delivery or pickup of goods or personnel, or refueling of the vehicle and/or charging of the battery. Any such location may be arranged such that only one vehicle may be present at the time to perform the corresponding activity. The roadway may have dual lanes to allow vehicles to meet. In some examples, the roadway may have one or more sections with a single lane between the loading area LA and the unloading area, in which sections vehicles traveling in opposite directions cannot meet.

A set of control units is arranged to perform the steps of the method according to an embodiment of the invention. The control unit comprises a central control unit CUC. The central control unit CUC may be part of a control center for controlling the vehicles 1, 1B. As shown in fig. 1, the control unit further comprises a vehicle control unit CUV. The vehicle control unit CUV may be provided in the form of a single physical device or a plurality of devices arranged to communicate with each other. The vehicle control unit CUV is arranged to control the respective powertrain 2, 3. The vehicle control unit CUV is arranged to collect operational data from the respective powertrain, as exemplified below. The central control unit CUC is arranged to communicate wirelessly with each of the vehicle control units CUV.

The central control unit CUC may be arranged to receive information from the vehicles 1, 1B, for example information about their position and speed. The central control unit CUC may also be arranged to send control commands to the vehicle. In some embodiments, the vehicle is unmanned, i.e. arranged to be autonomously controlled. Thereby, the vehicle control unit CUV may be arranged to control operating devices of the vehicle, such as the engine, the electric motor, the brakes and the steering device. Furthermore, the vehicle control unit CUV may be arranged to read control commands from the central control unit CUC. In other embodiments, the vehicle may be arranged to display control commands from the central control unit CUC to a driver of the vehicle.

In some embodiments, the central control unit CUC may be located on one of the vehicles 1, 1B, or parts of the central control unit CUC may be distributed among a plurality of vehicles.

It should be understood that the control units CUC, CUV comprise computers. It is further understood that the control units CUC, CUV may be arranged to execute an embodiment of the method according to the invention by means of a computer program.

Each cycle executed by the vehicle 1, 1B comprises a plurality of phases MS1 to MS 12. As can be seen from fig. 2, the road between the loading area LA and the unloading area UA comprises portions with respective inclinations (expressed in percentages); (the angle of the line depicting the road in fig. 2 is exaggerated for simplicity of presentation). The road section presents a cycle phase MS1 to MS12 through a loading area LA and an unloading area UA and loading conditions and unloading conditions, as shown in table 1 below. As can be seen from table 1, a plurality of capacity thresholds Ta to Tak are selected. The capacity threshold will be explained below.

Table 1 task phases along the route in fig. 2.

Referring to fig. 3, a method according to an embodiment of the invention will be described.

The method comprises collecting S1 operational data relating to the operation of the respective powertrain 2, 3 in each vehicle 1, 1B during the mission. This operation data collection may be done by the respective vehicle control unit CUV (fig. 1). The operation data collection may be done in a manner known per se, e.g. sensors for engine speed, engine temperature, engine fuel supply rate, engine air supply rate, gearbox gear selection, etc. The operating data may also include a temperature of one or more components in an exhaust aftertreatment system (EATS) of the engine. The operational data may include values of other parameters related to the operation of the powertrain, such as the load of the vehicle. The load of the vehicle may be determined in a manner known per se, for example on the basis of the sensed pressure in a pneumatic wheel suspension system. Examples of other parameters included in the operational data are ambient temperature, quality of sensors and actuators (electrical and reliability), service brake temperature, engine and gearbox reliability diagnostics, and engine and gearbox calibration (calibration parameters defining operating conditions and limits).

Referring also to fig. 4, the method further includes determining S2 propulsion capacities CA1 through CA3 in three different operating regions a1 through A3 of the engine 2 from the operating data.

The regions include a first region a1 within the engine speed interval, which includes the rotational speed at the time of a take-off maneuver of the vehicle 1. The engine speed interval of the first region a1 may also include transients after a gear shift of the vehicle 1. The reason is that certain gear shifts may result in relatively low engine speeds, which may affect engine speed recovery. The engine speed after the shift may depend on the gearbox calibration and/or road conditions.

The second region a2 is within an engine speed interval including the maximum torque of the engine 2. In this example, the second region a2 extends from a lower inflection point (denoted as P1 in fig. 4) to an upper inflection point (denoted as P2) on the known diesel torque curve.

The third region a3 is within an engine speed interval including the maximum power of the engine 2. The point on the power curve is denoted as P3 in fig. 4. The third region a3 is bounded at the upper end of the speed interval by the high-idle point of the torque curve, shown in fig. 4 as P4. The first region a1 and the third region A3 are adjacent to the second region a 2.

Reference is also made to fig. 5. The determining includes sampling the boost capacity at a plurality of sampling points MP 1-MP 8 distributed in the regions a 1-A3 and at the boundaries of the regions. Thus, each sampling point is at a respective predetermined engine speed. In this example, the propulsion capacity includes two portions: engine torque capacity and engine power capacity. As is well known, torque and power are directly related to engine speed. In some embodiments, only the torque capacity or only the power capacity is sampled. For example, each sampling point may be at a respective predetermined engine speed, and may provide power capacity at the respective engine speed.

In this example, at each sampling point, values of engine torque capacity and engine power capacity are calculated, for example, as exemplified above. Thereby, the derating of the torque can be detected. Derating may be understood as a restriction imposed on engine operation. The torque derating may be a software triggered derating, or a physical derating.

The software triggered derating may be a torque limit controlled by the software or computer program of the respective vehicle control unit CUV. For each engine speed sampling point, a software trigger derate may be calculated by running a function in the software.

As an example, a software triggered derate may be applied for engine protection. In the event of a failure or malfunction of the sensor and/or actuator, such derating may limit the torque to a predetermined level, which may be predetermined. Such a malfunction or malfunction may result in the unavailability of important information. For example, if the exhaust temperature sensor is not active, torque may be limited to avoid possible damage in the exhaust manifold.

Another example of software triggered derating may be provided for cold conditions. Thus, engine torque may be limited to avoid high emissions and/or to protect fuel injection components. Another example of a software-triggered derate may be a torque limit provided by gear selection; such a restriction may be imposed on the safe fuel. Yet another example of a software torque derating may be applied to protect the engine in view of oil or coolant temperature.

The physical derating may be a torque limit imposed by ambient conditions. Such derating may not be controlled by the vehicle control unit software. The physical derating may be estimated from a mathematical model. An example of a physical derate may be a low engine boost pressure, for example, due to faulty closed loop control, actuator failure or malfunction. Another example of a physical derate may be a low engine boost pressure due to high altitude. Thus, the physical derating may be the result of one or more environmental conditions affecting the operation of the powertrain. Another example may be low fuel rail pressure, for example due to faulty closed loop control, or sensor/actuator failure or malfunction. Yet another example of a physical derate may be a partial failure or malfunction of an engine low pressure system (e.g., due to a blockage), such as a low pressure fuel system.

As exemplified above, prior to a mission, a mathematical model or test bench may be used to determine the available torque at the time of derating or failure of a plurality of simulated components. These available torques may be stored as accessible to the vehicle control unit CUV and associated with a corresponding component derate. Thus, during a mission, a derate or fault may be identified and the associated available torque may be retrieved by the control unit.

Reference is also made to fig. 6. For each region a 1-A3, the values of torque capacities CA 1-CA 3 are calculated based on the sampled torque capacities in the respective region and at the boundaries of the respective region. Also, for each of the regions a1 through A3, the value of the power capacity (not shown in fig. 6) is calculated based on the sampled power capacities in the corresponding region and at the boundary of the corresponding region. For each zone, torque and power capacity are expressed in percentages.

It should be noted that the calculation of the propulsion capacity of the operating regions a 1-A3 may be done by the respective vehicle control units CUV. In making such a determination, the calculated propulsion capacity may be transmitted to the central control unit CUC. In an alternative embodiment, the collected operation data may be sent to the central control unit CUC and the calculation of the propulsion capacity of the operation areas a1 to A3 may be done by the central control unit CUC.

In this embodiment, the propulsion capacity operation region also includes a region (not shown) having engine braking of the engine 2.

It should be noted that in embodiments of the present invention, the propulsion capacity may include engine torque capacity but not engine power capacity, or vice versa. It should also be noted that the invention is applicable to other types of drive means 2, such as electric motors. For any type of drive 2, there may be two, three or more operating regions. Each operating region may cover a respective interval of the rotational speed of the drive means. The propulsion capacity may be determined for each operating region. For example, for a motor, there may be two operating regions.

The method further includes mapping S3, S5, S7, S9, S10 operating region propulsion capacity CA 1-CA 3 to one or more expected task phases MS 1-MS 12. Thus, one or more expected task phases MS 1-MS 12 of the respective vehicle 1, 1B are determined based on the position and direction of travel of the respective vehicle. In this embodiment, one or some of the task phases are considered to be an expected task phase, e.g. the task phase in which the respective vehicle is located, and/or to be the next upcoming task phase. However, in some embodiments, all task phases are considered to be expected task phases.

Each of the capacity thresholds Ta to Tak in table 1 above provides a lower limit of the operating region advance capacity CA1 to CA3 in one of the task phases MS1 to MS 12. Therefore, for each combination of the operation regions a1 through A3 and the task phases MS1 through MS12, the capacity thresholds Ta through Tak are as shown in table 1 above. That is, each task phase has a corresponding threshold capacity for each operating region A1-A3. When mapping propulsion capacities CA 1-CA 3 to expected task phases MS 1-MS 12, the propulsion capacities are compared to the respective capacity thresholds of the expected task phases.

The respective vehicles 1, 1B are controlled according to the map. As exemplified below, this control may involve defining or changing the speed profile of the respective vehicle in accordance with the map. The control may also involve terminating the task of the vehicle.

For example, if the expected task phase is the first task phase MSl (which includes the loading procedure of the vehicle), and if the propulsion capacity cai in the first zone a1 is below the first capacity threshold Ta (table 1), then vehicle control may involve avoiding the S4 loading procedure. Thereby, the task of the vehicle can be terminated. The basis of the first capacity threshold Ta as a lower limit for the first region propulsion capacity CA1 in the expected task phase MS1 may be that the propulsion capacity CA1 in the first region a1, which is associated with the launch maneuver of the vehicle, is particularly important in the load task phase MS1, in which the vehicle is expected to be launched fully.

If, for example, the intended mission phase MS7 is a phase comprising an unloading of the vehicle, and if the propulsion capacity CA1 in the first region a1 is above the second capacity threshold Ts (table 1), controlling the vehicle 1 according to said mapping may comprise effecting the unloading, i.e. performing the unloading therewith. However, if the propulsion capacity CA1 in the first region a1 is below the second capacity threshold Ts, S6 unloading is avoided in this example. It should be noted that the second capacity threshold Ts may be lower than the first capacity threshold Ta. The reason may be that the first zone propulsion capacity CA1 is less important in the unloading phase MS7 than in the loading phase MS1, because the vehicle is expected to take off empty, which requires less energy than a full take off. Thus, in the unload task phase MS7, the first zone advancing capacity CA1 may be lower than the first capacity threshold Ta of the first zone advancing capacity CA1 in the load task phase MS 1.

In some embodiments, if the expected mission phases MS2, MS4, MS6 are any one of the mission phases including loading the vehicle and uphill road grade, and if the propulsion capacity CA2 in the second zone a2 is below the third capacity threshold Te, Tk, Tq (table 1), controlling the vehicle 1 according to said map includes terminating the mission, or reducing S8 the vehicle speed in the expected mission phases MS2, MS4, MS 6. The basis of the third capacity threshold Te, Tk, Tq as a lower limit of the propulsion capacity CA2 of the second region in the uphill and loading mission phases MS2, MS4, MS6 may be that the propulsion capacity CA2 in the second region a2, including the maximum torque of the vehicle, is particularly important in said mission phases MS2, MS4, MS6, in which a high torque of the vehicle is required.

It should be noted that if the propulsion capacity CA2 in the second zone a2 is above the third capacity threshold, the reduced capacity CA1 in the first zone a1 may not disallow the vehicle from performing the uphill and loading mission phases MS2, MS4, MS 6. It should also be noted that if the propulsion capacity CA1 in the first zone a1 is above the first capacity threshold, the reduced capacity CA2 in the second zone a2 may not disallow the vehicle from performing the loading phase MS 1.

In another example, if the expected mission phases MS3, MS8, MS10, MS12 are mission phases including a downhill road grade, and if the engine brake propulsion capacity in the engine brake area is below the fourth capacity threshold, the mission of the vehicle 1 may be adjusted or terminated S11 if the load of the vehicle is above the load threshold. However, if the load of the vehicle is below the load threshold, the S12 expected task phases MS8, MS10, MS12 may be performed.

In the case of termination, the vehicle can be parked (standing) in the downhill stage of loading the vehicle, since the engine braking capacity is reduced. Preferably, the vehicle is driven off the road before stopping, e.g. into a separate area. In some examples, the vehicle may be further driven using the vehicle's service brake (service brake) to compensate for the loss of engine braking capacity. Such manoeuvres may be controlled by the central control unit CUC on the basis of the current position of the vehicle, the position of other vehicles and/or the risks involved in the manoeuvre, such as the service brakes overheating.

In an embodiment of the invention, if a first one of the vehicles 1 is controlled to change its mission, for example by changing its speed profile or by terminating its mission, at least one of the remaining vehicles 1B may be controlled according to the changed mission of the first vehicle. Thus, the remaining vehicles 1B may be controlled according to a mapping of the operating area propulsion capacities CA 1-CA 3 of the first vehicle to the expected mission phases of the first vehicle. Thus, for example, if the first vehicle is controlled at a reduced speed during an uphill loading phase, the remaining vehicles 1B may also be controlled at a reduced speed.

Referring to fig. 7, steps in a method according to a more general embodiment of the invention are depicted. The method includes controlling a vehicle to perform a task including a plurality of phases, the vehicle including a powertrain including at least one drive device. The method also includes collecting S1 operational data related to operation of the powertrain during the mission. The method further comprises determining S101 an expected task phase. The method further comprises determining S2 a propulsion capacity in at least two different operating regions of the drive device from the operational data. The method further comprises mapping S301 the operation region advancing capacity to a desired task phase. The method further comprises controlling S401 the vehicle according to said mapping.

It is to be understood that the invention is not limited to the embodiments described above and shown in the drawings; on the contrary, those skilled in the art will recognize that many modifications and variations are possible within the scope of the appended claims.