Method for controlling operation of a vehicle, computer program, computer-readable medium, control arrangement and vehicle

Abstract

A method (100) for controlling operation of a vehicle (1) is disclosed, wherein the method (100) is performed by a control arrangement (21), and wherein the vehicle (1) comprises a drive system (5), wheel brakes (3, 3'), and an accelerator pedal (4). The method (100) comprises the step, when an actuation state of the accelerator pedal (4) is below a threshold state, of controlling (120) a braking power provided by the drive system (5) and / or the wheel brakes (3, 3') based on map data representative of a road section (9, 9', 9") on which the vehicle (1) is / will be traveling. The present disclosure further relates to a computer program, a computer-readable medium (200), a control arrangement (21), and a vehicle (1).

Description

field of technology

[0001] The present disclosure relates to a method for controlling operation of a vehicle. The present disclosure further relates to a computer program, a computer-readable medium, a control arrangement, and a vehicle having a drive system and a control arrangement. background

[0002] Propulsion systems are used in vehicles to provide motive power for the vehicle. Traditionally, these systems have been powered primarily by internal combustion engines, which convert chemical energy from a fuel into mechanical energy. However, with advances in technology and growing environmental concerns, alternative forms of propulsion have gained importance. These include hybrid systems, which combine the conventional internal combustion engine with electrical power, and all-electric systems, which rely solely on electric motors powered by energy from batteries, fuel cells, and / or an external source such as a pantograph.

[0003] Each type of propulsion system offers different advantages and challenges. Internal combustion engine systems are known for their high power output and long range, but they also contribute to pollution and have relatively low energy efficiency compared to most electric systems. Hybrid systems attempt to balance the advantages of internal combustion engines and electric motors, offering improved fuel efficiency and reduced emissions. All-electric vehicles can eliminate direct emissions and offer high energy efficiency, but face challenges such as limited range and longer refueling times compared to vehicles powered by conventional fuels.

[0004] Controlling vehicle operation for optimal energy efficiency presents a significant challenge, particularly in dynamic driving situations. In dynamic driving situations, variables such as frequent stop-and-go movements, changing speed limits, unpredictable actions of other drivers, and changing road gradients and curvatures require constant adjustments to vehicle operation. These factors can lead to inconsistent performance between the engine and electric motor in both internal combustion and hybrid systems, increased fuel or battery consumption, and higher emissions. Furthermore, the need to constantly adapt to changing traffic patterns can prevent the drive system from operating at its most efficient state, which is often achieved at constant speeds or under specific load conditions.

[0005] Regenerative braking systems in vehicles are designed to recover energy during vehicle deceleration. Regenerative braking systems exist in various forms across different vehicles. For at least partially electric vehicles, such as all-electric and hybrid electric vehicles, a common approach is to store at least a portion of the energy generated by the electric motor during braking in an electrical energy storage system on the vehicle. The electrical energy storage system may include a number of batteries and / or a number of supercapacitors. The stored energy can then be used to propel the vehicle and / or power other vehicle systems, thereby improving the overall energy efficiency of the vehicle.Another type of auxiliary braking system employs flywheel energy storage, which uses braking energy to spin a flywheel, which can then release this energy to assist in propelling the vehicle during acceleration. Additionally, hydraulic regenerative systems, primarily used in some larger vehicles such as buses, store energy by pressurizing hydraulic fluid, which can then be used to assist in propelling the vehicle.

[0006] The primary purpose of regenerative braking systems is to reduce overall vehicle energy consumption and increase vehicle range. By recovering energy that would otherwise be wasted, regenerative braking systems play a critical role in improving the overall energy efficiency of these vehicles.

[0007] However, in certain driving situations, particularly in emergency situations or during heavy braking, the use of conventional wheel brakes is necessary. Although regenerative systems are highly effective under normal conditions, they are not always sufficient to provide the required braking performance in all situations. The use of wheel brakes in these cases results in a direct loss of kinetic energy in the form of heat, which reduces the vehicle's overall energy efficiency. This is particularly evident in stop-and-go traffic conditions and in urban traffic, where frequent braking is common.

[0008] Furthermore, frequent use of wheel brakes not only results in a loss of kinetic energy but also leads to increased wear on the brake components. This wear necessitates more frequent maintenance and replacement of brake components, increasing the overall cost of ownership and the environmental impact due to the manufacturing and disposal of these components.

[0009] A so-called one-pedal driving mode is a driving feature designed to simplify and improve a vehicle's handling. When activated, this mode allows a driver to control both acceleration and deceleration using a single pedal: the accelerator pedal. As under normal circumstances, pressing the accelerator pedal increases the vehicle's speed. However, in one-pedal driving mode, releasing the accelerator pedal triggers a deceleration force that slows the vehicle. This braking effect can be achieved through a combination of regenerative braking and conventional friction braking systems.

[0010] When One-Pedal Driving Mode is activated and the driver releases the accelerator pedal, the vehicle begins to decelerate more quickly than during a conventional coasting stop. This feature therefore reduces the need to frequently switch between the accelerator and brake pedals, providing an easier and smoother driving experience for the driver.

[0011] In some variants of this mode, drivers may have the option to select the level of deceleration applied when the accelerator pedal is released. In such variants, the feature can provide a range of deceleration intensities, from a gentle reduction in speed to a stronger braking force capable of bringing the vehicle to a complete stop, potentially eliminating the need to use the brake pedal under certain conditions.

[0012] Furthermore, in a one-pedal driving mode, the vehicle's regenerative braking system can be used to decelerate the vehicle. This allows the vehicle's kinetic energy to be captured and converted into a form of energy suitable for storage, such as electrical energy. This stored energy can then be used for various purposes, such as powering the vehicle's electrical systems and / or providing additional propulsion. This process not only provides efficient braking but also helps conserve energy and increase the vehicle's range.

[0013] In summary, the One-Pedal Driving Mode offers a more intuitive and energy-efficient driving experience. It simplifies the driving process, reduces driver fatigue, and contributes to energy savings through the integration of regenerative braking technology.

[0014] Despite the aforementioned advantages of a one-pedal driving mode, however, several challenges remain regarding the driving experience, energy efficiency, vehicle dynamics, and vehicle operational safety. In terms of the driving experience, switching to the one-pedal system may initially be unintuitive for drivers accustomed to conventional two-pedal driving, potentially leading to errors or discomfort. Furthermore, in most vehicles equipped with a one-pedal driving mode, the driver must depress the brake pedal in many driving situations to achieve the desired deceleration of the vehicle. Conversely, in some driving situations, the deceleration may be greater than desired when the driver releases the accelerator pedal. This not only impairs the driving experience but can also make it difficult to operate the vehicle in an energy-efficient manner.In addition, this may result in abrupt or jerky movements that could destabilize the vehicle, potentially compromising vehicle dynamics and operational safety. Summary

[0015] An object of the present invention is to eliminate or at least mitigate at least some of the above-mentioned problems and disadvantages. This object is achieved by the subject matter of the appended independent claim(s).

[0016] According to a first aspect of the present disclosure, the object is achieved by a method for controlling an operation of a vehicle, wherein the method is carried out by a control arrangement, and wherein the vehicle has a drive system, wheel brakes and an accelerator pedal, the method comprising the step of, when an actuation state of the accelerator pedal is below a threshold state: - Controlling braking power provided by the drive system and / or the wheel brakes based on map data representative of a section of road on which the vehicle is / will be traveling.

[0017] Since the method includes the step of controlling the braking performance based on the map data representative of a road section on which the vehicle is / will be traveling, a method is provided that has prerequisites for improving the driving experience for a driver of the vehicle as well as the energy efficiency, vehicle dynamics and operational safety of the vehicle.

[0018] The driving experience for a driver of the vehicle can be improved because controlling the braking power based on the map data can ensure that braking power is applied in an adaptive manner to better match a current driving situation and potentially also to a conscious or unconscious intention of the driver, without requiring an actual input of such intention by the driver.

[0019] By controlling braking performance based on map data, the prerequisites are also provided to enable the vehicle driver to operate the vehicle over longer distances and in a wider range of situations without having to apply the vehicle's brake pedal. Furthermore, the vehicle can be operated in a more planned, controlled, and adaptive manner. This helps avoid abrupt or jerky vehicle movements, potentially improving energy efficiency, vehicle dynamics, and operational safety.

[0020] Accordingly, a method is provided that eliminates or at least mitigates at least some of the above-mentioned problems and disadvantages. Consequently, the above-mentioned problem is solved.

[0021] Optionally, the procedure includes the step: - performing the step of controlling the braking power provided by the drive system and / or the wheel brakes in response to detecting a decrease event in the actuation state of the accelerator pedal.

[0022] The reduction event may include an event in which the driver fully or partially releases the accelerator pedal. Controlling braking effort based on map data in response to detection of a reduction event in the accelerator pedal application state may ensure that braking effort is applied in an adaptive manner to better match a current driving situation and potentially also to a conscious or subconscious driver intent, without requiring actual driver input of such intent.

[0023] Optionally, the procedure includes the step: - Estimating the vehicle's braking requirements based on the map data, and where the step for controlling the braking power comprises: - Controlling braking power based on estimated braking demand.

[0024] This provides the basis for further improving the driving experience for a vehicle driver, as well as the vehicle's energy efficiency, dynamics, and operational safety. The reason for this is that by controlling braking performance based on estimated braking demand, braking performance can be controlled in an even more controlled and adaptive manner. Furthermore, this can enable a driver to operate the vehicle over longer distances and in a wider range of situations without having to use the vehicle's brake pedal.

[0025] Optionally, the braking power control step includes: - controlling both the drive system and the wheel brakes to brake the vehicle when the braking demand exceeds a threshold, and - Controlling the drive system to brake the vehicle alone when the current braking demand is below the threshold.

[0026] This creates conditions for further improving the vehicle's operational safety. Furthermore, conditions are provided for more energy-efficient vehicle operation while simultaneously minimizing wear on the vehicle's wheel brakes. The reason for this is that the step of controlling the drive system to brake the vehicle alone when the current braking demand is below the threshold creates conditions for the vehicle's kinetic energy to be captured in a regenerative braking system of the drive system and converted into usable energy.

[0027] Similarly, the step of controlling the drive system to brake the vehicle alone when the current braking demand is below the threshold avoids the need to use the wheel brakes in situations where the current braking demand is below the threshold, thereby minimizing wheel brake wear.

[0028] Optionally, the procedure includes: - Setting the threshold based on the currently available braking capacity of the drive system.

[0029] This creates the conditions for more energy-efficient vehicle operation while simultaneously minimizing wear on the vehicle's wheel brakes. This ensures that the wheel brakes only provide braking power in situations where the estimated braking demand exceeds the currently available braking capacity of the drive system.

[0030] Optionally, the drive system comprises a regenerative braking system, and wherein the method comprises the step of: - Setting the threshold based on a currently available braking capacity of the drive system's regenerative braking system.

[0031] This provides the basis for even more energy-efficient vehicle operation while simultaneously minimizing wear on the vehicle's wheel brakes. This is because it ensures that the vehicle's regenerative braking level is maximized before the vehicle's wheel brakes are used to decelerate the vehicle.

[0032] Optionally, the procedure includes the step: - Determining, based on the map data, a distance between the vehicle and an area of the road section that has a geometric, regulatory and / or navigational change, and where the step of controlling the braking power comprises the step: - Controlling braking power based on the measured distance.

[0033] This provides a process that is capable of further improving the driving experience for a vehicle driver as well as the vehicle's energy efficiency, dynamics and operational safety.

[0034] The driving experience for a driver of the vehicle can be enhanced even further because controlling braking power based on the determined distance to a geometric, regulatory and / or navigational change of a road section on which the vehicle is / will be driving can ensure that braking power is applied in an adaptive manner to more closely match a conscious or unconscious intention of the driver, without requiring actual input of such intention by the driver.

[0035] By controlling braking performance based on the detected distance between the vehicle and an area of the road section exhibiting a geometric, regulatory, and / or navigational change, conditions are also provided to enable a driver to operate the vehicle over even longer distances and in a wider range of situations without having to apply the vehicle's brake pedal. Furthermore, the vehicle can be operated in an even more planned, controlled, and adaptive manner. Accordingly, abrupt or jerky vehicle movements can be further avoided, potentially improving energy efficiency, vehicle dynamics, and operational safety.

[0036] In other words, by controlling braking power based on the determined distance to the change, it can be ensured that the vehicle is braked smoothly, controlled, safely, and energy-efficiently before the vehicle reaches the change. As a further result, wear on the vehicle's wheel brakes can be further minimized.

[0037] Optionally, the area of the road section comprises a geometric change in the form of a change in a curvature of the road, a change in a gradient of the road, a change in a width of the road and / or a change in a type of road surface, and / or wherein the area of the road section comprises a regulatory change in the form of a change in a speed limit, a stop requirement, a traffic light location, a yield location and / or a change in lane usage rules, and / or wherein the area of the road section comprises a navigational change in the form of a road exit, an intersection, a crossing and / or a roundabout.

[0038] Optionally, the procedure includes the following steps: - Determine, based on the map data, a target speed to be achieved in an area of the road section, and - Controlling the braking power to achieve the target speed in the area of the road section.

[0039] This provides a process that is capable of further improving the driving experience for a vehicle driver as well as the vehicle's energy efficiency, dynamics and operational safety.

[0040] The driving experience for a driver of the vehicle can be further enhanced because by controlling the braking power to achieve the target speed in the area of the road section, it can be ensured that braking power is applied in an adaptive manner to more closely match a conscious or unconscious intention of the driver without requiring actual input of such intention by the driver.

[0041] By controlling braking performance to achieve the target speed in the area of the road section, conditions are also provided to enable a driver to operate the vehicle over even longer distances and in a wider range of situations without having to apply the vehicle's brake pedal. Furthermore, the vehicle can be operated in a more planned, controlled, and adaptive manner. Accordingly, abrupt or jerky vehicle movements can be further avoided, potentially improving energy efficiency, vehicle dynamics, and operational safety.

[0042] In other words, by controlling the braking power to achieve the target speed in the area of the road section, it can be ensured that the vehicle is braked smoothly, controlled, safely, and energy-efficiently before the vehicle reaches the change. As a further result, wear on the vehicle's wheel brakes can be further minimized.

[0043] Optionally, the drive system comprises a regenerative braking system controllable to regeneratively brake the vehicle, and the method comprises the steps of: - Estimating a braking energy requirement to achieve the target speed in the area of the road, and - Setting a split between braking power provided by the drive system and braking power provided by the wheel brakes based on the estimated braking energy demand and a currently available braking capacity of the regenerative braking system.

[0044] This provides a process that is capable of further improving the vehicle's energy efficiency while ensuring the vehicle's operational safety.

[0045] According to a second aspect of the present disclosure, the object is achieved by a computer program comprising instructions for causing the control arrangement according to the second aspect of the present disclosure to carry out the steps of the method according to some embodiments of the first aspect of the present disclosure. Since the computer program comprises instructions for causing the control arrangement to carry out the method according to some embodiments described herein, a computer program is provided that provides prerequisites for eliminating or at least mitigating at least some of the above-mentioned disadvantages. As a result, the above-mentioned object is achieved.

[0046] According to a third aspect of the present disclosure, the object is achieved by a computer-readable medium in which the computer program according to the second aspect of the present disclosure is stored. Since the computer-readable medium comprises instructions for causing the control arrangement to execute the method according to some embodiments described herein, a computer-readable medium is provided that provides prerequisites for eliminating or at least mitigating at least some of the above-mentioned disadvantages. As a result, the above-mentioned object is achieved.

[0047] According to a fourth aspect of the present disclosure, the object is achieved by a control arrangement which is designed to control an operation of a vehicle, the vehicle having a drive system, wheel brakes and an accelerator pedal, the control arrangement being designed to: - Controlling braking power provided by the drive system and / or the wheel brakes based on map data representative of a section of road on which the vehicle is / will be traveling.

[0048] Since the control arrangement is designed to control the braking power on the basis of the map data representative of a road section on which the vehicle is / will be driving, a control arrangement is provided which has the prerequisites for improving the driving experience for a driver of the vehicle as well as the energy efficiency, the vehicle dynamics and the operational safety of the vehicle.

[0049] The driving experience for a driver of the vehicle can be improved because controlling the braking power based on the map data can ensure that braking power is applied in an adaptive manner to better match a current driving situation and potentially also to a conscious or unconscious intention of the driver, without requiring an actual input of such intention by the driver.

[0050] By controlling braking performance based on map data, the prerequisites are also provided to enable the vehicle driver to operate the vehicle over longer distances and in a wider range of situations without having to apply the vehicle's brake pedal. Furthermore, the vehicle can be operated in a more planned, controlled, and adaptive manner. This can avoid abrupt or jerky vehicle movements, potentially improving energy efficiency, vehicle dynamics, and operational safety.

[0051] Accordingly, a control arrangement is provided that eliminates or at least mitigates at least some of the above-mentioned problems and disadvantages. Consequently, the above-mentioned object is achieved.

[0052] It is apparent that the various embodiments described for the method can all be combined with the control arrangement as described herein. That is, the control arrangement according to the fourth aspect of the invention can be configured to perform any of the method steps of the method according to the first aspect of the invention.

[0053] According to a fifth aspect of the present disclosure, the object is achieved by a vehicle having a drive system, wheel brakes, an accelerator pedal, and a control arrangement according to some embodiments of the present disclosure. Since the vehicle has a control arrangement according to some embodiments, a vehicle is provided that eliminates or at least mitigates at least some of the above-mentioned problems and disadvantages. As a result, the above-mentioned object is achieved.

[0054] Optionally, the vehicle is a heavy-duty road vehicle, such as a truck or bus. This provides a heavy-duty road vehicle that offers at least some of the advantages mentioned above.

[0055] Further features and advantages of the present invention will become apparent by examining the appended claims and the following detailed description. Short description of the drawings

[0056] Various aspects of the present disclosure, including its particular features and advantages, will be readily understood from the exemplary embodiments discussed in the following detailed description and the accompanying drawings, in which: Fig. 1 schematically illustrates a plan view of a vehicle according to some embodiments positioned on a first example of a road section, Fig. 2 a first side view of the Fig. 1, positioned on a second example of a road section, Fig. 3 a second side view of the Fig. 1 and Fig. 2, positioned on a third example of a road section, Fig. 4 schematically illustrates a method for controlling vehicle operation, and Fig. 5 constitutes a computer-readable medium. Detailed description

[0057] Aspects of the present disclosure are described in more detail below. Like reference numerals refer to like elements throughout. Well-known features or constructions are not necessarily described in detail for the sake of brevity and / or clarity.

[0058] Fig. Figure 1 schematically illustrates a plan view of a vehicle 1 according to some embodiments, positioned on a first example of a road section 9. According to the illustrated embodiments, the vehicle 1 is a truck, i.e., a type of heavy road vehicle, as well as a type of heavy commercial vehicle. According to further embodiments, the vehicle 1 referred to herein may be another type of heavy or a lighter type of land propulsion vehicle, for example, a truck, a bus, a construction vehicle, a tractor, a car, or the like.

[0059] As in Fig. 1, the vehicle 1 has wheel brakes 3, 3', which are controllable for braking the vehicle 1. The wheel brakes 3, 3' are controllable for braking the vehicle 1 by braking a rotation of wheels of the vehicle 1. The wheels of the vehicle 1 are in Fig. 1 not shown for the sake of brevity and clarity. The wheel brakes 3, 3' may comprise friction braking arrangements such as drum brakes, disc brakes, or a combination of these. Drum brakes typically comprise a cylindrical portion called a brake drum and a set of shoes or pads controllable to be pressed against the cylindrical portion to create friction therebetween to brake rotation of the wheels. Disc brakes typically comprise a disc and a set of pads controllable to be pressed against the disc to create friction therebetween to brake rotation of the wheels.

[0060] As in Fig. 1, the vehicle 1 further comprises a drive system 5. The drive system 5 is configured to provide drive power to the vehicle 1 via wheels of the vehicle 1. Furthermore, the drive system 5 is configured to provide braking power to the vehicle 1 via wheels of the vehicle 1. According to the illustrated embodiments, the drive system 5 comprises a power source in the form of an internal combustion engine 7. The internal combustion engine 7 may be a diesel engine, i.e., a type of compression ignition engine. The internal combustion engine 7 may therefore be configured to be operated with diesel or a diesel-like fuel such as biodiesel, biomass-to-liquid (BTL) diesel, or gas-to-liquid (GTL) diesel.Diesel-like fuels such as biodiesel can be obtained from renewable sources such as vegetable oil, which primarily contains fatty acid methyl esters (FAME). Diesel-like fuels can be produced from many types of oil, for example, rapeseed oil (rapeseed methyl ester, RME) and soybean oil (soybean methyl ester, SME).

[0061] According to further embodiments, the internal combustion engine 7 referred to herein may be another type of spark-ignition engine, wherein the spark-ignition engine may be configured to run on gasoline, alcohol, or combinations thereof. Alcohol such as ethanol may be obtained from renewable biomass. According to embodiments herein, the internal combustion engine 7 is a four-stroke internal combustion engine 7.

[0062] Furthermore, the internal combustion engine 7 can be a spark-ignition engine, wherein the spark-ignition engine is configured to be operated with a gaseous fuel. The gaseous fuel can also be referred to as fuel gas and can comprise any type of fuel that is gaseous under normal ambient temperature and pressure conditions and that can be stored under pressure in a pressure vessel and combusted in an internal combustion engine 7 to produce useful work. Examples of such gaseous fuels include compressed natural gas (CNG), liquefied natural gas (LNG), liquefied petroleum gas (LPG), hydrogen (H2), biogas, and synthesis gas. Many gaseous fuels can be obtained from renewable sources, for example from renewable biomass.

[0063] According to the illustrated embodiments, the drive system 5 of the vehicle 1 further comprises a regenerative braking system 8. The regenerative braking system 8 is controllable to regeneratively brake the vehicle 1 via wheels of the vehicle 1. More specifically, according to the illustrated embodiments, the regenerative braking system 8 comprises an electric machine that is controllable for regenerative braking of the vehicle 1, wherein the energy obtained from the braking of the vehicle 1 can be stored in an electrical energy storage system of the vehicle 1.

[0064] The electrical energy storage system may comprise one or more traction battery packs, each comprising a number of rechargeable battery cells, such as lithium-ion battery cells, lithium polymer battery cells, nickel-metal hydride battery cells, or the like. The battery cells may be arranged in battery modules, wherein each of the one or more traction battery packs may comprise a number of battery modules. The stored energy may then be used to provide motive power for the vehicle 1 using the aforementioned electric machine. In other words, according to the illustrated embodiments, the vehicle 1 is a so-called hybrid electric vehicle, comprising the combination of an internal combustion engine 7 and an electric machine to provide motive power for the vehicle 1.

[0065] However, according to further embodiments, the vehicle 1 referred to herein may be a fully electric vehicle having a purely electric drive system, i.e., a drive system having a number of electric machines and no internal combustion engine to provide drive power to the vehicle 1 via wheels of the vehicle 1. In such embodiments, the regenerative braking system 8 of the drive system 5 may comprise one or more of the number of electric machines.

[0066] Furthermore, according to some embodiments, the vehicle 1 may have an internal combustion engine 7 as the sole means of providing drive power to the vehicle 1 and no electric drive machine.

[0067] Furthermore, the vehicle 1 may have a different type of regenerative braking system 8 than explained above, for example, a hydraulic or pneumatic regenerative auxiliary braking system. Such an auxiliary braking system may include a hydraulic or pneumatic pump / motor controllable to brake the vehicle 1 and convert the braking energy into potential energy within a pressure vessel by pumping a fluid into the pressure vessel during braking. In such embodiments, the pressurized fluid may be usable to subsequently provide motive power for the vehicle 1, for example, by means of the pump / motor of the hydraulic or pneumatic regenerative auxiliary braking system.Furthermore, according to some embodiments, the regenerative braking system 8 of the vehicle 1 may include a flywheel configured to store energy recovered during braking in the form of rotation of the flywheel.

[0068] As in Fig. 1, the vehicle 1 further comprises a control arrangement 21 and an accelerator pedal 4. In the schematic representation of the vehicle 1 of Fig. 1, the accelerator pedal 4 is shown within a dashed ellipse 32. However, as indicated by the line connecting the dashed ellipse 32 to the vehicle 1, the accelerator pedal 4 is arranged within a driver environment of the vehicle 1. As shown in Fig. 1, the accelerator pedal 4 is also designed to be actuated, i.e., pressed, by a foot 34 of a driver of the vehicle 1. The control arrangement 21 is designed to control a power output of the drive system 5 based on an actuation state of the accelerator pedal 4.

[0069] According to the illustrated embodiments, the control arrangement 21 is configured to determine the actuation state of the accelerator pedal 4 by inputting data from a sensor arranged to detect the actuation state of the accelerator pedal 4. Such a sensor may be arranged to detect the actuation state of the accelerator pedal 4 by monitoring a position of the accelerator pedal 4.

[0070] Furthermore, according to embodiments herein, the control arrangement 21 of the vehicle 1 is configured to control operation of the vehicle 1, including operation of the wheel brakes 3, 3' and the drive system 5 of the vehicle 1. More specifically, the control arrangement 21 is configured to control braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on the map data representative of a road section 9 on which the vehicle 1 is traveling / will travel when the actuation state of the accelerator pedal 4 is below a threshold state.

[0071] In this way, the control arrangement 21 can improve the driving experience for a driver of the vehicle as well as the energy efficiency, vehicle dynamics and operational safety of the vehicle 1, as will be further explained herein.

[0072] The threshold state referred to herein may be set to a value equal to or lower than a state in which the vehicle 1 transitions from acceleration in the forward direction of movement of the vehicle 1 to deceleration. In other words, the threshold state may be set to correspond to a state in which, in a current driving situation, no vehicle acceleration is achieved in the forward and backward directions of movement of the vehicle 1. According to further embodiments, the threshold state may be set to a fixed value, for example, to a value that normally causes deceleration of the vehicle 1. The control arrangement 21 may be configured to determine whether the actuation state of the accelerator pedal 4 is below the threshold state by comparing the actuation state and the threshold state.

[0073] According to some embodiments, the control arrangement 21 may be configured to control the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on the map data in response to a detection of a reduction event in the actuation state of the accelerator pedal 4.

[0074] The reduction event may include an event in which the driver fully releases the accelerator pedal 4 or partially releases the accelerator pedal 4. The control arrangement 21 may be configured to detect the reduction event by inputting data from the above-mentioned type of sensor configured to detect the actuation state of the accelerator pedal 4.

[0075] The decrease event of the actuation state of the accelerator pedal 4 referred to herein means an event in which the actuation state of the accelerator pedal 4 is decreased. In this context, this could correspond to any case in which the actuation of the accelerator pedal 4 decreases, typically when the driver removes the foot 34 from the accelerator pedal 4 or releases it.

[0076] The control arrangement 21 may be designed to obtain the map data representative of a road section 9 on which the vehicle 1 is / will be traveling from an on-board system or from an external transmitter 13, for example from a transmitter of a data transmission unit for mobile devices.

[0077] Furthermore, the vehicle 1 may have a vehicle position determining device configured to provide an estimate of a current position of the vehicle 1. Such a vehicle position determining device may, for example, utilize a space-based satellite navigation system such as a Global Positioning System (GPS), the Russian Global Navigation Satellite System (GLONASS), the European Union's Galileo positioning system, the Chinese Compass navigation system, or the Indian Regional Navigational Satellite System. The control arrangement 21 may be configured to control the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on the map data and the estimate of the current position of the vehicle 1.

[0078] According to the illustrated embodiments, the vehicle 1 includes a sensor assembly 23 configured to monitor a driving environment in front of the vehicle 1. The sensor assembly 23 is operatively connected to the control assembly 21. The sensor assembly 23 may include one or more of an image capture device such as a camera, a LiDAR (Light Detection and Ranging) sensor, a Radar (Radio Detection and Ranging) sensor, and an ultrasonic sensor.

[0079] An image capture device functions by capturing visual data in the form of images or videos. This allows the control arrangement 21 to identify and interpret various aspects of the driving environment in front of the vehicle 1. LiDAR sensors function by emitting pulsed laser light and measuring the time it takes for the light to bounce back after hitting an object. This data can be used to create accurate, three-dimensional information about the environment, including a precise distance and shape of objects. Radar sensors use radio waves to detect objects and determine their speed and distance. They emit radio waves that reflect off objects and return to the sensor, allowing the system to calculate the object's position and speed even in poor visibility conditions.Finally, ultrasonic sensors work by emitting ultrasonic waves. These waves are reflected by objects and return to the sensor, which then calculates the distance to the object based on the time it takes for the sound waves to return.

[0080] According to some embodiments, the control arrangement 21 is configured to estimate a braking demand of the vehicle 1 based on the map data and to control the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on the estimated braking demand. Obviously, the control arrangement 21 can be configured to control the braking power based on the estimated braking demand such that the braking power is increased as the braking demand increases and reduced as the braking demand decreases. As explained in more detail below, according to the illustrated embodiments, the control arrangement 21 can be configured to supplement and / or adapt the estimated braking demand of the vehicle 1 based on data from the sensor arrangement 23.

[0081] The control arrangement 21 can be configured to estimate the braking requirement of the vehicle 1 by comparing a current position estimate of the vehicle 1 and the map data. Furthermore, the control arrangement 21 can be configured to estimate the braking requirement of the vehicle 1 by identifying from the map data areas p1, p2 of the road section 9 that exhibit a geometric, regulatory, and / or navigational change.

[0082] Furthermore, the control arrangement 21 can be designed to determine, on the basis of the map data and a current position estimate of the vehicle 1, a distance d1, d2 between the vehicle 1 and an area p1, p2 of the road section 9 which has a geometric, regulatory and / or navigational change, wherein the control arrangement 21 is designed to control the braking power on the basis of the determined distance d1, d2.

[0083] In the schematic example of Fig. 1, an area p1 of road section 9 has a regulatory change in the form of a change in a speed limit. The change in the speed limit is shown in Fig. 1 by a traffic sign 26 and a dashed line. In this way, the control arrangement 21 can determine a distance d1 between the vehicle 1 and the area p1 of the road section 9 and can thus control the braking performance based on the determined distance d1. In this example, the control arrangement 21 can also be designed to identify the permitted speed after the change in the speed limit and / or can be designed to identify whether the change in the speed limit constitutes an increase or a decrease in the permitted speed compared to an area of the road section on which the vehicle 1 is currently located. The control arrangement 21 can furthermore be designed to adapt the control of the braking performance based on such identification(s).

[0084] In the above example of the change in the speed limit in the area p1 of the road section 9, the control arrangement 21 can be configured to check the presence and / or location of the change in the speed limit using data from an image recording device of the sensor arrangement 23. Furthermore, in this example, the control arrangement 21 can be configured to identify the permitted speed after the change in the speed limit using data from an image recording device of the sensor arrangement 23, and / or to identify whether the change in the speed limit represents an increase or a decrease in the permitted speed compared to an area of the road section on which the vehicle 1 is currently located.Furthermore, the control arrangement 21 can be designed to adapt the estimated braking requirement and accordingly also the control of the braking power in accordance with such checks and identifications.

[0085] As indicated above, the control arrangement 21 may be configured to control the braking performance based on a characteristic of a geometric, regulatory, and / or navigational change of the road section 9 on which the vehicle 1 is / will be traveling. The characteristic of the geometric, regulatory, and / or navigational change may be obtained from the map data and / or from data input from the sensor arrangement 23. In the above example of the regulatory change in the form of a change in the speed limit, its characteristic may include the permitted speed after the change in the speed limit and / or whether the change in the speed limit represents an increase or decrease in the permitted speed compared to a portion of the road section on which the vehicle 1 is currently located.

[0086] Furthermore, the control arrangement 21 can be configured to control the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on a current speed of the vehicle 1. In other words, according to some embodiments, the control arrangement 21 can be configured, when the actuation state of the accelerator pedal 4 is below the threshold state, to control the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on a current speed of the vehicle 1, a distance d1 to an area p1 of the road section 9 that has a geometric, regulatory, and / or navigational change, and a property of the change.

[0087] In the above example, the control arrangement 21 may be configured to control the braking power such that the braking power is increased with decreasing distances d1 to the change in the speed limit when the change in the speed limit represents a reduction in the vehicle speed compared to the current speed of the vehicle 1. If the change in the speed limit represents an increase in the vehicle speed compared to the current speed of the vehicle 1, the control arrangement 21 may be configured to control the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' to a reduced level in response to detecting a reduction event in the actuation state of the accelerator pedal 4.

[0088] Furthermore, according to some embodiments, the control arrangement 21 can be configured to determine, based on the map data, a target speed to be achieved in a region p1, p2 of the road section 9, wherein the control arrangement 21 is configured to control the braking power to achieve the target speed in the region p1, p2 of the road section 9. The control arrangement 21 can be configured to set the target speed based on a property of the geometric, regulatory, and / or navigational change. In the above example of the regulatory change in the form of a change in the speed limit, the target speed can be set to correspond to a permissible speed after the change in the speed limit.

[0089] The above example of the regulatory change in the form of a change in the speed limit should be considered only as an example of a regulatory change that the control arrangement 21, according to embodiments herein, could possibly identify from the map data and to which it could adapt the braking performance in response. However, the control arrangement 21 may alternatively or additionally be configured to identify other types of regulatory changes from the map data, for example, one or more of a stop requirement, a traffic light location, a yield location, and a change in lane usage rules. In the example of a stop requirement, the control arrangement 21 may be configured to set the target speed to be reached at the stop requirement to a vehicle speed of zero, i.e., a standstill of the vehicle 1.

[0090] Furthermore, the control arrangement 21 can be configured to identify a geometric change in the form of a change in the curvature of the road, a change in the gradient of the road, a change in the width of the road, and / or a change in the type of road surface. As a further alternative or additionally, the control arrangement 21 can be configured to identify a navigational change in the form of a road exit 19, an intersection, a crossing, and / or a roundabout.

[0091] In the schematic example of Fig. 1, an area p2 of the road section 9 has a navigational change in the form of a road exit 19. As indicated above, the control arrangement 21 can be configured to determine a distance d2 between the vehicle 1 and the area p2 having the road exit 19, and can be configured to control the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on the determined distance d2. Furthermore, the control arrangement 21 can be configured to control the braking power based on a characteristic of the road exit 19. The characteristic of the road exit can include, for example, a permitted or appropriate speed at the road exit 19.Furthermore, in this example, the control arrangement 21 may be configured to control the braking power based on information from a navigation system of the vehicle 1 indicating whether the driver intends to leave the road via the road exit 19.

[0092] Fig. 2 shows a first side view of the Fig. 1, which is positioned on a second example of a road section 9'. The second example of the road section 9' has a region p3 with a geometric variation in the form of a change in the inclination ic1 of the road. That is, in Fig. 2, the vehicle 1 is shown positioned on a flat ground surface and is shown approaching a slope 31. In other words, in the example of Fig. 2, the geometric change takes the form of an increase in the gradient of the road. As explained in more detail below, the control arrangement 21 can be configured to determine a distance d3 between the vehicle 1 and the area p3 of the road section 9' using the map data and a current position estimate of the vehicle 1, and can be configured to control the braking power based on the determined distance d3.

[0093] Fig. 3 shows a second side view of the Fig. 1 and Fig. 2, which is positioned on a third example of a road section 9". The third example of the road section 9" has a region p4 with a geometric variation in the form of a change in the inclination ic2 of the road. More specifically, in Fig. 3, the vehicle 1 is shown positioned on a flat ground surface and is shown approaching a slope 33. In other words, in the example of Fig. 3, the geometric change takes the form of a reduction in the gradient of the road. As explained in more detail below, the control arrangement 21 can be configured to determine a distance d4 between the vehicle 1 and the area p4 of the road section 9" using the map data and a current position estimate of the vehicle 1, and can be configured to control the braking power based on the determined distance d4.

[0094] In the following, unless otherwise stated, reference is made to Fig. 1 to Fig. 3. As mentioned above with reference to Fig. 1, the control arrangement 21 can be designed to control the braking power based on a characteristic of a geometric, regulatory and / or navigational change of the area p1 to p4 of the road section 9, 9', 9". As explained with reference to Fig. 1, the control arrangement 21 may further be configured to set a target speed to be achieved in a range p1 to p4 of a road section 9, 9', 9", on which the vehicle 1 is / will be traveling, based on a characteristic of a change.

[0095] In the examples of Fig. 2 and Fig. 3, the characteristic of the geometric change can be represented by the direction of a change in the gradient / slope ic1, ic2 of the road, the magnitude of the change in the gradient / slope ic1, ic2, and the magnitude of the gradient / slope ic1, ic2 of the road. Furthermore, in these embodiments, the control arrangement 21 can be configured to determine the target speed to be achieved in a region p3, p4 of a road based on a length L, L' of an uphill or downhill gradient 31, 33.

[0096] If the geometric change is accompanied by a reduction in the gradient of the road, such as the beginning of a downhill slope 33, as in Fig. 3, the control arrangement 21 can be compared with a geometric change associated with an increase in the gradient of the road, such as the beginning of a slope 31, as in Fig. 2, increase the braking power and reduce the target speed.

[0097] Accordingly, in the examples of Fig. 2 and Fig. 3 the control arrangement 21 may be designed to control the area p4 in Fig. 3 target speed to be achieved to a lower value than that in the area p3 in Fig. 2, provided that other circumstances are the same in these examples. In this way, a more energy-efficient operation of the vehicle 1 can be ensured when the actuation state of the accelerator pedal 4 is below the threshold state. The reason for this is that in the Fig. 2, the relatively higher target speed in the region p3 can provide an efficiency gain by avoiding high-load conditions of the drive system 5 during ascent of the slope 31, which are typically less efficient. That is, by providing a relatively higher target speed in anticipation of the slope 31, using the gained momentum to reduce the load on the drive system 5, the vehicle 1 can manage the slope more efficiently. Furthermore, in the Fig. 3, the relatively lower target speed in the area p4 provides an efficiency gain by utilizing gravity assistance during descent of the slope 33.

[0098] In other words, by proactively adjusting the target speed based on a property and a distance d1 to d4 to a geometric, regulatory, and / or navigational change, the vehicle 1 can be operated more energy-efficiently. Furthermore, the driving experience for a driver of the vehicle 1, as well as the vehicle dynamics and operational safety of the vehicle 1, can be improved.

[0099] According to some embodiments, the control arrangement 21 is configured to control both the drive system 5 and the wheel brakes 3, 3' to brake the vehicle 1 when the braking demand exceeds a threshold value, and to control the drive system 5 to brake the vehicle 1 alone when the current braking demand is below the threshold value. The threshold value may also be referred to as the threshold demand.

[0100] Furthermore, the control arrangement 21 can be configured to set the threshold based on a currently available braking capacity of the drive system 5. As mentioned above, according to the illustrated embodiments, the drive system 5 comprises a regenerative braking system 8 that is controllable for regenerative braking of the vehicle 1. In these embodiments, the control arrangement 21 can be configured to set the threshold based on a currently available braking capacity of the regenerative braking system 8 of the drive system 5. Furthermore, the control arrangement 21 can be configured to adjust or set the threshold based on one or more other factors, such as weather conditions, a current estimate of road friction, and the like.

[0101] Furthermore, the control arrangement 21 can be configured to estimate a braking energy requirement for reaching a target speed in a region p1 to p4 of the road that exhibits a geometric, regulatory, and / or navigational change, and to adjust a distribution between a braking power provided by the drive system 5 and a braking power provided by the wheel brakes 3, 3' based on the estimated braking energy requirement and a currently available braking capacity of the regenerative braking system 8. In this way, conditions for even more energy-efficient operation of the vehicle 1 are provided.

[0102] According to some embodiments, the control arrangement 21 is configured to supplement the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on a determined distance to a preceding vehicle and possibly also a determined speed of change in the distance to a preceding vehicle. This allows the braking power to be controlled in a further adaptive manner when the actuation state of the accelerator pedal 4 is below the threshold state, for example, in response to a detection of a decrease in the actuation state of the accelerator pedal 4, in order to further improve the driving experience for a driver of the vehicle 1, as well as the energy efficiency, vehicle dynamics, and operational safety of the vehicle 1.The control arrangement 21 can be designed to determine the distance to a vehicle traveling ahead and possibly also its rate of change using data from the sensor arrangement 23.

[0103] Furthermore, the control arrangement 21 can be configured to supplement the control of the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on one or more further aspects or factors, for example a current ambient temperature, current weather conditions, a current estimate of road friction, historical data representative of historical speeds of vehicles on a road section 9, 9', 9" on which the vehicle 1 is / will be traveling, detection of a pedestrian and / or a determined distance to the pedestrian, and the like.As a result, braking performance may be controlled in a further adaptive manner when the actuation state of the accelerator pedal 4 is below the threshold state, for example, in response to detection of a decrease event in an actuation state of the accelerator pedal 4, to further improve the driving experience for a driver of the vehicle 1, as well as the energy efficiency, vehicle dynamics, and operational safety of the vehicle 1. The one or more further aspects or factors referred to above may be obtained from the map data, an on-board system or device, such as a device of the sensor arrangement 23, and / or from an external transmitter 13.

[0104] As stated above, the decrease event of the actuation state of the accelerator pedal 4 referred to herein may include an event in which the accelerator pedal 4 is fully released or partially released. According to some embodiments, the control arrangement 21 may be configured to supplement the control of the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on a current actuation state of the accelerator pedal 4, a magnitude of a decrease in the actuation state of the accelerator pedal 4, and / or a rate of change by which the actuation state of the accelerator pedal 4 is decreased.In this way, the braking power can be controlled in a further adaptive manner in response to a detection of a reduction event of an actuation state of the accelerator pedal 4 in order to further improve the driving experience for a driver of the vehicle 1 as well as the energy efficiency, vehicle dynamics and operational safety of the vehicle 1.

[0105] As mentioned, in the schematic example of Fig. 1 an area p2 of the road section 9 has a navigational change in the form of a road exit 19. In Fig. 1 shows the area p2 of the road section 9 at the beginning of the road exit 19. Likewise, Fig. 2 and Fig. 3 shows the areas p3, p4, which exhibit the geometric changes in the form of changes in the inclination ic1, ic2 of the road, at a respective beginning of the uphill / downhill gradient 31, 33. However, an area p1 to p4 of the road section 9, 9', 9", which exhibits a geometric, regulatory, and / or navigational change, can be set at a different location than that shown in these figures. For a geometric change in the form of a curve, the area can be set, as an example, to a vertex of the curve. As another example, for a geometric change in the form of a change in the inclination of the road, the area can be set to an area of an uphill or downhill gradient with the greatest inclination.

[0106] Fig. 4 schematically illustrates a method 100 for controlling vehicle operation. The vehicle may be a vehicle 1 according to the embodiments described with reference to Fig. 1 and Fig. 3. Therefore, unless otherwise stated, the following refers simultaneously to Fig. 1 to Fig. 4 is referred to.

[0107] The method 100 is a method for controlling an operation of a vehicle 1, wherein the method 100 is performed by a control arrangement 21, and wherein the vehicle 1 has a drive system 5, wheel brakes 3, 3' and an accelerator pedal 4, the method 100 comprising the step, when an actuation state of the accelerator pedal 4 is below a threshold state: - Controlling 120 a braking power provided by the drive system 5 and / or the wheel brakes 3, 3' on the basis of map data representative of a road section 9, 9', 9" on which the vehicle 1 is / will be traveling.

[0108] Optionally, the method 100 may include the step: - Detection 101 of a reduction event of an actuation state of the accelerator pedal 4, and in response: - performing the step of controlling 120 the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on the map data.

[0109] The step of detecting 101 a reduction event of an actuation state of the accelerator pedal 4 may be performed using data from a sensor arranged to detect the actuation state of the accelerator pedal 4.

[0110] Furthermore, the method 100 may include the step: - Obtaining 102 a current position estimate of the vehicle 1, and wherein the step of controlling 120 the braking power comprises the step: Controlling 120' the braking power provided by the drive system 5 and / or the wheel brakes 3, 3' based on the current position estimate and map data representative of a road section 9, 9', 9" on which the vehicle 1 is / will be traveling.

[0111] The step of obtaining 102 the current position estimate of the vehicle 1 may be performed using data from a vehicle position determining device of the vehicle 1. Such a vehicle position determining device may, for example, utilize a space-based satellite navigation system.

[0112] According to some embodiments, the method 100 comprises the step of: - estimating 103 a braking requirement of the vehicle 1 based on the map data, and wherein the step of controlling 120 the braking power comprises: - Control 121 the braking power based on the estimated braking demand.

[0113] The braking power control step 121 may include: - controlling 122 both the drive system 5 and the wheel brakes 3, 3' to brake the vehicle 1 when the braking demand exceeds a threshold value, and - Controlling 123 the drive system 5 to brake the vehicle 1 alone if the current braking requirement is below the threshold value.

[0114] According to some embodiments, the method 100 may include the step of: - Setting 105 of the threshold value based on a currently available braking capacity of the drive system 5.

[0115] The drive system 5 may include a regenerative braking system 8 that is controllable for regenerative braking of the vehicle 1. According to such embodiments, the method 100 may include the step: - Setting 106 the threshold value based on a currently available braking capacity of the regenerative braking system 8 of the drive system 5.

[0116] According to some embodiments, the method 100 comprises the step of: - determining 110, on the basis of the map data, a distance d1 to d4 between the vehicle 1 and an area p1 to p4 of the road section 9, 9', 9", which has a geometric, regulatory and / or navigational change, and wherein the step of controlling 120 the braking power comprises the step: - Control 125 the braking power based on the determined distance d1 to d4.

[0117] The area p1 to p4 of the road section 9, 9', 9" may include a geometric change in the form of a change in the curvature of the road, a change in the gradient ic1, ic2 of the road, a change in the width of the road, and / or a change in the type of road surface. Alternatively or additionally, the area p1 to p4 of the road section 9, 9', 9" may include a regulatory change in the form of a change in the speed limit, a stop requirement, a traffic light location, a yield point, and / or a change in the lane usage rules. As a further alternative or additionally, the area p1 to p4 of the road section 9, 9', 9" may include a navigational change in the form of a road exit 19, an intersection, a crossing, and / or a roundabout.

[0118] Furthermore, according to some embodiments, the method 100 comprises the steps of: - Determining 112, on the basis of the map data, a target speed to be achieved in a range p1 to p4 of the road section 9, 9', 9", and - Controlling 126 the braking power to achieve the target speed in the range p1 to p4 of the road section 9, 9', 9".

[0119] As mentioned, according to some embodiments, the drive system 5 includes a regenerative braking system 8 that is controllable for regenerative braking of the vehicle 1. According to such embodiments, the method 100 may include the steps: - Estimating 114 a braking energy requirement to reach the target speed in the area p1 to p4 of the road, and - Setting 128 a distribution between braking power provided by the drive system 5 and braking power provided by the wheel brakes 3, 3' based on the estimated braking energy requirement and a currently available braking capacity of the regenerative braking system 8.

[0120] It is apparent that the various embodiments described for the method 100 can all be combined with the control arrangement 21 as described herein. That is, the control arrangement 21 can be configured to perform any of the method steps 101, 102, 103, 105, 106, 110, 112, 114, 120, 120', 121, 122, 123, 125, 126, and 128 of the method 100.

[0121] As can be seen from what is described herein, the method 100 and the control arrangement 21 according to embodiments herein enable a driver of a vehicle 1 to operate a vehicle 1 in a smooth, intuitive, and controlled manner without having to operate a brake pedal of the vehicle 1. Therefore, the method 100 and the control arrangement 21 referred to herein may form part of a so-called one-pedal driving system of the vehicle 1 and / or may be configured to provide a so-called one-pedal driving mode of the vehicle 1.

[0122] When integrated into the vehicle 1, the one-pedal driving mode may be selectable via an input unit arranged in a driver environment of the vehicle 1, such as an input unit in the form of a touch-sensitive screen, a button, a lever, a switch, a microphone, or the like. In other words, in such embodiments, a driver may be able to activate or deactivate the one-pedal driving mode via such an input unit. Furthermore, in such embodiments, the driver may be able to select between different modes of a one-pedal driving system of the vehicle 1, for example, via an input unit according to the above.In such embodiments, the control provided by the method 100 and / or the control arrangement 21 according to embodiments herein may form an adaptive mode of the one-pedal driving system, wherein one or more other selectable modes may form non-adaptive modes resulting in a fixed or predetermined braking power when the actuation state of the accelerator pedal 4 is below a threshold state or upon a decrease event of an actuation state of the accelerator pedal 4.

[0123] The one-pedal driving mode referred to herein may also be referred to as a single-pedal driving mode, a single-pedal operating mode, a single-pedal control mode, or a single-pedal driving function. Similarly, the one-pedal driving system referred to herein may also be referred to as a single-pedal driving system, a single-pedal operating system, or a single-pedal control system.

[0124] Fig. 5 illustrates a computer-readable medium 200 comprising instructions that, when executed by a computer, cause the computer to perform the method 100 according to some embodiments of the present disclosure. According to some embodiments, the computer-readable medium 200 comprises a computer program comprising instructions that, when executed by a computer, cause the computer to perform the method 100 according to some embodiments. The computer may consist of the control arrangement 21.

[0125] It will be apparent to a person skilled in the art that the method 100 for controlling operation of the vehicle 1 may be implemented by programmed instructions. These programmed instructions are typically formed by a computer program which, when executed in the control arrangement 21, ensures that the control arrangement 21 carries out the desired control, such as method steps 101, 102, 103, 105, 106, 110, 112, 114, 120, 120', 121, 122, 123, 125, 126 and 128. The computer program is usually part of a computer program product comprising a suitable digital storage medium in which the computer program is stored, such as the one shown in Fig. 5. In other words, the computer program product may be a computer-readable medium 200, and the computer program may be stored in the computer-readable medium 200.

[0126] The control arrangement 21 may comprise a computer, which may take the form of essentially any suitable type of hardware or hardware / firmware device utilizing processing circuitry such as a processor, a central processing unit (CPU), a controller, an arithmetic logic unit (ALU), a digital signal processor, an application-specific integrated circuit (ASIC), a digital signal processor (DSP), a microcomputer, a field-programmable gate array (FPGA), a system-on-chip (SoC), a programmable logic unit, a microprocessor, an application-specific integrated circuit, or any other device capable of electronically performing operations in a defined manner.or other processing logic capable of interpreting and executing instructions. As used herein, the term "computer" may represent a processing circuit comprising a plurality of processing circuits, such as, for example, any, some, or all of the above.

[0127] The control arrangement 21 may further comprise a memory unit, wherein the computer may be connected to the memory unit, which may provide the computer with, for example, stored program code and / or stored data that the computer may need to enable it to perform calculations. The computer may further be configured to store partial or final results of calculations in the memory unit. The memory unit may comprise a physical device used to temporarily or permanently store data or programs, i.e., sequences of instructions. According to some embodiments, the memory unit may comprise integrated circuits comprising silicon-based transistors. The memory unit may, in various embodiments, e.g.a memory card, a flash memory, a USB memory, a hard disk or any other similar volatile or non-volatile storage device for storing data such as a ROM (Read-Only Memory), a PROM (Programmable Read-Only Memory), an EPROM (Erasable PROM), an EEPROM (Electrically Erasable PROM), etc.

[0128] The control arrangement 21 is connected to components of the vehicle 1 for receiving and / or transmitting input and output signals. These input and output signals may have waveforms, pulses, or other attributes that the input signal receiving devices can recognize as information and that can be converted into signals that can be processed by the control arrangement 21. These signals can then be supplied to the computer. One or more output signal transmitting devices can be arranged to convert calculation results from the computer into output signals for transmission to other parts of the vehicle's control system and / or to the component or components for which the signals are intended. Each of the connections to the respective components of the vehicle 1 for receiving and transmitting input and output signals can take the form of a cable, a data bus, e.g.a CAN (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) bus and / or another bus configuration or a wireless connection.

[0129] In the illustrated embodiments, the vehicle 1 comprises one control arrangement 21, but may alternatively be implemented wholly or partly in two or more control arrangements or two or more control units.

[0130] Control systems in modern vehicles generally comprise a data transmission bus system consisting of one or more data transmission buses for connecting a number of electronic control units (ECUs) or control devices to various components on board the vehicle. Such a control system may comprise a large number of control units, and the execution of a specific function may be distributed among two or more of them. Vehicles and engines of the type concerned here are therefore often equipped with considerably more control arrangements than in Fig. 1, as will certainly be apparent to a person skilled in the art.

[0131] The computer-readable medium 200 may, for example, be provided in the form of a data carrier containing computer program code for performing at least some of the method steps 101, 102, 103, 105, 106, 110, 112, 114, 120, 120', 121, 122, 123, 125, 126, and 128 according to some embodiments of the method 100 when inserted into one or more computers of the control arrangement 21. The data carrier may, for example, be a CD-ROM disc, as in Fig.5, or a ROM (read-only memory), a PROM (programmable read-only memory), an EPROM (erasable PROM), a flash memory, an EEPROM (electrically erasable PROM), a hard disk, a memory stick, an optical storage device, a magnetic storage device, or any other suitable medium such as a disk or tape that can non-transitorially contain machine-readable data. Accordingly, in some embodiments, the computer-readable medium 200 may be a non-transitory computer-readable medium such as a physical, electronic, magnetic, optical, infrared, electromagnetic, and / or semiconductor system, apparatus, and / or device. The computer-readable medium 200 may further be provided as computer program code on a server or may be remotely downloaded to the control arrangement 21, e.g.,via an Internet or intranet connection or other wired or wireless data transmission systems.

[0132] It is understood that the above illustrates various exemplary embodiments, and that the invention is defined only by the appended independent claims. It will be apparent to one skilled in the art that the exemplary embodiments may be modified and that various features of the exemplary embodiments may be combined to produce embodiments other than those described herein without departing from the scope of the present invention as defined by the appended independent claims.

[0133] As used herein, the term "comprising" or "has" is open-ended and includes one or more specified features, elements, steps, components, or functions, but does not preclude the presence or addition of one or more other features, elements, steps, components, functions, or groups thereof.

[0134] It is understood that the above illustrates various exemplary embodiments, and that the invention is defined only by the appended independent claims. It will be apparent to one skilled in the art that the exemplary embodiments may be modified and that various features of the exemplary embodiments may be combined to produce embodiments other than those described herein without departing from the scope of the present invention as defined by the appended independent claims.

[0135] As used herein, the term "comprising" or "has" is open-ended and includes one or more specified features, elements, steps, components, or functions, but does not preclude the presence or addition of one or more other features, elements, steps, components, functions, or groups thereof.

Claims

[1] Method (100) for controlling an operation of a vehicle (1), wherein the method (100) is carried out by a control arrangement (21), and wherein the vehicle (1) has a drive system (5), wheel brakes (3, 3') and an accelerator pedal (4), wherein the method (100) comprises the step, when an actuation state of the accelerator pedal (4) is below a threshold state: - controlling (120) a braking power provided by the drive system (5) and / or the wheel brakes (3, 3') on the basis of map data representative of a road section (9, 9', 9") on which the vehicle (1) is / will be traveling. [2] The method (100) of claim 1, wherein the method (100) comprises the step of: - estimating (103) a braking requirement of the vehicle (1) based on the map data, and wherein the step of controlling (120) the braking power comprises: - Control (121) the braking power based on the estimated braking demand. [3] The method (100) of claim 2, wherein the step of controlling (121) the braking power comprises: - controlling (122) both the drive system (5) and the wheel brakes (3, 3') to brake the vehicle (1) when the braking requirement exceeds a threshold value, and - controlling (123) the drive system (5) to brake the vehicle (1) alone if the current braking requirement is below the threshold value. [4] The method (100) of claim 3, wherein the method (100) comprises: - Setting (105) the threshold value based on a currently available braking capacity of the drive system (5). [5] The method (100) of any preceding claim, wherein the method (100) comprises the step of: - determining (110), on the basis of the map data, a distance (d1 to d4) between the vehicle (1) and an area (p1 to p4) of the road section (9, 9', 9") which has a geometric, regulatory and / or navigational change, and wherein the step of controlling (120) the braking power comprises the step of: - Controlling (125) the braking power based on the determined distance (d1 to d4). [6] The method (100) according to claim 5, wherein the area (p1 to p4) of the road section (9, 9', 9") comprises a geometric change in the form of a change in a curvature of the road, a change in a gradient (ic1, ic2) of the road, a change in a width of the road and / or a change in a type of road surface, and / or wherein the area (p1 to p4) of the road section (9, 9', 9") comprises a regulatory change in the form of a change in a speed limit, a stopping requirement, a traffic light location, a yield point and / or a change in lane usage rules, and / or wherein the area (p1 to p4) of the road section (9, 9', 9") comprises a navigational change in the form of a road exit (19), an intersection, a crossing and / or a roundabout. [7] Method (100) according to any one of the preceding claims, wherein the method (100) comprises the steps of: - determining (112), on the basis of the map data, a target speed to be achieved in a region (p1 to p4) of the road section (9, 9', 9"), and - controlling (126) the braking power to achieve the target speed in the area (p1 to p4) of the road section (9, 9', 9"). [8] Method (100) according to claim 7, wherein the drive system (5) comprises a regenerative braking system (8) which is controllable such that the vehicle (1) is regeneratively braked, and wherein the method (100) comprises the steps of: - estimating (114) a braking energy requirement to reach the target speed in the area (p1 to p4) of the road, and - Setting (128) a distribution between braking power provided by the drive system (5) and braking power provided by the wheel brakes (3, 3') on the basis of the estimated braking energy requirement and a currently available braking capacity of the regenerative braking system (8). [9] A computer program comprising instructions which, when executed by a computer, cause the computer to perform the method (100) of any of claims 1 to 8. [10] A computer-readable medium (200) comprising instructions that, when executed by a computer, cause the computer to perform the method (100) of any of claims 1 to 8. [11] Control arrangement (21) which is designed to control an operation of a vehicle (1), wherein the vehicle (1) has a drive system (5), wheel brakes (3, 3') and an accelerator pedal (4), wherein the control arrangement (21), when an actuation state of the accelerator pedal (4) is below a threshold state, is designed to: - controlling a braking power provided by the drive system (5) and / or the wheel brakes (3, 3') on the basis of map data representative of a road section (9, 9', 9") on which the vehicle (1) is / will be traveling. [12] Vehicle (1) comprising a drive system (5), wheel brakes (3, 3'), an accelerator pedal (4) and a control arrangement (21) according to claim 11. [13] Vehicle (1) according to claim 12, wherein the vehicle (1) is a heavy road vehicle such as a truck or a bus.

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