Method for selecting gear based on upcoming driving scenario when restarting engine of a vehicle

Abstract

A method (100) of controlling operation of a vehicle (2) is disclosed, wherein the vehicle (2) comprises a transmission (4) and an engine (5). The method (100) comprises the steps of obtaining (110) driving environment data representative of the driving environment of an upcoming road segment (13, 13'), estimating (120) an upcoming driving scenario for a part (12, 3, 7) of the upcoming road segment (13, 13') based on the obtained driving environment data, selecting (130) a gear in the transmission (4) based on the estimated upcoming driving scenario, engaging (140) the selected gear in the transmission (4) while the engine (5) is running, then shutting off (150) the engine (5) and performing (160) a freewheeling operation of the vehicle (2), and connecting (170) the engine (5) to driven wheels (27) when the vehicle (2) reaches the part (12, 3, 7) of the upcoming road segment (13, 13'). The present disclosure further relates to a computer program, a computer-readable medium (200), a control arrangement (21), and a vehicle (2).

Description

[0001] METHOD FOR SELECTING GEAR BASED ON UPCOMING DRIVING SCENARIO WHEN RESTARTING ENGINE OF A VEHICLE

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to a method of controlling operation of a vehicle, wherein the vehicle comprises a transmission and an internal combustion engine configured to provide motive power to the vehicle via the transmission and driven wheels of the vehicle. The present disclosure further relates to a computer program, a computer-readable medium, a control arrangement configured to control operation of a vehicle, as well as a vehicle comprising a control arrangement.

[0004] BACKGROUND

[0005] Internal combustion engines are used to provide motive power to vehicles, commonly via a drivetrain and driven wheels of the vehicle. In many vehicles, the drivetrain comprises a transmission controllable between at least two different gears to provide at least two different transmission ratios between the engine and the driven wheels of the vehicle.

[0006] Internal combustion engines, such as four-stroke internal combustion engines, comprise one or more cylinders and a piston arranged in each cylinder. The pistons are connected to a crankshaft of the engine via a respective connecting rod and normally each comprise one or more piston rings to seal the area between the piston and the cylinder. The pistons are arranged to reciprocate within the cylinders upon rotation of the crankshaft.

[0007] Engines can be categorized into two main types based on their principle of operation: compression ignition engines, such as diesel engines, and spark ignition engines, known as Otto engines. Compression ignition engines rely on a high compression of air within cylinders to achieve ignition. In these engines, air is first drawn into the cylinder and then highly compressed by the piston, raising the air temperature significantly. The fuel is then injected into the hot, compressed air. The heat causes the fuel to ignite spontaneously, without the need for a spark plug. This combustion generates the force needed to drive the piston downward, converting the chemical energy of the fuel into mechanical work. Diesel engines are known for their fuel efficiency and high torque output. They typically operate at higher compression ratios than gasoline engines, contributing to high efficiency but also requiring stronger engine components to withstand the increased pressures.

[0008] Compression ignition engines can be configured to operate on diesel or a diesel-like fuel, such as biodiesel, biomass to liquid (BTL), or gas to liquid (GTL) diesel. Diesel-like fuels, such as biodiesel, can be obtained from renewable sources such as vegetable oil which mainly comprises fatty acid methyl esters (FAME). Diesel-like fuels can be produced from many types of oils, such as rapeseed oil (rapeseed methyl ester, RME) and soybean oil (soy methyl ester, SME).

[0009] Otto engines use a spark ignition process. In these engines, a mixture of fuel and air is conducted into the cylinder during the intake stroke. The piston then compresses this mixture during the compression stroke. At a certain point in the compression cycle, a spark plug generates a spark, igniting the fuel-air mixture. This combustion of fuel forces the piston downward, converting the chemical energy of the fuel into mechanical work. These engines generally operate at lower compression ratios compared to diesel engines and require precise timing of the spark for efficient combustion.

[0010] Otto engines can be configured to run on petrol, alcohol, a gaseous fuel, or combinations thereof. Alcohol, such as ethanol, can be derived from renewable biomass. The gaseous fuel may also be referred to as fuel gas and may encompass any type of fuel that under ordinary ambient temperature and pressure conditions are gaseous and which can be stored at pressure in a pressure tank and can be combusted in an internal combustion engine to produce useful work. Examples of such gaseous fuels are compressed natural gas (CNG), liquified natural gas (LNG), Liquefied Petroleum Gas (LPG), Hydrogen (H2), Biogas, and Syngas. Many gaseous fuels can be derived from renewable sources, such as from renewable biomass.

[0011] A dual-fuel engine is a type of engine which combines characteristics of both compression ignition and spark ignition engines, using two types of fuel simultaneously, typically diesel or a diesel-like fuel and a gaseous fuel, such as natural gas or hydrogen. It commonly operates primarily on the gaseous fuel with the diesel or the diesel-like fuel acting as a pilot fuel for ignition. This allows for the efficiency and power of diesel engines while reducing emissions and fuel costs by substituting a portion of diesel with a potentially cleaner-burning gaseous fuel.

[0012] As mentioned, many vehicles comprise a transmission between the internal combustion engine and driven wheels of the vehicle, wherein the transmission is controllable between at least two different gears to provide at least two different transmission ratios between the internal combustion engine and the driven wheels of the vehicle. A controllable transmission between an engine and the driven wheels of the vehicle allows for advantages in terms of performance, efficiency, and driving experience. Firstly, by enabling the selection of different gears, the vehicle can adapt its performance to the driving conditions. At low speeds, using a lower gear increases the torque available at the wheels, which is particularly useful for starting from a standstill or climbing steep slopes. Secondly, at higher speeds, selecting a higher gear reduces the engine's revolutions per minute (RPM). This reduction is crucial for enhancing fuel efficiency in internal combustion engines. It also contributes to a quieter and more comfortable ride, as the lower RPM reduces engine noise and vibration.

[0013] Furthermore, the ability to switch gears allows an internal combustion engine to operate within an optimal speed and / or torque band. This means the engine can work in its most efficient range which can enhance fuel efficiency.

[0014] Moreover, a general problem when it comes to vehicles and the different systems thereof is energy efficiency. For vehicles powered by fossil fuels or renewable fuels, increased efficiency leads to lower fuel consumption, which in turn reduces operating costs and carbon dioxide emissions per distance travelled, important for addressing climate change.

[0015] A way to improve the energy efficiency of a vehicle, and thereby also the fuel consumption, is to perform so-called freewheeling operations of the vehicle. A freewheeling operation means that the engine is disengaged from the driven wheels, allowing the vehicle to coast without engine braking. This is typically achieved by shifting the transmission into neutral and / or by controlling a clutch to an open state. By reducing the drag force exerted by the engine, freewheeling allows the vehicle to maintain momentum for longer periods, especially when traveling downhill or on flat terrain. This reduces the need for fuel consumption during these periods, leading to improved overall fuel efficiency. Additionally, freewheeling can contribute to a smoother driving experience and decrease wear on engine components, further enhancing the vehicle's longevity and performance.

[0016] By shutting off the engine during a freewheeling operation, the fuel consumption can be further reduced because no fuel is needed for idling the engine. However, when shutting off the engine during a freewheeling operation, it must be restarted when the freewheeling operation is to be cancelled and propulsion is needed. An engine is commonly started using an electric start motor, which draws high electrical current from the vehicle's electrical system. This high current draw may cause voltage dips in the electrical system, potentially impairing or disturbing the operation of various control arrangements and systems of the vehicle, such as driving aid systems. These disturbances may potentially negatively impact the operational safety of the vehicle. Moreover, the use of an electric start motor for starting the engine leads to wear and tear on the components and systems of the vehicle.

[0017] An alternative way to restart an engine is to connect the engine to the driven wheels to utilize the kinetic energy of the vehicle for starting the engine. This can provide several advantages over the use of an electric start motor for starting an engine at an end of a freewheeling operation. However, to prevent the engine from rotating too fast or too slow when connecting it to the driven wheels, and to ensure the vehicle's drivability and operational safety, an appropriate starting gear must be engaged in the transmission. For example, engaging a gear that is too low can impair drivability and safety due to the high wheel torque generated, potentially causing wheel slip and / or jerky vehicle operation. However, in many transmissions, such as unsynchronized gearboxes, a gearshift cannot be performed during standstill of the engine. Therefore, it may not be possible to engage an appropriate starting gear when the engine is to be restarted, making freewheeling operations with the engine turned off either impossible or difficult to perform in such vehicles.

[0018] SUMMARY

[0019] It is an object of the present invention to overcome, or at least alleviate, at least some of the above-mentioned problems and drawbacks. The object is achieved by the subject-matter of the appended independent claim(s).

[0020] According to a first aspect of the present disclosure, the object is achieved by a method of controlling operation of a vehicle, wherein the method is performed by a control arrangement, and wherein the vehicle comprises a transmission and an internal combustion engine configured to provide motive power to the vehicle via the transmission and driven wheels of the vehicle. The method comprises the steps of, when the vehicle is travelling on a road:

[0021] - obtaining driving environment data representative of the driving environment of an upcoming road segment of the road,

[0022] - estimating an upcoming driving scenario for a part of the upcoming road segment based on the obtained driving environment data,

[0023] - selecting a gear in the transmission based on the estimated upcoming driving scenario,

[0024] - engaging the selected gear in the transmission while the engine is running, then

[0025] - shutting off the engine and performing a freewheeling operation of the vehicle by ensuring that the engine is disconnected from the driven wheels, and

[0026] - connecting the engine to the driven wheels when the vehicle reaches the part of the upcoming road segment. Thereby, a method is provided capable of performing freewheeling operations of the vehicle, to provide an energy efficient operation of the vehicle, while allowing for a controlled and smooth connection of the engine to the driven wheels when the freewheeling operation is to be cancelled. This is because the gear in the transmission is selected based on the estimated upcoming driving scenario, which in turn is estimated based on the obtained driving environment data.

[0027] Furthermore, since the method comprises the step of engaging the selected gear in the transmission while the engine is running, the selected gear can be engaged in a controlled and smooth manner, also in embodiments in which the transmission comprises an unsynchronized gearbox.

[0028] Accordingly, a method is provided allowing for freewheeling operations to be performed with an engine being turned off also in vehicles comprising unsynchronized gearboxes. In other words, due to the features of the method, an energy efficient operation of the vehicle can be provided, while ensuring drivability and operational safety of the vehicle when the engine is connected to the driven wheels, also in vehicles comprising unsynchronized gearboxes.

[0029] Furthermore, engaging a selected gear in a transmission while the engine is running is also advantageous in transmissions comprising a synchronized gearbox because the operation of the engine can ensure that the rotational speeds of the gears in the gearbox are rev-matched before engaging the gear.

[0030] Accordingly, a method is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.

[0031] Optionally, the method comprises the step of:

[0032] - starting the engine using kinetic energy of the vehicle transferred from the driven wheels to the engine via the transmission resulting from the step of connecting the engine to the driven wheels.

[0033] Thereby, a method is provided capable of performing freewheeling operations of the vehicle, to provide an energy efficient operation of the vehicle, while allowing for controlled and smooth startups of the engine when the freewheeling operation is to be cancelled. This is because the gear in the transmission is selected based on the estimated upcoming driving scenario, which in turn is estimated based on the obtained driving environment data.

[0034] In other words, due to the features of the method, an energy efficient operation of the vehicle can be provided, while ensuring drivability and operational safety of the vehicle when the engine is to be restarted. Furthermore, a method is provided capable of starting the engine using kinetic energy of the vehicle transferred from the driven wheels to the engine in a smooth and controlled manner also in vehicles comprising unsynchronized gearboxes.

[0035] Optionally, the vehicle comprises a clutch between the engine and the transmission, and wherein the step of performing the freewheeling operation of the vehicle comprises:

[0036] - ensuring that the clutch is in an open state, and wherein the step of connecting the engine to the driven wheels comprises:

[0037] - controlling the clutch to a closed state.

[0038] Thereby, a method is provided capable of providing energy-efficient freewheeling operations, and ensuring controlled and smooth connections of the engine to the driven wheels when a freewheeling operation is to be cancelled.

[0039] Optionally, the driving environment data is representative of at least one of an inclination of the upcoming road segment, a curvature of the upcoming road segment, a width of the upcoming road segment, a regulatory speed limit for the upcoming road segment, and a type of road surface of the upcoming road segment.

[0040] Thereby, improved conditions are provided for selecting an appropriate gear for the connection of the engine to the driven wheels at the upcoming road segment. This is because the gear in the transmission is selected based on the estimated upcoming driving scenario, which in turn is estimated based on the obtained driving environment data being representative of at least one of the above aspects. Accordingly, as a result, smooth, and controlled connections of the engine to the driven wheels can be further ensured.

[0041] Optionally, the estimated upcoming driving scenario comprises at least one of a speed estimate of the vehicle and a driving resistance estimate of the vehicle at the part of the upcoming road segment.

[0042] Thereby, it can be further ensured that an appropriate gear is selected for connection of the engine to the driven wheels at the upcoming road segment. This is because the gear in the transmission is selected based on the estimated upcoming driving scenario comprising at least one of the speed estimate of the vehicle and the driving resistance estimate of the vehicle at the part of the upcoming road segment. As a result, smooth, and controlled connections of the engine to the driven wheels can be further ensured. Driving resistance in the context of vehicles refers to the various forces that oppose the motion of the vehicle, including rolling resistance, air resistance, grade resistance, and internal resistance.

[0043] According to a second aspect of the present disclosure, the object is achieved by a computer program comprising instructions to cause the control arrangement according to the second aspect of the present disclosure to execute the steps of the method according to some embodiments of the first aspect of the present disclosure. Since the computer program comprises instructions to cause the control arrangement to carry out the method according to some embodiments described herein, a computer program is provided which provides conditions for overcoming, or at least alleviating, at least some of the above-mentioned drawbacks. As a result, the above-mentioned object is achieved.

[0044] According to a third aspect of the present disclosure, the object is achieved by a computer- readable medium having stored thereon the computer program according to the second aspect of the present disclosure. Since the computer-readable medium comprises instructions to cause the control arrangement to carry out the method according to some embodiments described herein, a computer-readable medium is provided which provides conditions for overcoming, or at least alleviating, at least some of the above-mentioned drawbacks. As a result, the above-mentioned object is achieved.

[0045] According to a fourth aspect of the present disclosure, the object is achieved by a control arrangement configured to control operation of a vehicle, wherein the vehicle comprises a transmission and an internal combustion engine configured to provide motive power to the vehicle via the transmission and driven wheels of the vehicle. The control arrangement is configured to, when the vehicle is travelling on a road:

[0046] - obtain driving environment data representative of the driving environment of an upcoming road segment of the road,

[0047] - estimate an upcoming driving scenario for a part of the upcoming road segment based on the obtained driving environment data,

[0048] - select a gear in the transmission based on the estimated upcoming driving scenario,

[0049] - engage the selected gear in the transmission while the engine is running, then

[0050] - shut off the engine and perform a freewheeling operation of the vehicle by ensuring that the engine is disconnected from the driven wheels, and connect the engine to the driven wheels when the vehicle reaches the part of the upcoming road segment.

[0051] Thereby, a control arrangement is provided capable of achieving freewheeling operations of the vehicle, to provide an energy efficient operation of the vehicle, while allowing for a controlled and smooth connection of the engine to the driven wheels when the freewheeling operation is to be cancelled. This is because the gear in the transmission is selected based on the estimated upcoming driving scenario, which in turn is estimated based on the obtained driving environment data.

[0052] Furthermore, since the control arrangement is configured to engage the selected gear in the transmission while the engine is running, the selected gear can be engaged in a controlled and smooth manner, also in embodiments in which the transmission comprises an unsynchronized gearbox.

[0053] Accordingly, a control arrangement is provided allowing for freewheeling operations to be performed with an engine being turned off also in vehicles comprising unsynchronized gearboxes. In other words, due to the control performed by the control arrangement, an energy efficient operation of the vehicle can be provided, while ensuring drivability and operational safety of the vehicle when the engine is connected to the driven wheels, also in vehicles comprising unsynchronized gearboxes.

[0054] Furthermore, engaging a selected gear in a transmission while the engine is running is also advantageous in transmissions comprising a synchronized gearbox because the operation of the engine can ensure that the rotational speeds of the gears in the gearbox are rev-matched before engaging the gear.

[0055] Accordingly, a control arrangement is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.

[0056] It will be appreciated that the various embodiments described for the method are all combinable with the control arrangement as described herein. That is, the control arrangement according to the fourth aspect of the invention may be configured to perform any one of the method steps of the method according to the first aspect of the invention. According to a fifth aspect of the present disclosure, the object is achieved by a vehicle comprising a transmission and an internal combustion engine configured to provide motive power to the vehicle via the transmission and driven wheels of the vehicle, and wherein the vehicle comprises a control arrangement according to the fourth aspect of the present disclosure. Since the vehicle comprises a control arrangement according to the fourth aspect of the present disclosure, a vehicle is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.

[0057] Optionally, the transmission is an automated manual gearbox. Thereby, energy efficiency of the vehicle can be further ensured while providing conditions for smooth and controlled gearshifts.

[0058] Optionally, the vehicle is a heavy road vehicle, such as a truck or a bus. Thereby, a heavy road vehicle is provided having at least some of the above-mentioned advantages.

[0059] Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following detailed description.

[0060] BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Various aspects of the present disclosure, including its particular features and advantages, will be readily understood from the example embodiments discussed in the following detailed description and the accompanying drawings, in which:

[0062] Fig. 1 schematically illustrates a vehicle according to some embodiments, Fig. 2 schematically illustrates a driveline of the vehicle illustrated in Fig. 1 , Fig. 3 illustrates the vehicle illustrated in Fig. 1 as travelling on a road, Fig. 4 illustrates the vehicle illustrated in Fig. 1 as travelling on a second example road, Fig. 5 schematically illustrates a method of controlling operation of a vehicle, and Fig. 6 illustrates a computer-readable medium.

[0063] DETAILED DESCRIPTION

[0064] Aspects of the present disclosure will now be described more fully. Like reference signs refer to like elements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and / or clarity. Fig. 1 schematically illustrates a vehicle 2 according to some embodiments. According to the illustrated embodiments, the vehicle 2 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 2, as referred to herein, may be another type of heavy or lighter type of manned or unmanned vehicle for land-based propulsion such as a lorry, a bus, a construction vehicle, a tractor, a car, or the like.

[0065] The vehicle 2 comprises a drivetrain 9. The drivetrain 9 is configured to provide motive power to the vehicle 2 via driven wheels 27 of the vehicle 2. As indicated in Fig. 1, the vehicle 2 comprises wheel brakes w1, w2 controllable to brake the vehicle 2. The wheel brakes w1, w2 are comprised in a wheel brake system ws of the vehicle 2 and are controllable to brake the vehicle 2 by braking rotation of the wheels 27’, 27 of the vehicle 2. The wheel brakes w1, w2 may comprise friction brake arrangements, such as drum brakes, disc brakes, or a combination thereof. Drum brakes normally comprise a cylinder-shaped part called a brake drum and a set of shoes or pads controllable to be pressed against the cylinder-shaped part to create friction therebetween for braking rotation of the wheels. Disc brakes normally comprise a disc and a set of pads controllable to be pressed against the disc to create friction therebetween for braking rotation of the wheels 27’, 27.

[0066] In Fig. 1, a driver environment 55 of the vehicle 2 is indicated. The term "driver environment 55” refers to the area within the vehicle 2 where a driver operates and controls the vehicle 2. The driver environment 55 typically includes the driver's seat, steering wheel, pedals, dashboard, and other control interfaces and displays that the driver may use to manage the functions of the vehicle 2.

[0067] Fig. 2 schematically illustrates the driveline 9 of the vehicle 2 illustrated in Fig. 1. Below, simultaneous reference is made to Fig. 1 and Fig. 2, if not indicated otherwise.

[0068] The driveline 9 of the vehicle 2 comprises a transmission 4 and an internal combustion engine 5. The internal combustion engine 5 is configured to provide motive power to the vehicle 2 via the transmission 4 and the driven wheels 27 of the vehicle 2. The driven wheels 27 of the vehicle 2 are also schematically indicated in Fig. 2.

[0069] According to the illustrated embodiments, the vehicle 2 comprises two driven wheels 27 which constitute rear-wheels of the vehicle 2. The vehicle 2 further comprises two non-driven wheels 27’, which according to the illustrated embodiments constitute front-wheels of the vehicle 2. However, according to further embodiments, the vehicle 2 may comprise another configuration of driven and non-driven wheels.

[0070] The internal combustion engine 5 is in some places herein simply referred to as the “engine 5” for reasons of brevity and clarity. In Fig. 2, a fuel supply system 5’ of the engine 5 is indicated. The fuel supply system 5’ is configured to supply fuel to combustion chambers of the engine 5, wherein each combustion chamber is delimited by a cylinder and a piston of the engine 5.

[0071] The internal combustion engine 5 may be a diesel engine, i.e. a type of compression ignition engine. The internal combustion engine 5 may thus be configured to operate on diesel or a diesel-like fuel, such as biodiesel, biomass to liquid (BTL), or gas to liquid (GTL) diesel. Diesel-like fuels, such as biodiesel, can be obtained from renewable sources such as vegetable oil which mainly comprises fatty acid methyl esters (FAME). Diesel-like fuels can be produced from many types of oils, such as rapeseed oil (rapeseed methyl ester, RME) and soybean oil (soy methyl ester, SME).

[0072] According to further embodiments, the internal combustion engine 5 may be an Otto engine with a spark-ignition device, wherein the Otto engine is configured to run on petrol, alcohol, a gaseous fuel, or combinations thereof. Alcohol, such as ethanol, can be derived from renewable biomass.

[0073] The gaseous fuel may also be referred to as fuel gas and may encompass any type of fuel that under ordinary ambient temperature and pressure conditions are gaseous and which can be stored at pressure in a pressure tank and can be combusted in an internal combustion engine to produce useful work. Examples of such gaseous fuels are compressed natural gas (CNG), liquified natural gas (LNG), Liquefied Petroleum Gas (LPG), Hydrogen (H2), Biogas, and Syngas. Many gaseous fuels can be derived from renewable sources, such as from renewable biomass. According to some embodiments, the engine 5 may be a dual fuel engine configured to operate using two different fuels, such as a gaseous fuel and a liquid fuel. According to embodiments herein, the internal combustion engine 5 may be a four-stroke internal combustion engine.

[0074] According to the illustrated embodiments, the vehicle 2 comprises the internal combustion engine 5 as the only means of providing motive power to the vehicle 2. However, according to further embodiments, the vehicle 2 may be a so called hybrid electric vehicle comprising one or more electric propulsion machines, in addition to the internal combustion engine 5, for providing motive power to the vehicle 2.

[0075] Furthermore, according to embodiments herein, the transmission 4 is controllable between at least two different gears to provide at least two different transmission ratios between the engine 5 and the driven wheels 27 of the vehicle 2. The at least two different transmission ratios may also be referred to as at least two different gear steps or at least two different gear ratios. The transmission 4, as referred to herein, may also be referred to as a gearbox. A transmission ratio between the engine 5 and the driven wheels 27 of the vehicle 2, as referred to herein, may be equated with a transmission ratio between an output shaft of the engine 5 and the driven wheels 27 of the vehicle 2. The output shaft of the engine 5 may be operably connected to, or form part of, a crankshaft of the engine 5.

[0076] According to the illustrated embodiments, the transmission 4 is an unsynchronized automated manual transmission, usually abbreviated AMT. An automated manual transmission combines the efficiency of a manual transmission with the convenience of an automatic transmission. Contrary to traditional automatic transmissions that employ torque converters and planetary gearsets, an automated manual transmission features a gearbox with a gear layout, and a mechanical gear engagement and disengagement process, similar to that of a manual transmission.

[0077] Moreover, according to the illustrated embodiments, the driveline 9 of the vehicle 2 comprises a clutch 6 arranged between the engine 5 and the transmission 4. The clutch 6 is controllable between an open state, in which the clutch disengages an input shaft of the transmission 4 from the output shaft of the engine 5, and a closed state, in which the clutch connects the input shaft of the transmission 4 to the output shaft of the engine 5. In other words, the clutch 6 is configured to transfer torque between the engine 5 and the input shaft of the transmission 4 when in the closed state, and is configured to cancel the transfer of torque between the engine 5 and the input shaft of the transmission 4 when in the open state.

[0078] The driveline 9 further comprises a clutch actuator 6’ controllable to execute clutch movements of the clutch 6, i.e., controllable to transfer the clutch 6 between the open and closed states. The clutch actuator 6’ may for example comprise a hydraulic, pneumatic, or electric actuator. Moreover, the driveline 9 comprises a gear shifting actuator 4’ controllable to execute gear shifts in the transmission 4. The gear shifting actuator 4’ comprise a hydraulic, pneumatic, or electric actuator configured to execute gear shifts in the transmission 4 by moving gear shifting linkages of the transmission 4.

[0079] The vehicle 2 comprises a control arrangement 21. As is further explained herein, the control arrangement 21 is configured to control operation of a vehicle 2. According to the embodiments illustrated in Fig. 2, the control arrangement 21 is operably connected to the gear shifting actuator 4’, the clutch actuator 6’, and the fuel supply system 5’ of the engine 5. Moreover, in these embodiments, the control arrangement 21 is operably connected to a cruise control system 23 of the vehicle 2, as is further explained below.

[0080] Fig. 3 illustrates the vehicle 2 illustrated in Fig. 1 as travelling on a road 30. The road 30 depicted in Fig. 3 may also be referred to as a first example road. Below, simultaneous reference is made to Fig. 1 - Fig. 3, if not indicated otherwise.

[0081] According to embodiments herein, the control arrangement 21 is configured to, when the vehicle 2 is travelling on a road 30, obtain driving environment data representative of the driving environment of an upcoming road segment 13 of the road 30.

[0082] The driving environment data may be representative of at least one of an inclination ic11 , ic12, ic3 of the upcoming road segment 13, a curvature of the upcoming road segment 13, a width of the upcoming road segment 13, a regulatory speed limit for the upcoming road segment 13, and a type of road surface of the upcoming road segment 13.

[0083] The control arrangement 21 may be configured to obtain the driving environment data from map data containing information about the road 30, such as one or more of the above mentioned examples of information about the road 30. The map data may be stored in an onboard system of the vehicle 2 and / or may be received from an external sender. The onboard system may for example be an onboard navigation system.

[0084] The vehicle 2 may comprise a vehicle positioning device configured to provide a current position estimate of the vehicle 2. Such a vehicle positioning 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), European Union Galileo positioning system, Chinese Compass navigation system, or Indian Regional Navigational Satellite System. The control arrangement 21 may be configured to, when the vehicle 2 is travelling on a road 30, obtain the driving environment data representative of the driving environment of an upcoming road segment 13 of the road 30 by comparing the current position estimate of the vehicle 2 and the map data.

[0085] As an alternative, or in addition, the control arrangement 21 may be configured to, when the vehicle 2 is travelling on a road 30, obtain the driving environment data based on data from an onboard sensor assembly, wherein the onboard sensor assembly is configured to monitor a driving environment in front of the vehicle 2. Such a sensor assembly may comprise one or more of an image capturing device, such as a camera, a LiDAR (Light Detection and Ranging) sensor, and a radar (Radio Detection and Ranging) sensor. Moreover, in some embodiments, the control arrangement 21 may be configured to obtain the driving environment data from an external sender, such as an external sender arranged on a surrounding vehicle or an external sender of a roadside installation.

[0086] An image capturing device works 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 2, such as elevation of the upcoming road segment 13 of the road 30, a curvature of the upcoming road segment 13, a width of the upcoming road segment 13, a regulatory speed limit for the upcoming road segment 13, and a type of road surface of the upcoming road segment 13. 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 surrounding environment, including surrounding vehicles and several types of the above mentioned driving environment data. Radar sensors emits radio waves that bounce off the surface of the road and other objects, such as surrounding vehicles. By analysing the reflected signals, several types of the above mentioned driving environment data can be obtained as well as data indicating the presence and distance to surrounding vehicles.

[0087] Furthermore, according to some embodiments, the driving environment data may be representative of a current traffic situation on the upcoming road segment 13 of the road 30, a current or estimated upcoming distance to a preceding vehicle, and / or a current or estimated upcoming speed of a preceding vehicle. Such type of driving environment data may be obtained using the onboard sensor assembly and / or may be obtained from an external sender. In the example depicted in Fig. 3, the vehicle 2 is illustrated as positioned at a distance d1 from an upcoming downhill slope 11. The control arrangement 21 may be configured to identify the upcoming downhill slope 11 in the upcoming road segment 13 by analysing inclination data contained in the above mentioned driving environment data.

[0088] The control arrangement 21 may be configured to determine whether to perform a freewheeling operation of the vehicle 2 in the upcoming downhill slope 11 based on a desired speed of the vehicle 2, the inclination ic11 of the upcoming downhill slope 11, and a length L11 of the upcoming downhill slope 11 , and the like data. The desired speed of the vehicle 2 may constitute a set speed of the vehicle 2 obtained from the cruise control system 23 of the vehicle 2. As an alternative, or in addition, the desired speed of the vehicle 2 may be inputted using data from an actuator arranged in the driver environment 55 of the vehicle 2, such as an accelerator pedal, and / or other type of input unit such as a lever, a knob, a touch sensitive screen, or the like.

[0089] The cruise control system 23 of the vehicle 2 may be configured to maintain a set speed of the vehicle 2 by controlling operation of the engine 5 and possible also the wheel brake system ws of the vehicle 2. According to some embodiments, the cruise control system 23 may be a so called adaptive cruise control system capable of maintaining a predetermined following distance to a preceding vehicle based on data from the onboard sensor assembly. Furthermore, the cruise control system 23, as referred to herein, may form part of an at least partially autonomous driving system configured to control the speed of the vehicle 2, and / or the steering of the vehicle 2, based on data from the onboard sensor assembly of the vehicle 2. The at least partially autonomous driving system may be a fully or partly autonomous driving system capable of driving the vehicle 2 in an at least partially autonomous manner based on the input from the onboard sensor assembly. Moreover, the at least partially autonomous driving system may also be referred to as a semi-autonomous driving system, or a fully autonomous driving system.

[0090] Moreover, the control arrangement 21 may be configured to determine to perform a freewheeling operation of the vehicle 2 even though no upcoming downhill slope / slopes 11 is / are detected / present in the upcoming road segment 13, for example if a current speed of the vehicle 2 is higher than the desired speed and the vehicle 2 is traveling on flatter type of terrain.

[0091] According to embodiments herein, the control arrangement 21 is configured to estimate an upcoming driving scenario for a part 12, 3 of the upcoming road segment 13 based on the obtained driving environment data. The estimated upcoming driving scenario may comprise a speed estimate of the vehicle 2 at the part 12, 3 of the upcoming road segment 13. As an alternative, or in addition, the estimated upcoming driving scenario may comprise a driving resistance estimate of the vehicle 2 at the part 12, 3 of the upcoming road segment 13.

[0092] The control arrangement 21 is further configured to select a gear in the transmission 4 based on the estimated upcoming driving scenario. The gear may be selected based on a speed estimate of the vehicle 2 in the upcoming driving scenario such that a rotational speed of the engine 5 becomes within a wanted rotational speed interval if / when the engine 5 is connected to the driven wheels 27 of the vehicle 2 at a speed corresponding to the speed estimate.

[0093] As understood from the above described, in such embodiments, the control arrangement 21 may be configured to select a higher gear in the transmission 4 in a situation in which the speed estimate of the vehicle 2 is high, as compared to a situation in which the speed estimate of the vehicle 2 in the upcoming driving scenario is low, and vice versa.

[0094] The control arrangement 21 is further configured to, when a freewheeling operation is to be performed, engage the selected gear in the transmission 4 while the engine 5 is running, then shut off the engine 5 and perform the freewheeling operation of the vehicle 2 by ensuring that the engine 5 is disconnected from the driven wheels 27.

[0095] According to the illustrated embodiments, the control arrangement 21 is configured to engage the selected gear in the transmission 4 by controlling operation of the gear shifting actuator 4’. The control arrangement 21 may be configured to control the clutch 6 to the open state during the gear shifting manoeuvre. As an alternative, or in addition, the control arrangement 21 may be configured to control the rotational speed of the engine 5 during the gear shifting manoeuvre so as to synchronize rotational speeds of gears of the transmission 4 during the gear shifting manoeuvre.

[0096] Since the selected gear is engaged in the transmission 4 prior to shutting off the engine 5, the selected gear can be engaged in a controlled and smooth manner, also in embodiments in which the transmission 4 comprises an unsynchronized gearbox, as is the case according to the illustrated embodiments.

[0097] According to the illustrated embodiments, the control arrangement 21 is configured to shut off the engine 5 by controlling the fuel supply arrangement 5’ to cancel the supply of fuel to combustion chambers of the engine 5. As an alternative, or in addition, the control arrangement 21 may be configured to shut off the engine 5 by controlling an ignition system of the engine to cancel ignition events of ignition devices arranged in the combustion chambers of the engine 5, and / or by controlling an air inlet throttle to a closed state.

[0098] Moreover, according to the illustrated embodiments, the control arrangement 21 is configured to perform the freewheeling operation of the vehicle 2 by ensuring that the clutch 6 is in the open state. As understood from the above described, the control arrangement 21 may be configured to ensure that the clutch 6 is in the open state by controlling the clutch 6 to the open state using the clutch actuator 6’. Due to the freewheeling operation of the vehicle 2 with the engine 5 being shut off, the fuel consumption of the vehicle 2 can be minimized. The freewheeling operation of the vehicle 2 with the engine 5 being shut off, as referred to herein, may also be referred to as an ECO-roll procedure of the vehicle 2.

[0099] According to embodiments herein, the selected gear is kept engaged in the transmission 4 throughout the freewheeling operation. Moreover, the control arrangement 21 is configured to connect the engine 5 to the driven wheels 27 when the vehicle 2 reaches the part 12, 3 of the upcoming road segment 13. According to the illustrated embodiments, the control arrangement 21 is configured to connect the engine 5 to the driven wheels 27 by controlling the clutch 6 to the closed state. The closed state of the clutch 6, as referred to herein, may be an at least partially closed state in which the clutch 6 transfers some torque from the driven wheels 27 to the engine 5.

[0100] The engine 5 starts to rotate when the engine 5 is connected to the driven wheels 27, which can be utilized for slowing down the vehicle 2 when the vehicle 2 reaches the part 12, 3 of the road segment 13 and / or for starting the engine 5 when the vehicle 2 reaches the part 12, 3 of the road segment 13.

[0101] In other words, the engine 5 can be connected to the driven wheels 27 for the purpose of slowing down the vehicle 2, i.e., to perform engine braking, or for the purpose of starting the engine 5. That is, the control arrangement 21 may be configured to start the engine 5 using kinetic energy of the vehicle 2 transferred from the driven wheels 27 to the engine 5 via the transmission 4 resulting from the connection of the engine 5 to the driven wheels 27.

[0102] The control arrangement 21 may be configured to start the engine 5 by controlling the fuel supply arrangement 5’ to initiate fuel supply into combustion chambers of the engine 5, by controlling an ignition system of the engine 5 to initiate ignition events of ignition devices arranged in the combustion chambers of the engine 5, and / or by controlling an air inlet throttle to an open state.

[0103] Since the selected gear is already engaged in the transmission 4 when the vehicle 2 reaches the part 12, 3 of the upcoming road segment 13, wherein the gear is selected based on the estimated upcoming driving scenario for the part 12, 3 of the upcoming road segment 13, it can be ensured that a controlled and smooth connection of the engine 5 to the driven wheels 27 is provided at the part 12, 3 of the upcoming road segment 13. Moreover, it can be ensured that the engine 5 can be started in an efficient and reliable manner when the vehicle 2 is at the part 12, 3 of the upcoming road segment 13. The selected gear, as referred to herein, may therefore also be referred to as a selected starting gear.

[0104] Moreover, the gear may be selected based on the estimated upcoming driving scenario such that a wanted rotational speed of the engine 5 is obtained for efficient propulsion in a part 3 of the upcoming road segment 13. That is, in the example depicted in Fig. 3, the upcoming road segment 13 comprises the downhill slope 11 , an uphill slope 3, and a transition area 12 between the downhill and uphill slopes 11, 3. The gear may be selected based on the estimated upcoming driving scenario such that the rotational speed of the engine 5 allows for sufficient wheel torque at the driven wheels 27 of the vehicle 2 while ensuring fuel efficient operation of the engine 5 in the uphill slope 3.

[0105] According to some further embodiments, the gear may be selected purely to constitute a startup gear, wherein the control arrangement 21 is configured to start the engine 5 using the selected startup gear, and then perform a gearchange in the transmission 4 to a gear suitable for efficient propulsion in the part 3 of the road segment 13.

[0106] The herein referred to freewheeling operation of the vehicle 2 may be initiated by the control arrangement 21 when the vehicle 2 reaches a start 1 T of the upcoming downhill slope 11, before the vehicle 2 reaches the start 1 T of the upcoming downhill slope 11 , or after the vehicle 2 has passed the start 1 T of the upcoming downhill slope 11. The decision where to start the freewheeling operation may be based on data such as a current speed of the vehicle 2, the desired speed of the vehicle 2, the inclination ic11 of the upcoming downhill slope 11 , a weight estimate of the vehicle 2, and the like.

[0107] In the example depicted in Fig. 3, the control arrangement 21 is configured to connect the engine 5 to the driven wheels 27 when the vehicle 2 reaches either the transition area 12 or the uphill slope 3 of the upcoming road segment 13. However, obviously, the control arrangement 21 may be configured to connect the engine 5 to the driven wheels 27 at another part of the upcoming road segment 13, such as in the downhill slope 11, at an end 11’ of the downhill slope 11, or at a start 3’ of the uphill slope 3. Moreover, the control arrangement 21 may be configured to connect the engine 5 to the driven wheels 27 at an earlier instance than expected, for example in response to the input of a vehicle deceleration request.

[0108] Fig. 4 illustrates the vehicle 2 illustrated in Fig. 1 as travelling on a second example road 30’. The second example road 30’ is below simply referred to as the road 30’ for reasons of brevity and clarity.

[0109] The upcoming road segment 13’ of the road 30’ depicted in Fig. 4 comprises a downhill slope 11, a flat part 7, and a transition area 12 between the downhill slope 11 and the flat part 7. The flat part 7 may also be referred to as a levelled part of the upcoming road segment 13’ and is a part of the road segment 13’ comprising zero inclination ic7.

[0110] According to some embodiments, the control arrangement 21 may be configured to select a higher gear in the situation depicted in Fig. 4 as compared to the situation depicted in Fig. 3, because the flat part 7 of the road 30’ depicted in Fig. 4 may require a lower propulsion force to be applied to the vehicle 2 as compared to the uphill slope 3 of the road 30 depicted in Fig. 3 due to the gravitational pull acting on the vehicle 2.

[0111] Fig. 5 schematically illustrates a method 100 of controlling operation of a vehicle. The vehicle may be a vehicle 2 as explained with reference to Fig. 1 - Fig. 4. Therefore, below, simultaneous reference is made to Fig. 1 - Fig. 5, if not indicated otherwise.

[0112] The method 100 is a method of controlling operation of a vehicle 2, wherein the method 100 is performed by a control arrangement 21, and wherein the vehicle 2 comprises a transmission 4 and an internal combustion engine 5 configured to provide motive power to the vehicle 2 via the transmission 4 and driven wheels 27 of the vehicle 2. The method 100 comprises the steps of, when the vehicle 2 is travelling on a road 30, 30’: obtaining 110 driving environment data representative of the driving environment of an upcoming road segment 13, 13’ of the road 30, 30’, estimating 120 an upcoming driving scenario for a part 12, 3, 7 of the upcoming road segment 13, 13’ based on the obtained driving environment data, selecting 130 a gear in the transmission 4 based on the estimated upcoming driving scenario, engaging 140 the selected gear in the transmission 4 while the engine 5 is running, then shutting off 150 the engine 5 and performing 160 a freewheeling operation of the vehicle 2 by ensuring that the engine 5 is disconnected from the driven wheels 27, and connecting 170 the engine 5 to the driven wheels 27 when the vehicle 2 reaches the part 12, 3, 7 of the upcoming road segment 13, 13’.

[0113] As indicated in Fig. 5, the method 100 may comprise the step of: starting 175 the engine 5 using kinetic energy of the vehicle 2 transferred from the driven wheels 27 to the engine 5 via the transmission 4 resulting from the step of connecting 170 the engine 5 to the driven wheels 27.

[0114] Moreover, according to some embodiments, the vehicle 2 comprises a clutch 6 between the engine 5 and the transmission 4, and wherein the step of performing 160 the freewheeling operation of the vehicle 2 comprises: ensuring 162 that the clutch 6 is in an open state, and wherein the step of connecting 170 the engine 5 to the driven wheels 27 comprises: controlling 172 the clutch 6 to a closed state.

[0115] According to some embodiments, the driving environment data is representative of at least one of an inclination ic11 , ic12, ic3 of the upcoming road segment 13, 13’, a curvature of the upcoming road segment 13, 13’, a width of the upcoming road segment 13, 13’, a regulatory speed limit for the upcoming road segment 13, 13’, and a type of road surface of the upcoming road segment 13, 13’.

[0116] According to some embodiments, the estimated upcoming driving scenario comprises at least one of a speed estimate of the vehicle 2 and a driving resistance estimate of the vehicle 2 at the part 12, 3, 7 of the upcoming road segment 13, 13’.

[0117] It will be appreciated that the various embodiments described for the method 100 are all combinable with the control arrangement 21 as described herein. That is, the control arrangement 21 may be configured to perform any one of the method steps 110, 120, 130, 140, 150, 160, 162, 170, 172, and 175 of the method 100.

[0118] Fig. 6 illustrates a computer-readable medium 200 comprising instructions which, when executed by a computer, cause the computer to carry out 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 which, when the program is executed by a computer, cause the computer to carry out the method 100 according to some embodiments. The computer may be comprised in the control arrangement 21.

[0119] One skilled in the art will appreciate that the method 100 of controlling operation of a vehicle 2 may be implemented by programmed instructions. These programmed instructions are typically constituted by a computer program, which, when it is executed in the control arrangement 21 , ensures that the control arrangement 21 carries out the desired control, such as the method steps 110, 120, 130, 140, 150, 160, 162, 170, 172, and 175 described herein. The computer program is usually part of a computer program product which comprises a suitable digital storage medium on which the computer program is stored, such as the computer-readable medium 200 illustrated in Fig. 6. 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.

[0120] The control arrangement 21 may comprise a computer which may take the form of substantially any suitable type of hardware or hardware / firmware device implemented using processing circuity such as, but not limited to, a processor, Central Processing Unit (CPU), a controller, an arithmetic logic unit (ALU), a digital signal processor, an Application Specific Integrated Circuit (ASIC), a circuit for digital signal processing (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 that may interpret and execute instructions. The herein utilised expression “computer” may represent a processing circuitry comprising a plurality of processing circuits, such as, e.g., any, some or all of the ones mentioned above.

[0121] 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 which the computer may need to enable it to do calculations. The computer may also be adapted to store partial or final results of calculations in the memory unit. The memory unit may comprise a physical device utilised to store data or programs, i.e. , sequences of instructions, on a temporary or permanent basis. According to some embodiments, the memory unit may comprise integrated circuits comprising silicon-based transistors. The memory unit may comprise e.g. a memory card, a flash memory, a USB memory, a hard disc, or another similar volatile or non-volatile storage unit for storing data such as e.g. ROM (Read-Only Memory), PROM (Programmable Read- Only Memory), EPROM (Erasable PROM), EEPROM (Electrically Erasable PROM), etc. in different embodiments.

[0122] The control arrangement 21 is connected to components of the vehicle 2 for receiving and / or sending input and output signals. These input and output signals may comprise waveforms, pulses, or other attributes which the input signal receiving devices can detect as information and which can be converted to signals processable by the control arrangement 21. These signals may then be supplied to the computer. One or more output signal sending devices may be arranged to convert calculation results from the computer to output signals for conveying to other parts of the vehicle's control system and / or the component or components for which the signals are intended. Each of the connections to the respective components of the vehicle 2 for receiving and sending input and output signals may take the form of one or more from among a cable, a data bus, e.g. a CAN (controller area network) bus, a MOST (media orientated systems transport) bus or some other bus configuration, or a wireless connection.

[0123] In the embodiments illustrated, the vehicle 2 comprises a control arrangement 21 but might alternatively be implemented wholly or partly in two or more control arrangements, two or more control arrangements, or two or more control units.

[0124] Control systems in modern vehicles generally comprise a communication bus system consisting of one or more communication buses for connecting a number of electronic control units (ECUs), or controllers, to various components on board the vehicle. Such a control system may comprise a large number of control units and taking care of a specific function may be shared between two or more of them. Vehicles and engines of the type here concerned are therefore often provided with significantly more control arrangements than depicted in Fig. 2, as one skilled in the art will surely appreciate.

[0125] The computer-readable medium 200 may be provided for instance in the form of a data carrier carrying computer program code for performing at least some of the method steps 110, 120, 130, 140, 150, 160, 162, 170, 172, and 175 according to some embodiments of the method 100 when being loaded into one or more computers of the control arrangement 21. The data carrier may be, e.g. a CD ROM disc, as is illustrated in Fig. 6, or a ROM (read-only memory), a PROM (programable read-only memory), an EPROM (erasable PROM), a flash memory, an EEPROM (electrically erasable PROM), a hard disc, a memory stick, an optical storage device, a magnetic storage device or any other appropriate medium such as a disk or tape that may hold machine readable data in a non-transitory manner. Accordingly, in some embodiments, the computer-readable medium 200 may be a non-transitory computer- readable medium, such as a tangible electronic, magnetic, optical, infrared, electromagnetic, and / or semiconductor system, apparatus, and / or device. The computer-readable medium 200 may furthermore be provided as computer program code on a server and may be downloaded to the control arrangement 21 remotely, e.g., over an Internet or an intranet connection, or via other wired or wireless communication systems.

[0126] It is to be understood that the foregoing is illustrative of various example embodiments and that the invention is defined only by the appended independent claims. A person skilled in the art will realize that the example embodiments may be modified, and that different features of the example embodiments may be combined to create embodiments other than those described herein, without departing from the scope of the present invention, as defined by the appended independent claims.

[0127] As used herein, the term "comprising" or "comprises" is open-ended, and includes one or more stated 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

CLAIMS1. A method (100) of controlling operation of a vehicle (2), wherein the method (100) is performed by a control arrangement (21), and wherein the vehicle (2) comprises a transmission (4) and an internal combustion engine (5) configured to provide motive power to the vehicle (2) via the transmission (4) and driven wheels (27) of the vehicle (2), wherein the method (100) comprises the steps of, when the vehicle (2) is travelling on a road (30, 30’): obtaining (110) driving environment data representative of the driving environment of an upcoming road segment (13, 13’) of the road (30, 30’), estimating (120) an upcoming driving scenario for a part (12, 3, 7) of the upcoming road segment (13, 13’) based on the obtained driving environment data, selecting (130) a gear in the transmission (4) based on the estimated upcoming driving scenario, engaging (140) the selected gear in the transmission (4) while the engine (5) is running, then shutting off (150) the engine (5) and performing (160) a freewheeling operation of the vehicle (2) by ensuring that the engine (5) is disconnected from the driven wheels (27), and connecting (170) the engine (5) to the driven wheels (27) when the vehicle (2) reaches the part (12, 3, 7) of the upcoming road segment (13, 13’).

2. The method (100) according to claim 1, wherein the method (100) comprises the step of: starting (175) the engine (5) using kinetic energy of the vehicle (2) transferred from the driven wheels (27) to the engine (5) via the transmission (4) resulting from the step of connecting (170) the engine (5) to the driven wheels (27).

3. The method (100) according to claim 1 or 2, wherein the vehicle (2) comprises a clutch (6) between the engine (5) and the transmission (4), and wherein the step of performing (160) the freewheeling operation of the vehicle (2) comprises: ensuring (162) that the clutch (6) is in an open state, and wherein the step of connecting (170) the engine (5) to the driven wheels (27) comprises: controlling (172) the clutch (6) to a closed state.

4. The method (100) according to any one of the preceding claims, wherein the driving environment data is representative of at least one of an inclination (ic11 , ic12, ic3, ic7) ofthe upcoming road segment (13, 13’), a curvature of the upcoming road segment (13, 13’), a width of the upcoming road segment (13, 13’), a regulatory speed limit for the upcoming road segment (13, 13’), and a type of road surface of the upcoming road segment (13, 13’).

5. The method (100) according to any one of the preceding claims, wherein the estimated upcoming driving scenario comprises at least one of a speed estimate of the vehicle (2) and a driving resistance estimate of the vehicle (2) at the part (12, 3, 7) of the upcoming road segment (13, 13’).

6. A computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method (100) according to any one of the claims 1 - 5.

7. A computer-readable medium (200) comprising instructions which, when executed by a computer, cause the computer to carry out the method (100) according to any one of the claims 1 - 5.

8. A control arrangement (21) configured to control operation of a vehicle (2), wherein the vehicle (2) comprises a transmission (4) and an internal combustion engine (5) configured to provide motive power to the vehicle (2) via the transmission (4) and driven wheels (27) of the vehicle (2), wherein the control arrangement (21) is configured to, when the vehicle (2) is travelling on a road (30, 30’): obtain driving environment data representative of the driving environment of an upcoming road segment (13, 13’) of the road (30, 30’), estimate an upcoming driving scenario for a part (12, 3, 7) of the upcoming road segment (13, 13’) based on the obtained driving environment data, select a gear in the transmission (4) based on the estimated upcoming driving scenario, engage the selected gear in the transmission (4) while the engine (5) is running, then shut off the engine (5) and perform a freewheeling operation of the vehicle (2) by ensuring that the engine (5) is disconnected from the driven wheels (27), and connect the engine (5) to the driven wheels (27) when the vehicle (2) reaches the part (12, 3, 7) of the upcoming road segment (13, 13’).

9. A vehicle (2) comprising a transmission (4) and an internal combustion engine (5) configured to provide motive power to the vehicle (2) via the transmission (4) and driven wheels (27) of the vehicle (2), and wherein the vehicle (2) comprises a control arrangement (21) according to claim 8.

10. The vehicle (2) according to claim 9, wherein the transmission (4) is an automated manual gearbox.

11. The vehicle (2) according to claim 9 or 10, wherein the vehicle (2) is a heavy road vehicle, such as a truck or a bus.

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