Control arrangement and method for controlling a vehicle during downhill or uphill driving

Abstract

A control arrangement (100) and a method for controlling a vehicle (1) during downhill or uphill driving, said vehicle (1) comprising a transmission arrangement (5) that may be shifted between different gears. The method comprises a step of, when (i) the vehicle (1) is accelerated downhill, or decelerated uphill, towards a predetermined target vehicle speed, and (ii) a gear shift is to be performed before, or when, the vehicle (1) reaches said predetermined target speed in case of following a default shift scheme for the transmission arrangement (5), advancing (S103) said gear shift so that it is performed prior to the vehicle (1) reaching a vehicle speed corresponding to a default gear shift speed, defined by the default shift scheme, for said gear shift.

Description

[0001] CONTROL ARRANGEMENT AND METHOD FOR CONTROLLING A VEHICLE DURING DOWNHILL OR UPHILL DRIVING

[0002] TECHNICAL FIELD

[0003] The present disclosure relates in general to a method for controlling a vehicle during downhill or uphill driving. The present disclosure further relates in general to a control arrangement configured to control a vehicle during downhill or uphill driving.

[0004] The present disclosure further relates in general to a computer program as well as a computer- readable medium. Moreover, the present disclosure relates in general to a vehicle.

[0005] BACKGROUND

[0006] Many of today’s heavy-duty vehicles comprise transmission arrangements that, due to their configuration, result in an interruption of torque transfer to the drive wheels during gear shifting of the transmission arrangement. The most common example of such a transmission arrangement is an automated manual transmission (AMT), which has to be temporarily disengaged from a power source of the vehicle to allow shifting thereof. There are also other transmission arrangements having configurations resulting in a partial torque interruption during gear shifting, such as an automatic transmission with torque converter.

[0007] During acceleration phases, torque interruption (or partial torque interruption) can lead to a noticeable disturbance in the delivery of power to the vehicle, making the vehicle feel less responsive. This can affect driving comfort, e.g., as the smoothness of acceleration is disrupted. Drivers may feel a jolt or a sense of hesitation as the transmission arrangement shifts, which can be particularly pronounced during rapid acceleration or when ascending steep inclines where consistent power delivery may be more important. Moreover, a gear shift occurring during an acceleration phase of the vehicle may increase the time needed to accelerate the vehicle to a desired travelling speed due to the (complete or partial) torque interruption during shifting.

[0008] Similarly, during deceleration phases, torque interruption can impact the smoothness of deceleration. The vehicle may experience a brief period of reduced power unit braking (e.g., engine braking or regenerative braking), which may affect the ability to precisely control the rate of deceleration. This may in turn lead to a less comfortable and potentially less controlled driving experience, especially in scenarios requiring fine adjustments to vehicle speed, such as navigating through heavy traffic or during downhill descents. Moreover, gear shifting occurring during a deceleration phase of the vehicle may increase the time needed to decelerate the vehicle to a desired travelling speed due to the (complete or partial) torque interruption during shifting.

[0009] Modern vehicles are often provided with various forms of control systems designed to increase road safety, improve driver comfort, reduce energy consumption (i.e. improve energy efficiency) during operation of the vehicle, and / or improve performance during operation of the vehicle. Such control systems may be designed to at least partly control the vehicle automatically, and / or to assist a driver of the vehicle, in dependence of various forms of input data. Such input data may for example be derived from sensors arranged onboard the vehicle and / or stored data, such as map data, historical data relating to the operation of the vehicle and / or other vehicles with substantially the same configuration etc. Some of these control systems are configured to determine various forms of target vehicle speeds, and use such determined target speeds for the purpose of assisting the driver and / or at least partly control the vehicle automatically to achieve different purposes. Examples of such control systems include, but are not limited to, a speed limiter, an adaptive cruise control system, a conventional cruise control system using a set speed, a predictive cruise control system using data regarding characteristics of an upcoming road section to determine control strategies for the vehicle, a downhill speed control system, a speed sign and / or curve speed cruise control system, or a vehicle speed control system of an autonomous vehicle.

[0010] SUMMARY

[0011] The object of the present invention is to reduce disturbances caused by gear shifting.

[0012] The object is achieved by the subject-matter of the appended independent claim(s).

[0013] The present disclosure relates to a method, performed by a control arrangement, for controlling a vehicle during downhill or uphill driving. Said vehicle comprises a powertrain that comprises a transmission arrangement which, by shifting between different gears of the transmission arrangement, is configured to provide different transmission ratios between at least one power unit of the powertrain and drive wheels of the vehicle. The method comprises a step of, when (i) the vehicle is accelerated downhill, or decelerated uphill, towards a predetermined target vehicle speed, and (ii) a gear shift is to be performed before, or when, the vehicle reaches said predetermined target vehicle speed in case of following a default shift scheme for the transmission arrangement, advancing said gear shift so that it is performed prior to the vehicle reaching a vehicle speed corresponding to a default gear shift speed, defined by the default shift scheme, for said gear shift.

[0014] The herein described method utilizes the advantage of having knowledge of a future vehicle speed against which the vehicle is controlled (either by a driver and / or automatically), namely a predetermined target vehicle speed. Knowledge of a predetermined target vehicle speed allows for predicting how the vehicle will be controlled and / or how the vehicle will behave in the future, and take preventive measures to adapt the control of the vehicle to meet various objectives. In accordance with the herein described method, the preventive measures relate to an adjustment in gear shift strategy under specific driving circumstances, more specifically during acceleration downhill or deceleration uphill.

[0015] In an acceleration or retardation event of a vehicle, a gear shift carried out when the vehicle speed is close to the predetermined target speed, or when the vehicle has reached the predetermined target speed, can cause a comparatively high disturbance compared to other gear shifts. This is the case when the propulsion torque, or braking torque, is higher at substantially steady state conditions at a certain vehicle speed than during acceleration or retardation. Situations where this can occur is at acceleration downhill or deceleration uphill.

[0016] By means of the herein described method, a gear shift that would normally be made at, or close to, the predetermined target vehicle speed is advanced so as to be performed earlier during the acceleration or deceleration towards the predetermined target vehicle speed. This leads to that the acceleration disturbance from this gear shift, caused by to the inherent (at least partial) torque interruption during shifting, can be reduced. This in turn leads to improved driver comfort. Moreover, it reduces the riskthat the vehicle will reach a vehicle speed above the predetermined target speed in case of acceleration downhill, or a vehicle speed below the predetermined target speed in case of deceleration uphill. In other words, it also improves road safety. It also reduces the risk of having to take corrective measures to compensate for passing the predetermined target vehicle speed, which could otherwise e.g., lead to increased energy consumption and, in case of having to brake down to a predetermined target vehicle speed that has been passed, increased wear of the service brakes of the vehicle. In fact, the acceleration disturbance from the gear shift can even be avoided in cases where zero propulsion torque or braking torque is needed to maintain the target acceleration / deceleration towards the predetermined target vehicle speed.

[0017] According to a first alternative of the herein described method, the gear shift may be advanced so as to be performed at a selected adjusted gear shift speed. In other words, the gear shift may be advanced with respect to shift speed so that it is performed at a selected adjusted gear shift speed that is reached before the default gear shift speed. Alternatively, or additionally, the gear shift may be advanced by at least a minimum advance time. In other words, the advancement of the gear shift may alternatively or additionally be made with respect to time, and with an advance time which is equal to or longer than a minimum advance time. Thereby, it may be ensured that the gear shift is advanced to be performed at a suitable point of the acceleration / deceleration phase towards the predetermined target vehicle speed.

[0018] The method may further comprise a step of determining a first range of possible gear shift speeds for said gear shift ensuring that the at least one power unit will have a rotational speed, after said gear shift, within a predefined rotational speed interval for the at least one power unit, and a step of selecting the adjusted gear shift speed from the determined first range of possible gear shift speeds. This ensures that the at least one power unit will operate within its predefined rotational speed interval after the gear shift, even though the gear shift has been advanced. This in turn avoids the risk of the at least one power unit being operated at an unsuitable rotational speed that may e.g. risk causing damage to said power unit (or constituent components associated therewith), unduly increase energy consumption, and / or produce too much noise and / or oscillations.

[0019] Additionally, or alternatively, the method may further comprise a step of determining a second range of possible gear shift speeds for said gear shift ensuring that power transmitted to the drive wheels of the vehicle, after the gear shift, is sufficient to meet an acceleration or deceleration demand of the vehicle; and a step of selecting the adjusted gear shift speed from the determined second range of possible gear shift speeds. This ensures that the vehicle may be controlled to meet the acceleration / deceleration demand even though the gear shift has been advanced. This e.g., reduces the risk of the vehicle being perceived as less responsive by a driver thereof, and therefore further contributes to increased driver comfort. The method may comprise a step of estimating a point in time at which the vehicle would reach a vehicle speed corresponding to the default gear shift speed in case the transmission arrangement would be shifted following the default shift scheme. In such a case, the gear shift may be advanced by an advance time, equal to or longer than the minimum advance time, relative to said estimated point in time. Thereby, it may be ensured that the gear shift is advanced to be performed at a suitable point of the acceleration / deceleration phase towards the predetermined target vehicle speed.

[0020] The method may further comprise a step of determining the minimum advance time in consideration of an estimated duration of the gear shift. Consideration of the estimated duration of the gear shift, when determining the minimum advance time and advancing the gear shift by at least said minimum advance time, allows for ensuring that the gear shift will be able to be completed when the vehicle reaches the predetermined target speed. By determining the minimum advance time in consideration of the estimated duration of the gear shift, as opposed to simply using a preselected default minimum advance time when performingthe herein described method (which is also a plausible option), the accuracy in the performance of the herein described method may be increased. In otherwords, it further ensures that the gear shift is advanced to an appropriate time of the acceleration phase / deceleration phase e.g. to avoid that the predetermined target vehicle speed is passed.

[0021] The method may further comprise estimating the duration of the gear shift taking into account characteristics of an upcoming road section for the vehicle. This increases the accuracy of the estimation of the duration of the gear shift, and thereby also improves the accuracy in the determination of the minimum advance time in consideration thereof.

[0022] The method may further comprise, in case the vehicle is accelerated downhill, determining an advance time sufficient to prevent the vehicle, after the gear shift, from reaching a vehicle speed higher than the predetermined target vehicle speed. Similarly, the method may further comprise, determining an advance time sufficient to prevent the vehicle, after the gear shift, from reaching a vehicle speed lower than the predetermined target vehicle speed. In other words, the method may comprise determining an advance time for the gear shift, sufficient to ensure that the predetermined target vehicle speed is not passed, and advancing the gear shift by said determined advance time. Ensuring that the vehicle does not pass the predetermined target vehicle speed mayfor example increase road safety, and reduces the risk of having to take corrective measures to compensate for passing the predetermined target vehicle speed. According to a second alternative of the herein described method, the gear shift is performed when it is determined that one or more of the following criteria may be met after the gear shift has been completed: the at least one power unit will have a rotational speed within a predetermined rotational speed interval therefore, a sufficient amount of power may be transmitted to the drive wheels to meet an acceleration or deceleration demand of the vehicle, the gear shift being completed before the vehicle reaches the predetermined target vehicle speed, in case the vehicle is accelerated downhill, the gear shift may prevent the vehicle from reaching a vehicle speed higher than the predetermined target vehicle speed, and in case the vehicle is decelerated uphill, the gear shift may prevent the vehicle from reaching a vehicle speed lower than the predetermined target vehicle speed.

[0023] By means of the second alternative of the herein described method, there is no need to determine or select an adjusted shift speed for the gear shift that is to be advanced, and / or an advance time by which the gear shift should be advanced. Instead, the gear shift may be performed as soon as it is determined that the one or more criteria may be met if the gear shift would be performed at a current point in time (optionally plus an offset time), with said gear shift being advanced compared to if following the default shift scheme for the transmission arrangement.

[0024] The present disclosure also relates to a control arrangement configured to control a vehicle during downhill or uphill driving, said vehicle comprising a powertrain that comprises a transmission arrangement which, by shifting between different gears of the transmission arrangement, is configured to provide different transmission ratios between at least one power unit of the powertrain and drive wheels of the vehicle. The control arrangement is configured to, when (i) the vehicle is accelerated downhill, or decelerated uphill, towards a predetermined target vehicle speed, and (ii) a gear shift is to be performed before, or when, the vehicle reaches said predetermined target vehicle speed in case of following a default shift scheme for the transmission arrangement, advance said gear shift so that it is performed prior to the vehicle reaching a vehicle speed corresponding to a default gear shift speed, defined by the default shift scheme, for said gear shift. The control arrangement provides the same advantages as described above with respect to the corresponding method for controlling a vehicle during downhill or uphill driving.

[0025] According to one alternative, the control arrangement may be configured to advance the gear shift so as to be performed at a selected adjusted gear shift speed, and / or to advance the gear shift by at least a minimum advance time.

[0026] According to another alternative, the control arrangement may be configured to perform the gear shift when it is determined that one or more of the following criteria may be fulfilled after the gear shift has been completed: the at least one power unit will have a rotational speed within a predetermined rotational speed interval therefore, a sufficient amount of power may be transmitted to the drive wheels to meet an acceleration or deceleration demand of the vehicle, the gear shift being completed before the vehicle reaches the predetermined target vehicle speed, in case the vehicle is accelerated downhill, the gear shift may prevent the vehicle from reaching a vehicle speed higher than the predetermined target vehicle speed, and in case the vehicle is decelerated uphill, the gear shift may prevent the vehicle from reaching a vehicle speed lower than the predetermined target vehicle speed.

[0027] The present disclosure also relates to a computer program comprising instructions which, when executed by the control arrangement as described above, cause the control arrangement to perform the method for controlling a vehicle during downhill or uphill driving as described above.

[0028] The present disclosure also relates to a computer-readable medium having stored thereon the computer program as described above.

[0029] Moreover, the present disclosure relates to a vehicle. The vehicle comprises a powertrain comprising at least one power unit and a transmission arrangement. The transmission arrangement is configured to, by shifting between different gears of the transmission arrangement, provide different transmission ratios between the at least one power unit and drive wheels of the vehicle. The vehicle further comprises the control arrangement configured to control the vehicle during downhill or uphill driving as described above.

[0030] The transmission arrangement of the vehicle may according to one embodiment comprise (or consist of) an automated manual transmission.

[0031] The vehicle may for example be a heavy-duty vehicle, such as a truck or a bus, but is not limited thereto.

[0032] The vehicle may be a vehicle driven solely by a combustion engine, i.e. the powertrain may comprise a single power unit it the form of a combustion engine. Alternatively, the vehicle may be a fully electric vehicle, such as a battery electric vehicle, or a hybrid vehicle, such as a plugin hybrid. The vehicle may alternatively be a fuel cell vehicle.

[0033] The vehicle may be a vehicle configured to be driven at least partly by a driver. Such a driver may be present onboard the vehicle, or may be controlling the vehicle remotely (for example from a remote control center or the like). Alternatively, the vehicle may be a fully autonomous vehicle.

[0034] BRIEF DESCRIPTION OF DRAWINGS

[0035] Fig. 1 schematically illustrates one example of a vehicle,

[0036] Fig. 2 schematically illustrates one example of a powertrain of a vehicle,

[0037] Fig. 3 represents a flowchart schematically illustrating one exemplifying embodiment of the herein described method for controlling a vehicle during downhill or uphill driving,

[0038] Fig. 4 illustrates vehicle speed and torque transmitted to the drive wheels of the vehicle versus time in case of advancement of a gear shift for an example where the vehicle is accelerated downhill, and Fig. 5 schematically illustrates an exemplifying embodiment of a device that may comprise, consist of, or be comprised in the herein described control arrangement configured to control a vehicle during downhill or uphill driving.

[0039] DETAILED DESCRIPTION

[0040] The invention will be described in more detail below with reference to exemplifying embodiments and the accompanying drawings. The invention is however not limited to the exemplifying embodiments discussed and / or shown in the drawings, but may be varied within the scope of the appended claims. Furthermore, the drawings shall not be considered drawn to scale as some features may be exaggerated in order to more clearly illustrate the invention or features thereof.

[0041] The present disclosure relates to a method for controlling a vehicle during downhill or uphill driving, said vehicle comprising at least one powertrain. Said powertrain comprises a transmission arrangement which, by shifting between different gears of the transmission arrangement, is configured to provide different transmission ratios between at least one power unit (in other words, one or more power units) of the powertrain and a set of drive wheels of the vehicle. The method comprises a step of, when (i) the vehicle is accelerated downhill, or decelerated uphill, towards a predetermined target vehicle speed, and (ii) a gear shift is to be performed before, or when, the vehicle reaches said target vehicle speed in case of following a default shift scheme forthe transmission arrangement, advancing said gear shift so that it is performed prior to the vehicle reaching a vehicle speed corresponding to a default shift speed, defined by the default shift scheme, for said gear shift.

[0042] The predetermined target vehicle speed mentioned above may be derived from any previously known control system configured to determine a target vehicle speed. Vehicles today may comprise various systems, such as driver-assistance systems (DAS) or advanced driverassistance systems (ADAS), configured to determine a target vehicle speed and use this (predetermined) target speed for different purposes, as previously mentioned in the background section of the present disclosure. The herein described method for controlling a vehicle during downhill or uphill driving utilizes that such a predetermined target vehicle speed is available. A predetermined target vehicle speed mayfor example be derived from a speed sign recognition system configured to advice a driver of vehicle speed limits, or a cruise control system configured to control vehicle speed in consideration of data obtained by speed sign recognition (using e.g., a camera). A predetermined target vehicle speed may alternatively be derived from a speed limiter system, or a system configured to use geographical positioning of the vehicle in combination with map data including speed limit data e.g., to advise a driver of the vehicle of a speed limit. A predetermined target vehicle speed may also be derived from various cruise control systems, such as an adaptive cruise control system, a conventional cruise control system configured to control the vehicle to maintain a set speed (which in such a case may correspond to the predetermined target vehicle speed), a predictive cruise control system configured to use geographical positioning and map data to determined e.g., a vehicle speed profile for an upcoming road section of the vehicle, or a curve speed cruise control system configured to use e.g., map data and / or onboard sensors to determine an appropriate curve speed for the vehicle (which in such a case may correspond to the predetermined target vehicle speed). A predetermined target vehicle speed may alternatively be derived from a downhill speed control system configured to automatically control maximum vehicle speed when driving downhill. Moreover, a predetermined target vehicle speed may be derived from an autonomously requested speed by a control system of a (partly or fully) autonomous vehicle. It should here be noted that the above given examples do not constitute an exhaustive list of examples, and the predetermined target vehicle speed may thus be obtained from another system. Furthermore, many of the examples given above may be integrated with each other in various combinations.

[0043] As evident from the above, the herein described method also takes into account a default shift scheme for the transmission arrangement. It should here be noted that although a default shift scheme for a transmission arrangement may comprise a single default shift speed for a certain gear shift, default shift schemes typically comprise a plurality of different default shift speeds, each corresponding to a respective upshift or downshift from one gear to another gear of the available gears of the transmission arrangement.

[0044] In a default shift scheme, each default shift speed may be defined in terms of a predefined rotational speed of the power unit(s) of the powertrain, or a predefined rotational speed of an input shaft of the transmission arrangement of the powertrain. Alternatively, each default shift speed may be defined in terms of a predefined vehicle speed. As evident to a person skilled in the art, the rotational speed of the power unit(s) or input shaft of the transmission arrangement corresponds to a resulting vehicle speed (depending on the currently engaged gear of the transmission arrangement). Thus, irrespectively of how the default shift scheme is set up (i.e. whether the shift speed(s) are defined in terms of vehicle speed or rotational speed of the power unit(s) or input shaft of the transmission arrangement), the transmission arrangement will, if controlled in accordance with the default shift scheme, be shifted when the vehicle reaches a vehicle speed corresponding to a default shift speed.

[0045] It should here be noted that advancing a gear shift inherently leads to the gear shift being performed at another gear shift speed than the default gear shift speed for said gear shift, i.e. at an adjusted gear shift speed. However, a distinction is made herein between an adjusted gear shift speed which is selected before the gear shift is made (herein called “selected adjusted gear shift speed”) and an adjusted gear shift speed at which the gear shift happens to be performed due to being advanced, but where the adjusted gear shifts speed has not been purposively selected before the gear shift is performed. The latter may for example result from a situation where the advancement of the gear shift is performed solely based on a selected advance time. Alternatively, the latter it may result in case of the second exemplifying embodiment of the herein described method, which will be described in detail below.

[0046] According to a first exemplifying embodiment of the herein described method, the gear shift may be advanced so as to be performed at a selected adjusted gear shift speed. In other words, the gear shift may be advanced with respect to shift speed so that it is performed at a selected adjusted gear shift speed that is reached before the default gear shift speed would be reached (in case the gear shift would not have been advanced). Alternatively, or additionally, the gear shift may in accordance with the first exemplifying embodiment be advanced by at least a minimum advance time. In otherwords, the advancement of the gear shift may alternatively or additionally be performed with respect to time, and with an advance time which is equalto or longer than a minimum advance time. Preferably, the gear shift may be advanced to be performed at a selected adjusted gear shift speed, said adjusted gear shift speed being selected so that the advancement of the gear shift also meets the requirement of a minimum advance time. Alternatively, the gear shift may suitably be advanced by a selected advance time, equal to or longer than the minimum advance time, and under the condition that this results in an adjusted shift speed falling within a determined range of possible shift speeds (compare with the first range of possible shift speeds and second range of possible shift speeds described below).

[0047] The method may comprise a step of determining a first range of possible gear shift speeds for the gear shift (i.e. the gear shift which is to be advanced) ensuring that the at least one power unit will have a rotational speed, after said gear shift, within a predefined rotational speed interval for the at least one power unit. Such a predefined rotational speed interval is defined by a minimum rotational speed limit and a maximum rotational speed limit. The minimum rotational speed limit may for example be a predefined minimum allowable rotational speed (e.g., idle speed in case the power unit is a combustion engine), a lower rotational speed limit selected to avoid powertrain oscillations, a lower rotational speed limit selected to avoid power unit vibrations, or a lower rotational speed limit selected with respect to efficiency of the power unit. The maximum rotational speed limit may for example be an upper rotational speed limit selected with respect to efficiency of the power unit and / or with respect to noise and / or oscillations. The maximum rotational speed limit may alternatively be selected to avoid over revving. In case of the method comprising the above described step of determining a first range of possible gear shift speeds for the gear shift, the method may also comprise a step of selecting the adjusted gear shift speed from the determined first range of possible gear shift speeds.

[0048] Alternatively, or additionally, the method may comprise a step of determining a second range of possible gear shift speeds for said gear shift ensuring that power transmitted to the drive wheels of the vehicle, after the gear shift, is sufficient to meet an acceleration or deceleration demand of the vehicle. If so, the method may also comprise a step of selecting the adjusted gear shift speed from the determined second range of possible gear shift speeds.

[0049] In case the method comprises both the step of determining a first range of possible gear shift speeds for said gear shift and the step of determining a second range of possible gear shift speeds for said gear shift, the step of selecting the adjusted gear shift speed may be performed by selecting the adjusted gear shift speed from an overlapping range of the first and second ranges of possible gear shift speeds. In other words, the selected adjusted gear shift speed may in such a case fall both within the first range of possible gear shift speeds and the second range of possible gear shift speeds.

[0050] The method may further comprise a step of estimating a point in time at which the vehicle would reach a vehicle speed corresponding to the default shift speed in case the transmission arrangement would be shifted in accordance with the default shift scheme. In such a case, the gear shift may be advanced by an advance time relative to said estimated point in time, wherein said advance time that is equal to or longer than the minimum advance time. The minimum advance time may according to one alternative be a preselected minimum advance time for said gear shift. A minimum advance time should in such a case be selected so as to ensure that the gear shift may be fully completed within said time. Such a preselected minimum advance time may be selected in dependence of e.g., the gear shift (i.e. between which of the possible gears of the transmission arrangement the gear shift is to be performed), and may be stored for example in a look-up table to be retrievable by the herein described control arrangement for the purpose of performin the herein described method.

[0051] However, gear shifts may take different times depending on the prevailing driving conditions. It may therefore be appropriate to not simply use a preselected minimum advance time, but actually determine a minimum advance time. Thus, the herein described method may further comprise a step of determining the minimum advance time in consideration of an estimated duration of the gear shift. The minimum advance time may for example be determined to correspond to the estimated duration of the gear shift, optionally plus a preselected offset. An estimation of the gear shift may be made based on the driving conditions of the vehicle.

[0052] Moreover, the method may suitably comprise estimating the duration of the gear shift taking into account characteristics of an upcoming road section for the vehicle, such as inclination of the upcoming road section. A duration of a gear shift is herein considered to refer to the whole duration of the gear shift, including not only the actual shift but also the torque ramps needed to perform the gear shift and the response time of the power unit(s).

[0053] The method may comprise, in case the vehicle is accelerated downhill, determining an advance time sufficient to prevent the vehicle, after the gear shift, from reaching a vehicle speed higher than the predetermined target vehicle speed. Alternatively, in case the vehicle is accelerated downhill, the method may comprise determining an advance time sufficient to prevent the vehicle, after the gear shift, from reaching such a high vehicle speed that it may not be reduced to the predetermined target vehicle speed given the braking torque available after the gear shift. The advancement of the gear shift may thereafter be performed by the determined advance time.

[0054] Similarly, the method may comprise, in case the vehicle is decelerated uphill, determining an advance time sufficient to prevent the vehicle, after the gear shift, from reaching a vehicle speed lower than the predetermined target vehicle speed. Alternatively, in case the vehicle is decelerated uphill, the method may comprise determining an advance time sufficient to prevent the vehicle, after the gear shift, from reaching such a low vehicle speed that it may not be increased to the predetermined target vehicle speed given the propulsion torque available after the gear shift. The advancement of the gear shift may thereafter be performed by the determined advance time.

[0055] According to a second exemplifying embodiment of the herein described method, the step of advancing the gear shift (so that it is performed prior to the vehicle reaching a vehicle speed corresponding to the default shift speed for said gear shift) comprises advancing the gear shift to be performed when it is determined that one or more of the following criteria may be met after the gear shift has been completed: (a) the at least one power unit will have a rotational speed within a predetermined rotational speed interval therefore, (b) a sufficient amount of power may be transmitted to the drive wheels to meet an acceleration or deceleration demand of the vehicle, (c) the gear shift being completed before the vehicle reaches the predetermined target vehicle speed, (d) in case the vehicle is accelerated downhill, the gear shift may prevent the vehicle from reaching a vehicle speed higher than the predetermined target vehicle speed, and (e) in case the vehicle is decelerated uphill, the gear shift may prevent the vehicle from reaching a vehicle speed lower than the predetermined target vehicle speed. In other words, the method according to the second exemplifying embodiment comprises advancing the gear shift to be performed as soon as it is determined that the one or more criteria may be met after the gear shift has been completed. Thereby, in contrast to the first exemplifying embodiment, an adjusted gear shift speed at which the gear shift should be performed is not selected before the gear shift is performed. Instead, the gear shift will inherently be performed at an adjusted gear shift speed (reached prior to the default shift speed in case of not advancing the gear shift), but simply in view of being performed in response to a determination that the one or more criteria may be met if the transmission arrangement is shifted at a current point in time (optionally plus a predetermined offset; such as an offset of equal to or less than 5 seconds, preferably equal to or less than 3 seconds).

[0056] As evident from the above, the method according to the second exemplifying embodiment may also comprise a step of determining whether the one or more criteria (for advancing the gear shift) described above may be met if the gear shift is advance so as to be performed at a current point in time, optionally plus a predetermined offset (e.g., an offset of equal to or less than 5 seconds, preferably equal to or less than 3 seconds). The step of advancing the gear shift so that it is performed prior to the vehicle reaching a vehicle speed corresponding to the default gear shift speed (defined by the default shift scheme) may thus be performed in response to a determination that the one or more criteria may be met after the gear shift has been completed. The step of determining whether the one or more criteria may be met, after the gear shift has been completed, may be performed through performing computer simulations. Such computer simulations are as such previously known, and utilized for other purposes, and will therefore not be further described herein.

[0057] The performance of the herein described method for controlling a vehicle during downhill or uphill driving may be governed by programmed instructions. These programmed instructions may take the form of a computer program which, when executed by a computer, cause the computer to effect desired forms of control action. Such a computer may for example be comprised in the control arrangement as described herein. A computer is in the present disclosure considered to mean any 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, 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.

[0058] The above described programmed instructions, which may take the form of a computer program, may be stored on a computer-readable medium. Hence, the present disclosure also relates to a computer-readable medium storing instructions, which when executed by a computer or a control arrangement comprising said computer, cause the computer or control arrangement to carry out the herein described method for controlling a vehicle during downhill or uphill driving. The computer-readable medium 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.

[0059] The present disclosure further relates to a control arrangement configured to control a vehicle during downhill or uphill driving. The control arrangement may be configured to perform any one of the steps of the method for controlling a vehicle during downhill or uphill driving as described above.

[0060] More specifically, in accordance with the present disclosure, a control arrangement configured to control a vehicle during downhill, or uphill, driving is provided. Said vehicle comprises a powertrain that comprises a transmission arrangement which, by shifting between different gears, is configured to provide different transmission ratios between at least one power unit of the powertrain and drive wheels of the vehicle. The control arrangement is configured to, when (i) the vehicle is accelerated downhill, or decelerated uphill, towards a predetermined target vehicle speed, and (ii) a gear shift is to be performed before, or when, the vehicle reaches said predetermined target vehicle speed in case of following a default shift scheme for the transmission arrangement, advance said gear shift so that it is performed prior to the vehicle reaching a vehicle speed corresponding to a default gear shift speed, defined by the default shift scheme, for said gear shift.

[0061] The control arrangement may comprise one or more control units. In case of the control arrangement comprising a plurality of control units, each control unit may be configured to control a certain function / step or a certain function / step may be divided between more than one control units. The control arrangement may be a control arrangement of the powertrain of the vehicle and / or a control arrangement of the transmission arrangement of said powertrain. Alternatively, the control arrangement may be any other control arrangement of the vehicle but configured to communicate with the powertrain of the vehicle, or at least the transmission arrangement of said powertrain, for the purpose of performing the herein described method.

[0062] According to a first exemplifying embodiment of the herein described control arrangement, the control arrangement may be configured to advance the gear shift so as to be performed at a selected adjusted gear shift speed, and / or advance the gear shift by at least a minimum advance time. In such a case, the control arrangement may further be configured to select the adjusted gear shift speed. Moreover, the control arrangement may be configured to determine a minimum advance time, and optionally also to determine an advance time which is equal to or longer than the determined minimum advance time.

[0063] According to a second exemplifying embodiment of the herein described control arrangement, the control arrangement may be configured to advance the gear shift so that said gear shift is performed when it is determined that one or more criteria may be fulfilled after the gear shift has been performed. In such a case, the control arrangement may further be configured to determine whether said one or more criteria may be fulfilled, after the gear shift has been performed, if the gear shift were to be initiated at a current point in time plus optionally an offset (such as an offset of equal to or less than 5 seconds, preferably equal to or less than 3 seconds). This may in turn for example be performed through computer simulations taking into account the current driving conditions, and optionally characteristics of the upcoming road section for the vehicle. Performing computer simulations for the purpose of determining whether one or more criteria may be met after a gear shift is performed may be performed in accordance with any previously known method therefore, and will therefore not be described in more detail herein. In case the control arrangement is not configured to perform such computer simulations, the control arrangement may be configured to determine whether the one or more criteria are met through communication with another control device of the vehicle which in turn is configured to perform such computer simulations. The above mentioned one or more criteria may be selected from the group of criteria comprising (a) the at least one power unit will, after the gear shift, have a rotational speed within a predetermined rotational speed interval therefore, (b) a sufficient amount of power may, after the gear shift, be transmitted to the drive wheels to meet an acceleration or deceleration demand of the vehicle, (c) the gear shift being completed before the vehicle reaches the predetermined target vehicle speed, (d) in case the vehicle is accelerated downhill, the gear shift may prevent the vehicle from reaching a vehicle speed higher than the predetermined target vehicle speed, and (e) in case the vehicle is decelerated uphill, the gear shift may prevent the vehicle from reaching a vehicle speed lower than the predetermined target vehicle speed.

[0064] As evident from the above, the control arrangement according to the first exemplifying embodiment is configured to advance the gear shift with respect to a selected adjusted shift speed and / or a determined minimum advance time. In contrast, the control arrangement according to the second exemplifying embodiment is configured to perform the gear shift as soon as it is determined that the one or more criteria, discussed above, are fulfilled. Thus, the control arrangement according to the second exemplifying embodiment need not determine or select an adjusted gear shift speed and / or an advance time for the purpose of advancing the gear shift.

[0065] Figure 1 schematically illustrates an example of a vehicle 1 , there illustrated as a truck. The vehicle 1 comprises a powertrain 2. The powertrain 2 comprises a first power unit in in the form of a combustion engine 3, and a second power unit in the form of an electric motor 4. The powertrain 2 further comprises a transmission arrangement 5 having an output shaft 6 connected to a set of drive wheels 7 of the vehicle 1 . The transmission arrangement 5 is configured to transmit torque from the combustion engine 3 and the optional electric motor 4, at different transmission ratios, to the drive wheels 7. The vehicle 1 further comprises front wheels 8, which may typically be non-driven wheels. The exemplified vehicle 1 shown in the figure is a hybrid vehicle. However, it should here be noted that the present disclosure is not limited to a vehicle comprising a combustion engine. The vehicle may for example be a fully electric vehicle (such as a battery electric vehicle) or a fuel cell vehicle, in which case the vehicle 1 does not comprise the combustion engine 3. The vehicle may also comprise more than one electric motor 4, if desired. Alternatively, the vehicle 1 may be a vehicle driven solely by the combustion engine 3, in which case it does not comprise the electric motor 4.

[0066] The vehicle 1 further comprises a control arrangement 100 configured to control one or more parts of the vehicle 1 . The control arrangement 100 may for example be configured to control the powertrain 2. Moreover, the control arrangement 100 may be configured to perform the herein described method for controlling a vehicle during downhill or uphill driving.

[0067] The vehicle 1 may optionally further comprise a cruise control system 200. Such a cruise control system 200 may be configured to control travelling speed of the vehicle in dependence of a predetermined target vehicle speed. The cruise control system may for example be, or comprise, an adaptive cruise control system, a predictive cruise control system, or a curve speed cruise control system.

[0068] In case the vehicle 1 comprises a cruise control system 200, the control arrangement 100 may be configured to communicate with the cruise control system 200 for the purpose of obtaining information regarding the predetermined target vehicle speed. In such a case, the control arrangement 100 and the cruise control system 200 are separate from each other. It is however also possible that the control arrangement 100 may be comprised in the cruise control system 200, or vice versa.

[0069] Figure 2 schematically illustrates an example of a powertrain 2 of a vehicle, such as the vehicle 1 shown in Figure 1 . The exemplified powertrain 2 comprises both a combustion engine 3 and an electric motor 4, each configured to serve as a power source. Thus, the exemplified powertrain 2 is a hybrid powertrain. The powertrain 2 further comprises a transmission arrangement 5 having an output shaft 6 that is connected to a set of drive wheels 7 via a differential 9 and a drive shaft 10. The differential 9, the drive shaft 10 and the drive wheels 7 are comprised in the powertrain 2. The combustion engine 3 is connected to an input shaft 11 of the transmission arrangement 5 via a clutch 12. Moreover, the electric motor 4 is arranged to be connectable to the input shaft 11 of the transmission arrangement 5. The transmission arrangement 5 may for example comprise, or consist of, an automated manual transmission, but is not limited thereto.

[0070] Figure 3 schematically illustrates one exemplifying embodiment of the herein described method for controlling a vehicle during downhill or uphill driving, said vehicle having a powertrain comprising a transmission arrangement which, by shifting between different gears of the transmission arrangement, is configured to provide different transmission ratios between at least one power unit of the powertrain and drive wheels of the vehicle.

[0071] The method comprises a step S101 of determining whether the vehicle is accelerated downhill, or decelerated uphill, towards a predetermined target vehicle speed. In case the vehicle is neither accelerated downhill, nor decelerated uphill, towards a predetermined target speed, the method may be reverted to start. However, in case it is determined that the vehicle is either accelerated downhill towards a predetermined target speed, or decelerated uphill towards a predetermined target speed, the method proceeds to subsequent step(s).

[0072] The method further comprises a step S102 of determining whether a gear shift is to be performed before the vehicle reaches the predetermined target speed or is to be performed when the vehicle reaches / has reached the predetermined target speed in case of following a default shift scheme forthe transmission arrangement. In case it is determined that no gear shift is to be performed before the vehicle reaches the predetermined target speed or when the vehicle has reached the predetermined target speed, the method may be reverted to start, as shown in the figure. However, in case it is determined in step S102 that a gear shift is to be performed prior to or when the vehicle reaches the predetermined target speed, in case of following a default shift scheme for the transmission arrangement, the method proceeds to subsequent step(s).

[0073] It should here be noted that although step S102 is illustrates as performed after step S101 in the figure, the steps S101 and S102 may be performed in any order relative to each other, or in parallel.

[0074] The method further comprises a step S103 of advancing the gear shift (identified in step S102) so that it is performed prior to the vehicle reaching a vehicle speed corresponding to a default gear shift speed, defined by the default shift scheme, for said gear shift. After step S103, the method may be reverted to start as shown in the figure. Alternatively, the method may be ended.

[0075] To illustrate the advantages of advancing a gear shift (as performed in accordance with the herein described method), Figure 4 illustrates an example where a gear shift is advanced when the vehicle is accelerated downhill towards a predetermined target vehicle speed v_target. More specifically, the figure illustrates vehicle speed v (upper diagram) and torque Tq transmitted to the drive wheels of the vehicle (lower diagram) versus time t.

[0076] According to the illustrated example, the vehicle speed increases from time to up to the predetermined target vehicle speed v_target, which is reached shortly before time t_d. The vehicle speed is thereafter maintained at the predetermined target vehicle speed v_target. Moreover, according to the illustrated example, a small negative torque (i.e. a braking torque) is initially (see from time to to t_a) transmitted to the drive wheels to reach a requested acceleration up to the predetermined target vehicle speed and the vehicle speed increases over time.

[0077] According to the example, a gear shift that, if following a default shift scheme, would be performed when the vehicle has reached the predetermined target vehicle speed v_target is advanced so at to be performed before the vehicle reaches the predetermined target vehicle speed. The advanced gear shift is in the figure illustrated to be performed at a time t_a as opposed to at a time t_d at which the vehicle would have a vehicle speed corresponding to a default shift speed for said gear shift.

[0078] When the gear shift (that is advanced) is performed, there will be an interruption in the torque transmitted to the drive wheels. More specifically, the torque is ramped to zero to perform the gear shift and thereafter ramped back to the torque needed to reach requested acceleration up to the predetermined target vehicle speed. The torque interruption resulting from gear shifting of the advanced gear shift can be seen in the lower diagram with the ramping towards zero torque starting at t_a.

[0079] Moreover, as can be seen in the upper diagram, the torque interruption resulting from the gear shift that is advanced results in a somewhat higher derivative of the vehicle speed during the gear shift. After the gear shift has been completed, the derivative of the vehicle speed is slightly lower. Furthermore, when the vehicle reaches the predetermined target vehicle speed v_target, a higher negative torque (i.e. a higher braking torque) is needed to maintain said vehicle speed in view of the vehicle travelling downhill. This is shown to occur shortly before t_d according to the illustrated example.

[0080] It can be realized from the figure that the disturbances caused by the gear shift, that was advanced, are relatively small. Let’s then consider a situation where the gear shift would instead have been performed in accordance with the default shift scheme, which according to the illustrated example would be when the vehicle has reached the predetermined target vehicle speed v_target. As shown in the lower diagram, the ramp towards zero torque to perform the gear shift and back to the negative torque needed to be transmitted to the drive wheels would be considerably larger. Furthermore, the torque ramps may take longer time to complete. The torque interruption resulting from such a gear shift, including its torque ramps, are in the figure illustrated by dotted lines and highlighted by the arrow 18. Moreover, the torque interruption resulting from the gear shifting will inherently lead to an increase in vehicle speed, as illustrated by the dotted lines in the upper diagram, highlighted by arrow 20. In view of the fact that the vehicle reaches a vehicle speed higher than the predetermined target vehicle speed v_target, the vehicle needs to be braked down to the predetermined target vehicle speed v_target. This may require using the service brakes of the vehicle and / or an auxiliary brake arranged downstream of the transmission arrangement (if present). The passing of the predetermined target vehicle speed may also in some situations lead to potentially dangerous road situations.

[0081] Figure 5 schematically illustrates an exemplifying embodiment of a device 500. The control arrangement 100 described above may for example comprise the device 500, consist of the device 500, or be comprised in the device 500.

[0082] The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read / write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer program, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I / O means, an A / D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted). The non-volatile memory 520 has also a second memory element 540. There is provided a computer program P that comprises instructions for controlling a vehicle during downhill or uphill driving, said vehicle comprising a powertrain that comprises a transmission arrangement which, by shifting between different gears of the transmission arrangement, is configured to provide different transmission ratios between at least one power unit of the powertrain and drive wheels of the vehicle. The computer program comprises instructions for, when (i) the vehicle is accelerated downhill, or decelerated uphill, towards a predetermined target vehicle speed, and (ii) a gear shift is to be performed before, or when, the vehicle reaches said predetermined target vehicle speed in case of following a default shift scheme for the transmission arrangement, advancing said gear shift so that it is performed prior to the vehicle reaching a vehicle speed corresponding to a default gear shift speed, defined by the default shift scheme, for said gear shift.

[0083] The program P may be stored in an executable form or in a compressed form in a memory 560 and / or in a read / write memory 550.

[0084] The data processing unit 510 may perform one or more functions, i.e. the data processing unit 510 may effect a certain part of the program P stored in the memory 560 or a certain part of the program P stored in the read / write memory 550.

[0085] The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511 . The read / write memory 550 is adapted to communicate with the data processing unit 510 via a data bus 514. The communication between the constituent components may be implemented by a communication link. A communication link may be a physical connection such as an optoelectronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.

[0086] When data are received on the data port 599, they may be stored temporarily in the second memory element 540. When input data received have been temporarily stored, the data processing unit 510 is prepared to effect code execution as described above.

[0087] Parts of the methods herein described may be effected by the device 500 by means of the data processing unit 510 which runs the program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, methods herein described are executed.

Claims

CLAIMS1 . A method, performed by a control arrangement (100), for controlling a vehicle (1) during downhill or uphill driving, said vehicle (1 ) comprising a powertrain (2) that comprises a transmission arrangement (5) which, by shifting between different gears of the transmission arrangement (5), is configured to provide different transmission ratios between at least one power unit (3, 4) of the powertrain (2) and drive wheels (7) of the vehicle (1 ), the method comprising a step of: when (i) the vehicle (1 ) is accelerated downhill, or decelerated uphill, towards a predetermined target vehicle speed, and (ii) a gear shift is to be performed before, or when, the vehicle (1) reaches said predetermined target vehicle speed in case of following a default shift scheme for the transmission arrangement (5), advancing (S103) said gear shift so that it is performed prior to the vehicle (1 ) reaching a vehicle speed corresponding to a default gear shift speed, defined by the default shift scheme, for said gear shift.

2. The method according to claim 1 , wherein the gear shift is advanced so as to be performed at a selected adjusted gear shift speed, and / or wherein the gear shift is advanced by at least a minimum advance time.

3. The method according to claim 2, further comprising the steps: determining a first range of possible gear shift speeds for said gear shift ensuring that the at least one power unit (3, 4) will have a rotational speed, after said gear shift, within a predefined rotational speed interval for the at least one power unit (3, 4), and selecting the adjusted gear shift speed from the determined first range of possible gear shift speeds.

4. The method according to any one of claims 2 or 3, further comprising the steps: determining a second range of possible gear shift speeds for said gear shift ensuring that power transmitted to the drive wheels (7) of the vehicle (1 ), after the gear shift, is sufficient to meet an acceleration or deceleration demand of the vehicle (1), and selecting the adjusted gear shift speed from the determined second range of possible gear shift speeds.

5. The method accordingto any one of claims 2 to 4, further comprising: estimating a point in time at which the vehicle (1 ) would reach a vehicle speed corresponding to the default gear shift speed in case the transmission arrangement (5) would be shifted following the default shift scheme, and wherein the gear shift is advanced by an advance time, equal to or longer than the minimum advance time, relative to said estimated point in time.

6. The method according to any one of claims 2 to 5, further comprising a step of: determiningthe minimum advance time in consideration of an estimated duration of the gear shift.

7. The method accordingto claim 6, further comprising: estimating the duration of the gear shift taking into account characteristics of an upcoming road section for the vehicle (1).

8. The method accordingto any one of claims 5 to 7, further comprising: in case the vehicle (1) is accelerated downhill, determining an advance time sufficient to prevent the vehicle (1 ), after the gear shift, from reaching a vehicle speed higher than the predetermined target vehicle speed.

9. The method accordingto any one of claims 5 to 7, further comprising: in case the vehicle (1) is decelerated uphill, determining an advance time sufficient to prevent the vehicle (1 ), after the gear shift, from reaching a vehicle speed lower than the predetermined target vehicle speed.

10. The method according to claim 1 , wherein the gear shift is performed when it is determined that one or more of the following criteria may be met after the gear shift has been completed: the at least one power unit (3, 4) will have a rotational speed within a predetermined rotational speed interval therefore, a sufficient amount of power may be transmitted to the drive wheels (7) to meet an acceleration or deceleration demand of the vehicle (1 ), the gear shift being completed before the vehicle (1) reaches the predetermined target vehicle speed,in case the vehicle (1 ) is accelerated downhill, the gear shift may prevent the vehicle (1 ) from reaching a vehicle speed higher than the predetermined target vehicle speed, and in case the vehicle (1 ) is decelerated uphill, the gear shift may prevent the vehicle (1 ) from reaching a vehicle speed lower than the predetermined target vehicle speed.11 . A control arrangement (100) configured to control a vehicle (1 ) during downhill or uphill driving, said vehicle (1) comprising a powertrain (2) that comprises a transmission arrangement (5) which, by shifting between different gears of the transmission arrangement (5), is configured to provide different transmission ratios between at least one power unit (3, 4) of the powertrain (2) and drive wheels (7) of the vehicle (1 ), the control arrangement (100) being configured to: when (i) the vehicle (1 ) is accelerated downhill, or decelerated uphill, towards a predetermined target vehicle speed, and (ii) a gear shift is to be performed before, or when, the vehicle (1) reaches said predetermined target vehicle speed in case of following a default shift scheme for the transmission arrangement (5), advance said gear shift so that it is performed prior to the vehicle (1) reaching a vehicle speed corresponding to a default gear shift speed, defined by the default shift scheme, for said gear shift.

12. The control arrangement (100) according to claim 11 , wherein the control arrangement(100) is configured to advance the gear shift so as to be performed at a selected adjusted gear shift speed, and / or to advance the gear shift by at least a minimum advance time.

13. The control arrangement (100) according to claim 11 , wherein the control arrangement(100) is configured to perform the gear shift when it is determined that one or more of the following criteria may be fulfilled after the gear shift has been completed: the at least one power unit (3, 4) will have a rotational speed within a predetermined rotational speed interval therefore, a sufficient amount of power may be transmitted to the drive wheels (7) to meet an acceleration or deceleration demand of the vehicle (1), the gear shift being completed before the vehicle (1 ) reaches the predetermined target vehicle speed,in case the vehicle (1 ) is accelerated downhill, the gear shift may prevent the vehicle(1 ) from reaching a vehicle speed higher than the predetermined target vehicle speed, and in case the vehicle (1 ) is decelerated uphill, the gear shift may prevent the vehicle (1 ) from reaching a vehicle speed lower than the predetermined target vehicle speed.

14. A computer program comprising instructions which, when executed by a control arrangement (100) according to any one of claims 11 to 13, cause the control arrangement (100) to perform the method according to any one of claims 1 to 10.

15. A computer-readable medium having stored thereon the computer program according to claim 14.

16. Avehicle (1) comprising: a powertrain (2) comprising at least one power unit (3, 4) and a transmission arrangement (5), said transmission arrangement (5) being configured to, by shifting between different gears of the transmission arrangement (5), provide different transmission ratios between the at least one power unit (3, 4) and drive wheels (7) of the vehicle (1 ), and a control arrangement (100) according to any one of claims 11 to 13.

17. The vehicle (1 ) according to claim 16, wherein the transmission arrangement (5) comprises an automated manual transmission.

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