Method and system for controlling engine idle stop

Abstract

The present invention relates to a method and system for controlling an engine idle stop. A method and system for controlling an engine idle stop based on upcoming traffic and road conditions are provided. In one example, a method includes receiving data including traffic information and road characteristics immediately ahead of a vehicle from one or more remote sources, and adjusting one or more vehicle thresholds based on the received data. An expected engine idle stop duration is estimated based on the received data, and an engine idle stop is initiated based on the expected engine idle stop duration and the adjusted one or more vehicle thresholds.

Description

Technical Field

[0001] The present description generally relates to methods and systems for controlling an engine idle stop based on upcoming traffic conditions and road conditions. Background Art

[0002] During an intermediate vehicle stop, such as a traffic light, the engine may idle for a period of time. To improve fuel efficiency and emission quality, the vehicle engine may be equipped with a start-stop function to reduce long periods of idling by temporarily shutting down the engine and then restarting the engine when restart conditions are met. The entry conditions for the engine idle stop may be determined based on the current vehicle and engine operating conditions.

[0003] Various methods for scheduling an engine idle stop are provided. In one example, as shown in US 9,440,654, Atluri et al. teach a method for determining entry conditions and exit conditions for an engine idle stop based on short-term and long-term prediction data obtained from onboard vehicle sensors and external sources such as a network cloud. The short-term and long-term prediction data indicate conditions that may occur in the future, where the long-term predicted vehicle operating conditions are further in the future than the short-term predicted vehicle operating conditions.

[0004] However, the inventors have recognized potential problems with such systems. As an example, even though scheduling engine idle stops may be beneficial to fuel efficiency and emission quality, engine idle stops of shorter duration may adversely affect engine performance and fuel efficiency. Repeated engine idle stops of shorter duration than a threshold may cause degradation of engine components. During an engine restart immediately after an idle stop of a duration shorter than a threshold duration, a higher amount of energy may be used during engine cranking relative to the amount of energy saved by reducing fuel consumption, thereby affecting overall fuel efficiency. Moreover, frequent engine idle stops may cause a series of perceptible changes in engine sound, which may be objectionable to the vehicle driver. Summary of the invention

[0005] In one example, the above problem can be solved by a method, the method comprising: receiving data indicating external vehicle conditions relative to the vehicle, the external vehicle conditions including the length of a line of vehicles and relative movement within the line of vehicles; adjusting vehicle operating thresholds in response to the data; and selectively activating or deactivating the engine in response to the thresholds and the data. In this way, by adjusting the vehicle operating thresholds for engine idle stops based on upcoming traffic and road information received from a remote source, engine idle stops that are shorter than a threshold duration can be reduced.

[0006] As an example, traffic information including the length of a convoy parked in the road ahead of the vehicle and the relative movement between the individual vehicles in the convoy can be obtained from a remote source. The onboard controller of the vehicle can be communicatively connected to the onboard controllers of one or more vehicles in the convoy, such as using vehicle-to-vehicle (V2V) communication technology. The onboard controller of the vehicle can also be wirelessly connected to an external network and / or traffic sensors, such as using vehicle-to-infrastructure (V2I) communication technology. The onboard controller can retrieve upcoming traffic information, including vehicle speed, the nature of the relative movement of the convoy, and the acceleration profile of each vehicle in the convoy from the aforementioned remote source. The onboard controller can also retrieve road segment characteristic data including the slope and curvature of the road immediately ahead of the vehicle from the remote source. The duration of the engine shutdown of the vehicle during the upcoming possible engine idle stop can be estimated based on the retrieved traffic information and road segment characteristics. In one example, if it is determined that the duration of the engine shutdown is longer than a threshold duration, the engine idle stop can be initiated by suspending the supply of fuel to the engine cylinders. The threshold engine off duration can be estimated based on the fuel efficiency obtained from the engine shutoff and the power consumption of the electric motor during the engine start-up immediately after the shutoff. In another example, if the duration of the engine shutoff is determined to be longer than the threshold duration, one or more vehicle operating thresholds including the state of charge of the electric motor battery threshold and the electrical accessory load threshold can be modified in response to satisfying the idle stop condition to accelerate the engine shutoff. If the duration of the engine shutoff is determined to be shorter than the threshold duration, the engine may not idle stop even if other idle stop conditions are satisfied. The upcoming period of increased engine load can be estimated based on the retrieved traffic information and road segment characteristics. During these periods of increased engine load, regeneration of the exhaust particulate filter can be scheduled in a timely manner.

[0007] In this manner, frequent engine idle stops of a duration shorter than a threshold can be reduced by estimating the duration of a vehicle engine shutdown during an upcoming possible engine idle stop and causing the engine idle stop in response to an estimated duration of the possible idle stop that is longer than a threshold. By estimating a threshold duration of engine shutdown during a possible idle stop based on the fuel efficiency obtained from the engine shutdown and the power consumption of the electric motor during the engine start-up immediately after the shutdown, fuel efficiency gains can be increased while reducing battery power losses caused by frequent operation of the starter motor. The technical effect of using traffic data (including the length of the convoy in front of the vehicle and the relative movement within the convoy that can be obtained from an external source) is that the duration of the vehicle engine shutdown during an upcoming possible engine idle stop can be estimated with higher accuracy. By reducing repeated engine idle stops of a duration shorter than a threshold, degradation of engine components can be reduced and perceptible engine sound changes caused by frequent engine idle stops can be reduced, thereby improving overall operator satisfaction.

[0008] It should be understood that the above summary is provided to introduce a selection of concepts further described in the detailed description in a simplified form. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is solely defined by the appended claims. Furthermore, the claimed subject matter is not limited to embodiments that address any deficiencies noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 An example embodiment is shown of a vehicle system communicatively coupled to an external network and a fleet of vehicles traveling on a road immediately ahead of the vehicle.

[0010] Figure 2 An example engine system coupled to a hybrid vehicle is shown.

[0011] Figure 3 A flow chart illustrating an example method that may be implemented to control an engine idle stop based on traffic and road condition data received from a remote source.

[0012] Figure 4 A flow chart illustrating an example method that may be implemented for scheduling regeneration of an exhaust particulate filter (PF).

[0013] Figure 5 Example control of engine idle stop and PF regeneration based on data received from a remote source is shown.

[0014] Figure 6The relative motion between each vehicle within a convoy traveling on a road is shown. DETAILED DESCRIPTION

[0015] The following description relates to systems and methods for controlling an engine idle stop based on upcoming traffic and road condition data received from a remote source. Figure 1 to Figure 2 As shown, as described with reference to an example engine system coupled to a hybrid vehicle system, an onboard controller of the vehicle is communicatively coupled to one or more remote sources for receiving data including upcoming traffic and road conditions. The onboard controller may be configured to execute control routines such as Figure 3 An example routine for controlling an engine idle stop based on data received from a remote source. The controller may also control an engine idle stop based on data received from a remote source, such as via Figure 4 The control routine is used to schedule the regeneration of the exhaust gas particulate filter. Figure 5 Example control of engine idle stop and PF regeneration based on data received from a remote source is shown in FIG. Figure 6 An example convoy traveling on a road and the relative motion between vehicles in the convoy are shown.

[0016] Figure 1 An example embodiment 100 of a vehicle system 110 is shown that communicates with multiple remote (external) sources via wireless communications 150. The remote sources may include a fleet of vehicles (also referred to herein as a convoy) 120 traveling on a road directly in front of the vehicle 110. The convoy 120 may include a plurality of vehicles 122, 124, 126, and 127. Each vehicle of the convoy 120 may include a control system 112 similar to the control system 112 of the vehicle 110. A navigation system 154 and a wireless communication device 152 may be coupled to the control system 112 of each vehicle in the convoy 120. Onboard controllers in the vehicles in the convoy may communicate with each other and with an onboard controller in the vehicle 110 via their respective navigation systems 154, via wireless communication devices 152, and / or via other forms of vehicle-to-vehicle technology (V2V). The vehicles in the convoy 120 may also communicate with a network cloud 160 via wireless communications 150.

[0017] The remote source may also include a network cloud 160, which may be an external server that collects traffic information from sources such as traffic cameras, aerial drones, helicopter cameras, sensors in the road, etc. Detailed data maps including road characteristics such as topography, road slope, bends and turns in the road in a specific area may be obtained in the network cloud 160. The vehicle 110 may communicate directly with the network cloud 160 via a wireless communication device 152 coupled to the onboard control system 112. The vehicle 110 may also communicate with the network cloud 160 via a navigation system 154 coupled to the onboard control system 112. The navigation system 154 may determine the current location of the vehicle 110 and obtain data including traffic conditions and road conditions in front of the vehicle 110 from the network cloud 160 for controlling the engine idle stop.

[0018] Remote sources may further include infrastructure 162, such as traffic cameras, surveillance cameras, etc. The onboard controller 114 of the vehicle 110 may communicate with the infrastructure via a corresponding navigation system 154, via wireless communication devices 152, and / or via other forms of vehicle-to-infrastructure technology (I2V).

[0019] The vehicle 110 can retrieve data including traffic conditions and road conditions from a remote source for controlling the engine idle stop. Traffic conditions may include multiple vehicles in the convoy (vehicle fleet) 120 parked on the road directly in front of the vehicle and in the vehicle's travel path, the relative movement of different vehicles in the convoy 120, the cause of the formation of the convoy (e.g., traffic lights, traffic stop signs, traffic stops caused by road works, and traffic stops caused by accidents), characteristics such as the weight of each vehicle in the convoy 120, upcoming intersections, upcoming road congestion and obstacles, etc. Road conditions may include characteristics of the current and upcoming (relative to the current position of the vehicle) road sections, including road slope, road curvature, etc. The controller may also use remote sensing technologies such as light detection and ranging (LIDAR) and radio detection and ranging (RADAR) to obtain traffic conditions and road condition data. In LIDAR, a pulsed laser beam is transmitted from the vehicle controller 112 to an object (such as another vehicle, a traffic light, an obstacle on the road, etc.), and the reflected laser beam is analyzed to determine the distance between the vehicle and the reflecting object. Similarly, in RADAR, a controller may transmit radio waves and analyze reflected radio waves to determine traffic conditions and road characteristics ahead of the vehicle and in the vehicle's path.

[0020] Based on the data received from the remote location, the controller 114 may estimate a duration of the engine shutoff during a possible upcoming engine idle stop. In response to the duration of the engine shutoff being longer than a threshold, one or more vehicle thresholds may be modified to initiate the engine idle stop. The one or more vehicle thresholds may include a duration of vehicle stop threshold, a state of charge threshold of an electric motor battery, and an electrical accessory load threshold, wherein the electric motor battery provides energy for engine cranking immediately after the engine is shutoff, and wherein the electrical accessories include an air conditioning system. Reference Figure 3 Details of controlling an engine idle stop based on data received from a remote source are discussed.

[0021] The control system 112 is shown receiving information from a plurality of sensors 116 and sending control signals to a plurality of actuators 118. As an example, the sensors 116 may include a manifold absolute pressure intake air temperature (IAT) sensor, an outside air temperature (OAT) sensor, a manifold absolute pressure (MAP) sensor, a barometric pressure (BP) sensor, and an exhaust oxygen sensor (such as a UEGO sensor). As an example, the actuators 118 may include a fuel injector and a spark plug coupled to one or more engine cylinders. Based on the signals received from the various sensors 116 and data received from remote sources (such as a network cloud 160, infrastructure 162, other on-road vehicles 120), the engine operation is regulated and the controller 114 sends control signals to the engine actuators 118 accordingly.

[0022] Figure 2 Schematic diagram 200 is shown showing a vehicle system 102 including an engine system 101. The vehicle system may be a hybrid vehicle system further including an electric motor 151 for operating the vehicle. Figure 2 One cylinder of multi-cylinder engine 10 is shown in engine system 101 . Engine 10 may be controlled at least partially by a control system including controller 12 and by input from a vehicle operator 132 via input device 130 . As an example, Figure 2 The controller 12 in the embodiment can be Figure 1114 in the controller. In this example, the input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. The combustion chamber (cylinder) 30 of the engine 10 may include a combustion chamber wall 32, in which a piston 36 is disposed. The piston 36 may be coupled to a crankshaft 40 so that the reciprocating motion of the piston is converted into the rotational motion of the crankshaft. The crankshaft 40 may be coupled to at least one drive wheel of the vehicle via an intermediate transmission system. In addition, a starter motor 171 may be coupled to the crankshaft 40 via a flywheel 161 so that a starting rotation of the engine 10 that is typically used to start the engine (e.g., rotating the engine via a starter) can be achieved. When starting the engine, after combustion occurs, the actuation of the starter is stopped because combustion promotes the rotation of the engine. In one example, the starter motor 171 may be a conventional starter motor. In other examples, the starter motor 171 may be an integrated starter motor, such as those found on hybrid vehicles.

[0023] Combustion chamber 30 may receive intake air from intake manifold 44 via intake passage 42 and may exhaust combustion gases via exhaust passage 48. Intake manifold 44 and exhaust passage 48 may selectively communicate with combustion chamber 30 via respective intake valve 52 and exhaust valve 54. In some embodiments, combustion chamber 30 may include two or more intake valves and / or two or more exhaust valves.

[0024] In this example, intake valve 52 and exhaust valve 54 may be controlled by cam actuation via respective cam actuation systems 51 and 53. Cam actuation systems 51 and 53 may each include one or more cams, and may utilize one or more of cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL) systems operable by controller 12 to change valve operation. The positions of intake valve 52 and exhaust valve 54 may be determined by position sensors 55 and 57, respectively. In an alternative embodiment, intake valve 52 and / or exhaust valve 54 may be controlled by electric valve actuation. For example, combustion chamber 30 may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including CPS and / or VCT systems. In other embodiments, the intake valve and exhaust valve may be controlled by a common valve actuator or actuation system or a variable valve timing actuator or actuation system.

[0025] Fuel injector 66 is shown coupled directly to combustion chamber 30 for injecting fuel in proportion to the pulse width of signal FPW received from controller 12 via electronic driver 68. In this manner, fuel injector 66 provides what is known as direct injection of fuel into combustion chamber 30. For example, the fuel injector may be mounted in the side of the combustion chamber or in the top of the combustion chamber (as shown). Fuel may be delivered to fuel injector 66 by a fuel system (not shown) including a fuel tank, a fuel pump, and a fuel rail. In some embodiments, combustion chamber 30 may alternatively or additionally include a fuel injector arranged in intake manifold 44, which is configured to provide what is known as port injection of fuel into the intake port upstream of combustion chamber 30.

[0026] In some embodiments, each cylinder of engine 10 may include a spark plug 192 for initiating combustion. The ignition system may provide an ignition spark to combustion chamber 30 via spark plug 192 in response to spark advance signal SA from controller 12, under select operating modes. However, in some embodiments, spark plug 192 may be omitted, such as where engine 10 may initiate combustion via compression ignition or by injection of fuel, as may be the case in some diesel engines. In one example, during selective deactivation of one or more engine cylinders (via a VDE mechanism), spark supplied to the deactivated cylinders may also be stopped, such as by disabling operation of spark plug 192.

[0027] Intake passage 42 may include throttle valve 62 having throttle plate 64. In this particular example, the position of throttle plates 64 and 65 may be varied by controller 12 via signals provided to an electric motor or actuator included with throttle valve 62, a configuration generally referred to as electronic throttle control (ETC). In this manner, throttle valve 62 may be operated to vary the intake air provided to combustion chamber 30 as well as other engine cylinders. The position of throttle plate 64 may be provided to controller 12 via throttle position signal TP. Intake passage 42 may include an intake air temperature (IAT) sensor 125 and a barometric pressure (BP) sensor 128. IAT sensor 125 estimates the intake air temperature to be used in engine operation and provides a signal to controller 12. BP sensor 128 estimates the ambient pressure of engine operation and provides a signal to controller 12. Intake passage 42 may further include a mass air flow sensor 121 and a manifold air pressure sensor 122 for providing respective signals MAF and MAP to controller 12.

[0028] Exhaust gas sensor 226 is shown coupled to exhaust passage 48 upstream of emission control device 70. Sensor 226 may be any suitable sensor for providing an indication of exhaust gas air / fuel ratio (AFR), such as a linear oxygen sensor or UEGO (universal or wide range exhaust gas oxygen), a two-state oxygen sensor or EGO, HEGO (heated EGO), NOx, HC, or CO sensor. Input from exhaust gas sensor 226 may also be used to estimate ambient humidity. Exhaust gas temperature sensor 75 may be coupled to exhaust passage 48 downstream of emission control device 70.

[0029] An exhaust gas recirculation (EGR) system 140 may deliver a desired portion of exhaust gas from exhaust passage 48 to intake manifold 44 via EGR passage 142. The amount of EGR provided to intake manifold 44 may be varied by controller 12 via EGR valve 144. In addition, an EGR sensor 146 may be disposed within EGR passage 142 and may provide an indication of one or more of the pressure, temperature, and component concentrations of the exhaust gas. Under some conditions, EGR system 140 may be used to regulate the temperature of the air and fuel mixture within the combustion chamber, thereby providing a method of controlling ignition timing during some combustion modes. In addition, under some conditions, by controlling the exhaust valve timing, such as by controlling a variable valve timing mechanism, a portion of the combustion gases may be retained or trapped in the combustion chamber.

[0030] Emission control device 70 is shown arranged along exhaust passage 148 downstream of exhaust gas sensor 126. Device 70 may be a three way catalyst (TWC), a NOx trap, various other emission control devices, or combinations thereof. In some embodiments, during operation of engine 10, emission control device 70 may be periodically reset by operating at least one cylinder of the engine within a specific air / fuel ratio.

[0031] A particulate filter (PF) 72 is shown arranged downstream of the emission control device 70 along the exhaust passage 48. The particulate filter 72 may be a gasoline particulate filter or a diesel particulate filter. The substrate of the particulate filter 72 may be made of ceramic, silicon, metal, paper, or a combination thereof. During operation of the engine 10, the particulate filter 72 may capture exhaust particulate matter (PM), such as ash and soot (e.g., from unburned hydrocarbons), in order to reduce vehicle emissions. When particulate matter accumulates on the PF 72, exhaust back pressure may increase, which may have a negative impact on engine performance. The particulate matter load on the PF may be estimated based on exhaust back pressure as estimated via a pressure sensor 76 coupled across the PF. The pressure sensor 76 may be a differential pressure (δ) sensor that measures changes in exhaust pressure when the exhaust flows through the PF, such as a Δ pressure feedback exhaust (DPFE) sensor. In other examples, the pressure sensor may be an absolute pressure sensor, and the controller may measure changes in pressure across the PF based on outputs from pressure sensors coupled upstream and downstream of the filter. Once the PF reaches a threshold load, PF72 can be regenerated periodically or timely to reduce the particulate matter load and corresponding exhaust back pressure. In order to regenerate the PF, an exhaust temperature above a threshold and an air-fuel ratio leaner than stoichiometry are required at the PF. The increase in exhaust temperature may correspond to an increased torque demand. The vehicle's onboard controller can wirelessly communicate with external sources such as other vehicles traveling immediately in front of the vehicle, traffic cameras, and remote servers to obtain data including upcoming road characteristics and traffic conditions. Based on the data obtained from the external source, the upcoming torque demand can be estimated. During the upcoming torque demand above the threshold, the regeneration of PF 72 can be scheduled, and the schedule includes retarding the spark timing from the maximum brake torque (MBT) to obtain an exhaust temperature above the threshold, and adjusting the pulse rate of fuel injection to one or more cylinders to obtain an air-fuel ratio leaner than stoichiometry.

[0032] The controller 12 Figure 11 is shown as a microcomputer, including a microprocessor unit (CPU) 102, input / output ports (I / O) 104, an electronic storage medium for executable programs and calibration values ​​(in this particular example, the electronic storage medium is shown as a read-only memory chip (ROM) 106), a random access memory (RAM) 108, a keep alive memory 110 (KAM), and a data bus. In addition to those signals previously discussed, controller 12 may receive various signals from sensors coupled to engine 10, including a measurement of exhaust AFR from oxygen sensor 226, sensed mass air flow (MAF) from mass air flow sensor 121; engine coolant temperature (ECT) from temperature sensor 111 coupled to cooling jacket 115; exhaust temperature from temperature sensor 75 coupled to exhaust passage 48; exhaust pressure from pressure sensor 76 coupled across exhaust particulate filter; surface ignition sensing signal (PIP) from Hall effect sensor 117 (or other type) coupled to crankshaft 40; throttle position (TP) from throttle position sensor; absolute manifold pressure signal MAP from sensor 122; and intake air temperature from IAT sensor 125. Engine speed signal RPM may be generated by controller 12 from signal PIP. Manifold pressure signal MAP from the manifold pressure sensor may be used to provide an indication of vacuum or pressure in the intake manifold. It should be noted that various combinations of the above sensors may be used, such as a MAF sensor without a MAP sensor, or vice versa. During stoichiometric operation, the MAP sensor can give an indication of the engine torque. In addition, this sensor, together with the detected engine speed, can provide an estimate of the charge air (including air) being introduced into the cylinder. In one example, sensor 117, which also serves as an engine speed sensor, can produce a predetermined number of equally spaced pulses per rotation of the crankshaft. The controller 12 can be connected to a wireless communication device 152 for direct communication between the vehicle 102 and the network cloud 160. Using wireless communication 150 via device 152, the vehicle 102 can retrieve data about current and / or upcoming traffic and road conditions from the network cloud 160.

[0033] Storage medium read-only memory 106 may be programmed with computer readable data representing non-transitory instructions executable by processor 102 for performing the methods described below as well as other variants that are anticipated but not specifically listed. As described above, Figure 2 One cylinder of a multi-cylinder engine is shown, and each cylinder may similarly include its own set of intake / exhaust valves, fuel injectors, spark plugs, etc.

[0034] The controller 12 receives the Figure 2 The signals of various sensors are used Figure 2Various actuators of controller 12 may be activated to adjust engine operation based on received signals and instructions stored in memory of controller 12. In one example, based on data including upcoming traffic and road conditions received from network cloud 160 via wireless communication device 152, the controller may initiate an engine idle stop by sending signals to fuel injector 66 and spark plug 192 to respectively halt fueling and sparking to engine cylinders. In another example, based on traffic and road condition data, the controller may determine an upcoming period of above-threshold torque demand, and during this period, the controller may send a signal to fuel injector 66 to adjust the engine air-fuel ratio to leaner than stoichiometry to facilitate regeneration of PF 72.

[0035] In some examples, the vehicle 102 may be a hybrid vehicle having multiple torque sources that may be used for one or more wheels 155. In other examples, the vehicle 102 is a conventional vehicle having only an engine or an electric vehicle having only one or more motors. In the example shown, the vehicle 102 includes an engine 10 and a motor 151. The motor 151 may be an electric motor or a motor / generator (M / G). When one or more clutches 56 are engaged, the crankshaft 40 of the engine 10 and the motor 151 are connected to the wheels 155 via the transmission 46. In the depicted example, the first clutch 56 is disposed between the crankshaft 40 and the motor 151, and the second clutch 56 is disposed between the motor 151 and the transmission 46. The controller 12 may send a signal to the actuator of each clutch 56 to engage or disengage the clutch so as to connect the crankshaft 40 to the motor 151 and components connected thereto or disconnect the crankshaft 140 from the motor 151 and components connected thereto, and / or connect the motor 151 to the transmission 46 and components connected thereto or disconnect the motor 151 from the transmission 46 and components connected thereto. The transmission 46 may be a gearbox, a planetary gear train, or another type of transmission.The powertrain may be configured in a variety of ways, including parallel, series, or series-parallel hybrid vehicles.

[0036] The electric machine 151 receives power from the traction battery 58 to provide torque to the wheels 155. The electric machine 151 may also operate as a generator to provide power to charge the traction battery 58, such as during braking operations.

[0037] In this way, Figure 1 to Figure 2A system for implementing a hybrid vehicle includes: an engine including one or more cylinders; one or more fuel injectors and spark plugs coupled to the one or more cylinders; an engine exhaust passage including a particulate filter; an electric motor including a battery; a motor coupled to a crankshaft; an air conditioning system; a navigation system configured to determine a geographic location of the vehicle; and an onboard controller communicatively coupled to an offboard controller and each of a plurality of onboard controllers of a plurality of vehicles traveling within a threshold radial distance. The onboard controller includes computer readable instructions stored on a non-transitory memory for: transmitting the geographic location of the vehicle to the offboard controller during driving of the vehicle on a road, receiving a first set of data including a relative distance between vehicles traveling ahead of the vehicle and a relative speed between vehicles traveling ahead of the vehicle from the offboard controller and the onboard controllers of the vehicles traveling within the threshold radial distance, receiving a second set of data including a road grade and a road curvature immediately ahead of the vehicle, estimating a duration of operation of the vehicle at a speed below a threshold based on each of the first set of data and the second set of data, and adjusting fueling of the one or more cylinders based on the duration of operation of the vehicle at a speed below the threshold speed.

[0038] Figure 3 An example method 300 is shown that can be implemented to control an engine idle stop based on traffic and road condition data received from a remote source. Instructions for executing method 300 and the remainder of the methods included herein can be generated by a controller based on instructions stored on a memory of the controller and in combination with sensors of the engine system such as those referenced above. Figure 1 and Figure 2 According to the method described below, the controller may use engine actuators of the engine system to adjust engine operation.

[0039] At 302, current vehicle and engine operating conditions may be estimated and / or measured. These operating conditions may include, for example, driver torque demand, engine speed, vehicle speed, engine temperature, engine load, exhaust temperature, manifold pressure, manifold air flow, exhaust pressure, etc. In addition, environmental conditions such as ambient humidity, temperature, and atmospheric pressure may be estimated. The state of charge of a battery coupled to a starter motor for engine cranking may be estimated. In addition, the state of charge of a battery coupled to an electric motor for propelling a hybrid electric vehicle (HEV) via motor torque may be estimated. Figure 2 The state of charge of the battery 58 in the motor. In one example, the battery of the motor can be used to operate the starter motor during engine starting.

[0040] At 304, the controller may retrieve information from one or more remote sources such as an external server, a traffic camera, a vehicle immediately adjacent to the vehicle (such as in Figure 1In one example, the onboard controller of the vehicle can be connected to the onboard controller of one or more vehicles in the fleet on the road ahead of the vehicle 110 in the figure, also referred to as the reference vehicle in this article, and the traffic information of the aerial drone. In one example, the onboard controller of the vehicle can be connected to the onboard controller of one or more vehicles in the fleet via their respective navigation systems, via wireless communication devices, and / or via other forms of vehicle-to-vehicle technology (V2V) communication. In another example, the onboard controller of the vehicle can be connected to infrastructure such as traffic cameras, monitoring cameras, etc. via corresponding navigation systems, via wireless communication devices, and / or via other forms of vehicle-to-infrastructure technology (I2V) communication. Some vehicles such as autonomous vehicles (AVs) can be equipped with object recognition technology, wherein the controller can use remote sensing technology such as light detection and ranging (LIDAR) and radio detection and ranging (RADAR) to obtain traffic conditions. For such object recognition technology, the reflection of the laser or radio signal emitted by the vehicle can be analyzed to determine the distance between the vehicle and the obstacle reflecting the laser or radio signal, and also identify the type of obstacle reflecting the signal (such as another moving vehicle, infrastructure, construction equipment on the road, etc.). The controller can also retrieve traffic information from helicopters and communication satellites via wireless communication.

[0041] Retrieving traffic information from a remote source includes detecting the length of a convoy on a road ahead of the vehicle at 305. The length of the convoy includes the number of vehicles that are stopped or moving at a speed below a threshold on the road ahead of the vehicle. In one example, the threshold vehicle speed may correspond to a vehicle speed at which a vehicle driving immediately behind the convoy may not be able to accelerate. In another example, the threshold vehicle speed may be a percentage of the road speed limit. In yet another example, the threshold vehicle speed may be 5 mph. The convoy may be caused by traffic congestion in front of the first vehicle in the convoy, which may cause the reference vehicle to travel at a speed below the threshold and / or stop multiple types. As an example, due to technical limitations, the reference vehicle may not be able to communicate with each vehicle in the convoy. In such a case, when the vehicles in the convoy are stopped, the gap between two vehicles communicatively coupled to the reference vehicle can be estimated, and the length of the gap can be divided by the average length of the road occupied by the stopped vehicles to detect the number of stopped vehicles between the two vehicles.

[0042] In one example, the presence of a convoy can be determined when a group of vehicles is arranged in the path of travel of the vehicle, each vehicle in the group of vehicles is separated from the vehicle immediately in front of each vehicle by a distance less than a threshold distance (e.g., 50 meters), and the speed of each of the vehicles is less than a predetermined speed (e.g., 36 kilometers per hour). The length of the convoy can be detected or determined by receiving the position of the vehicle farthest from the vehicle in the convoy (e.g., the first vehicle) and calculating the distance from the position of the first vehicle to the position of the second vehicle. In one example, the distance can be calculated via GPS and / or map data. In another example, the distance can be calculated using remote sensing technology such as light detection and ranging (LIDAR) and radio detection and ranging (RADAR).

[0043] Retrieving traffic information from a remote source also includes detecting relative motion between vehicles in the convoy at 306. The relative motion includes the speed of the first vehicle in the convoy and the speed of each intermediate vehicle in the convoy. Therefore, relative to the distance of each intermediate vehicle from the reference vehicle, the first vehicle may be farthest from the reference vehicle. Each vehicle in the convoy may start moving and stop moving independently of other vehicles in the convoy. The delay time here is when one vehicle in the convoy (e.g., the first vehicle) starts moving after the most recent stop to when another vehicle (e.g., the second vehicle or the third vehicle in the convoy) starts moving after the most recent stop of the other vehicles. However, if another vehicle is moving at the same time as one vehicle starts moving, the delay time of the other vehicle may be the delay time of the vehicle closest to the other vehicle and in front of the other vehicle. For example, if the first to fifth vehicles in the convoy stop and the sixth vehicle moves toward the fifth vehicle when the first vehicle starts moving, the delay time of the sixth vehicle may be adjusted to the delay time between the first vehicle and the fifth vehicle. The delay time may refer to vehicles other than the first vehicle to determine the delay time within the convoy. For example, a delay time may be established between the fourth vehicle in the convoy and the tenth vehicle in the convoy. The delay time between the first vehicle starting to move after its most recent stop ends and the first vehicle starting to move each intermediate vehicle after its most recent stop can be estimated. Due to the time delay between the start of movement of the first vehicle and each intermediate vehicle and the frequent vehicle stops and subsequent starts and the time delay between the intermediate vehicles, the overall movement of the convoy in the convoy may have an undulating pattern. Figure 6 Further detailing the undulating pattern of vehicle movement in the convoy, the frequency of vehicle movement in the convoy can be estimated based on the average duration of vehicle movement before the vehicle stops (t1) (such as for a reference vehicle) and the average duration of the stop before the vehicle starts moving again (t2) (such as for a reference vehicle).

[0044] Retrieving traffic information from a remote source further includes determining the weight or mass of one or more vehicles in the convoy at 307. The weight of the vehicle may be directly related to the acceleration profile of the vehicle (e.g., a curve or function describing vehicle acceleration for different vehicle masses at a predetermined nominal torque demand). In one example, a vehicle with a larger weight (such as a fully loaded truck) may take longer to accelerate from a standstill relative to a sedan carrying a single passenger. The acceleration profiles of the vehicles in the convoy may affect the relative motion between the vehicles in the convoy. As an example, if one or more vehicles in the convoy take longer to accelerate relative to the remaining vehicles in the convoy, the overall moving speed of the convoy may be reduced, thereby increasing the average duration that a reference vehicle is stopped before it begins to move again (t2).

[0045] Retrieving traffic information from a remote source also includes determining the cause of the traffic jam (formation of a convoy directly in front of the reference vehicle) at 308. The formation of a convoy may be caused by, for example, a traffic signal, a stop sign, a road construction project resulting in a speed limit reduction and / or lane closure, a flagger controlling traffic flow during road construction, an accident resulting in a road closure, etc. The duration (t2) of vehicle stops between consecutive movements may be based on the cause of the traffic jam. In one example, a traffic jam caused by a red traffic signal may be cleared in a shorter duration relative to a traffic jam caused by an accident resulting in a road closure. Moreover, the relative movement between vehicles in the convoy may be based on the cause of the traffic jam. As an example, a traffic jam caused by a stop sign may have a higher frequency of vehicle movements in the convoy relative to the frequency of vehicle movements in the convoy caused by a lane closure during road construction when the jam occurs.

[0046] Retrieving traffic information from a remote source further includes detecting traffic intersections and obstacles on the road segment directly in front of the reference vehicle at 309. An upcoming traffic intersection may cause the reference vehicle to stop, such as when a traffic light turns red. An upcoming road obstacle, such as a disabled vehicle or construction equipment occupying a lane, may cause traffic congestion.

[0047] At 310, the duration (t3) of the engine shutdown during the expected engine idle stop when the vehicle is stopped or is decelerating can be determined based on the above-mentioned traffic information retrieved from the remote source. If the reference vehicle stops for a longer time than the threshold duration, the engine can be stopped (engine idle stop) to reduce fuel consumption and improve emission quality. The engine shutdown during the idle stop improves fuel efficiency, but each time the engine restarts from the idle stop, energy from the battery can be used to start the engine via the starter motor. The threshold specifies the duration of the vehicle stopping before the engine is shut down (the engine is deactivated when it stops rotating and is not provided with fuel) can be dynamically calibrated (adjusted) based on the above-mentioned traffic conditions and data indicating the duration of movement before the vehicle stops (t1) and the average duration of the vehicle stopping before it starts moving again (t2). As an example, if t1 decreases, the threshold for the duration of the specified vehicle stopping before the engine is shut down can be increased, and if t2 increases, the threshold for the duration of the specified vehicle stopping before the engine is shut down can be reduced. In this way, the threshold vehicle stop time before engine deactivation can be adjusted based on each of the duration of vehicle movement before stopping and the duration of vehicle stop between successive movements of the vehicle in front of the reference vehicle, the adjustment including decreasing the threshold vehicle stop time before engine deactivation as the duration of vehicle movement before stopping (relative to the vehicle in front of the reference vehicle) decreases and the duration of vehicle stop increases. In addition, the threshold vehicle stop time before engine deactivation can be adjusted based on the number of vehicles stopped on the road in front of the reference vehicle. As an example, the threshold vehicle stop time can decrease as the number of vehicles stopped on the road in front of the reference vehicle increases, and the threshold vehicle stop time can increase as the number of vehicles stopped on the road in front of the reference vehicle decreases.

[0048] In one example, the controller may estimate the engine shutdown (t3) duration during the expected engine idle stop based on one or more of the length of the convoy in front of the vehicle in front of the reference vehicle, the relative movement between each vehicle in the convoy, the acceleration profile of each vehicle in the convoy, the cause of the convoy formation, and the upcoming road obstacle. In another example, the controller may estimate t3 based on a calculation using a lookup table, which maintains empirically determined values, in which the input is the length of the convoy in front of the vehicle in front of the reference vehicle, the relative movement between each vehicle in the convoy, the acceleration profile of each vehicle in the convoy, the cause of the convoy formation, and the upcoming road obstacle, and the output is the engine shutdown (t3) duration during the expected engine idle stop. For example, the value in the lookup table can increase the estimated amount of time the engine will be shut down because the time delay between the movement of the intermediate vehicles in the convoy (e.g., affecting the relative movement of the vehicles in the convoy) increases. In addition, as the time length of the convoy increases, the value in the lookup table can increase the estimated amount of time the engine will be shut down. Furthermore, the values ​​in the lookup table may provide a greater increase in the estimated amount of time the engine will be shut down when a traffic accident is detected than an adjustment to the estimated amount of time the engine will be shut down when the road obstruction is a stop sign. In this manner, the duration of the engine shut down for a reference vehicle may be estimated based on each of the length of the convoy, relative movement within the convoy, characteristics of one or more vehicles in the convoy, reasons for forming the convoy, etc.

[0049] At 312, the routine includes determining whether the duration of the engine shutdown (t3) during the expected engine idle stop is greater than a threshold duration. The threshold duration of the engine shutdown can be based on the amount of energy saved by stopping the engine idle. The overall energy saving (and the threshold duration of the engine shutdown) can be based on the fuel efficiency obtained from the engine shutdown and the electric motor power consumption of the engine start rotation during the engine start immediately after the shutdown. With each of the increase in fuel efficiency obtained from the engine shutdown and the reduction in the electric motor power consumption of the engine start rotation during the engine start immediately, the overall energy saving increases. In one example, the duration threshold of the engine shutdown can correspond to the positive (greater than zero) overall energy saving during the expected engine idle stop. One or more vehicle operating thresholds can be adjusted directly based on traffic conditions. In one example, as the number of vehicles on the road ahead of the reference vehicle increases, the duration threshold of the engine shutdown can be reduced. As the length of the fleet increases, the duration of the engine shutdown (t3) during the expected engine idle stop can increase, so in order to speed up the start of the engine idle stop (and thereby increase the fuel efficiency benefit obtained from the engine idle stop), the duration threshold of the engine shutdown can be reduced.

[0050] If it is determined that the duration of the engine shutdown (t3) during the expected engine idle stop is greater than the threshold duration, then at 316, the engine idle stop can be initiated during vehicle deceleration and then enter a complete stop (vehicle speed is zero). The controller can send a signal to the fuel injectors connected to the engine cylinders to suspend the fueling of each of the engine cylinders to stop combustion. Moreover, in order to stop combustion, the controller can send a signal to the spark plugs connected to the engine cylinders to deactivate the spark. When the fueling and spark are deactivated, the engine may rotate slower (causing the engine to shut down). Once the vehicle speed drops below the threshold speed, the engine shutdown (rolling stop-start) can be initiated during vehicle deceleration. In one example, the threshold speed can be 10MPH. By initiating the engine shutdown even before the vehicle stops completely, the duration of the engine shutdown can be increased, thereby improving the energy efficiency achieved during the engine idle stop.

[0051] Thus, to initiate an engine idle stop, one or more vehicle operating conditions may be estimated and compared to corresponding vehicle operating thresholds, and if the vehicle operating conditions are within the corresponding thresholds, the engine idle stop may be initiated. If the duration of the engine shutoff (t3) during the expected engine idle stop (estimated based on traffic data obtained from a remote source) is greater than the threshold duration, one or more vehicle operating thresholds may be adjusted to initiate the engine shutoff.

[0052] Adjusting one or more vehicle operating thresholds for initiating an engine idle stop includes adjusting, at 317, an electric motor (such as a motor coupled to the vehicle) for starting the engine during restarting the engine and / or during vehicle propulsion via motor torque immediately following an engine idle stop. Figure 2 The threshold state of charge (SOC) of a battery of the motor 52 in the engine 50 is determined by adjusting the threshold SOC. Adjusting the threshold SOC includes reducing the threshold SOC from a first threshold SOC to a second threshold SOC such that an engine idle stop may be initiated even if the actual battery SOC is below the first threshold (but above the second threshold) before adjustment, thereby increasing the likelihood of an engine idle stop. The second threshold SOC may correspond to a minimum battery SOC required to crank the engine during a subsequent engine restart immediately following the idle stop. However, in one example, if the battery SOC is below the second threshold SOC, the engine idle stop may not be enabled even if the duration of the engine shutdown (t3) during the expected engine idle stop is greater than the threshold duration.

[0053] Adjusting one or more vehicle operating thresholds for initiating an engine idle stop may also include adjusting an electrical accessory load threshold at 318. The electrical accessory load may be engine power for operating an air conditioning system. Adjusting the electrical accessory load includes increasing the threshold accessory load from a first load to a second load such that the engine idle stop may be initiated even if the actual accessory load is higher than the first threshold load but lower than the second threshold load, thereby increasing the likelihood of the engine idle stop. The second threshold load may correspond to the minimum engine power required to maintain current operation of the air conditioning system. However, in one example, if the actual electrical accessory load is higher than the second threshold load, the engine idle stop may not be enabled even if the duration of the engine shutdown (t3) during the expected engine idle stop is higher than the threshold duration.

[0054] In another example, engine heat may be required to heat an exhaust catalyst such as Figure 2 The emission control device 70 in FIG. 1 is maintained above the catalyst light-off temperature. Therefore, if the exhaust catalyst temperature is below the threshold temperature, the engine idle stop may not be initiated even if the duration of the engine shutdown (t3) during the expected engine idle stop is greater than the threshold duration. The threshold catalyst temperature may be calibrated based on the catalyst light-off temperature.

[0055] The engine may remain idle stopped until one or more engine restart conditions are met. The engine restart conditions may include: increased torque demand due to vehicle start immediately after the engine idle stop, the SOC of the battery connected to the electric motor is reduced to below a second threshold SOC, and the electrical accessory load increases to above a second threshold load. In response to meeting one or more engine restart conditions, the controller may send a signal to the starter motor to start the engine. Moreover, the controller may send a signal to the fuel injectors connected to the engine cylinders to resume fueling each of the engine cylinders to start combustion. The controller may send a signal to the spark plugs connected to the engine cylinders to enable the spark.

[0056] Returning to step 312, if it is determined that the duration of the engine shutdown (t3) is less than the threshold duration during the expected engine idle stop, then at 314, the engine idle stop may not be initiated. Since the duration of the engine shutdown is less than the threshold duration, it can be inferred that energy efficiency benefits can be improved by shutting down the engine for a shorter duration. By reducing repeated engine idle stops that last less than the threshold duration, degradation of engine components can be reduced and perceptible engine sound changes caused by frequent engine idle stops can be reduced, thereby improving overall driver satisfaction. In this way, the engine is maintained in an active condition by maintaining fueling of the engine in response to one or more of the duration of the vehicle's engine shutdown being less than the threshold duration, the state of charge of the electric motor battery being less than the threshold state of charge of the electric motor battery, and the electrical accessory load on the engine being greater than the threshold electrical accessory load on the engine.

[0057] At 320, the controller may retrieve upcoming road condition information, such as characteristics of the road segment immediately ahead of the vehicle, from one or more remote sources, such as an external server, a traffic camera, an onboard controller of one or more vehicles in a convoy on the road immediately ahead of the vehicle (also referred to herein as a reference vehicle), and an aerial drone communicatively coupled to the controller via wireless communication. The controller may determine the current location of the vehicle via a navigation system coupled to the vehicle, and may obtain a detailed data map including road characteristics such as topography, road slope, road curvature, and turns in the road in a particular area for the road segment immediately ahead of the vehicle from a remote server. In one example, a road segment map may be obtained for a distance of 10 miles ahead of the current location of the vehicle.

[0058] Retrieving upcoming road conditions includes detecting the current road slope and the upcoming slope of the road segment immediately ahead of the vehicle at 321. When the vehicle is traveling through a hilly area, the road slope may change frequently. The road slope may include an uphill slope followed by a downhill slope. The inclination of each slope and the distance between the road segments where the slope changes may be estimated.

[0059] Retrieving upcoming road conditions also includes detecting bends and turns in the road segment immediately ahead of the vehicle at 322. The number of turns or curves, the nature of the turns, and the degree of the turns (such as a 45° turn angle on the road) can be determined.

[0060] At 323, the likelihood of an upcoming vehicle acceleration within a threshold duration can be estimated based on road conditions and traffic information retrieved from a remote source. In one example, the threshold duration can be two seconds from the current time. In one example, the vehicle driver can accelerate by stepping on (e.g., applying) the accelerator pedal for an increased torque demand. In one example, when the vehicle is traveling down a slope, the vehicle driver may release the accelerator pedal (e.g., at least partially release the accelerator pedal) but there may be an uphill slope immediately ahead, which may cause the driver to step on the accelerator pedal within the threshold duration. Therefore, when the road slope changes from negative to positive, the likelihood of an upcoming accelerator pedal stepping may be high. Conversely, when the road slope changes from positive to negative, the likelihood of an upcoming accelerator pedal stepping may be high. In addition, the vehicle can operate at a lower engine speed-load condition during a traffic jam caused by an obstacle on the road, but once the obstacle is crossed, the traffic jam can be cleared and the driver can step on the accelerator pedal to request a higher engine torque output, so that the likelihood of stepping on the accelerator pedal may be high.

[0061] At 324, the routine includes determining whether an upcoming tip-in is expected within a threshold duration. In one example, method 300 determines whether an upcoming tip-in is expected within a threshold duration if the vehicle is traveling on a road where the slope changes from negative to positive and if the vehicle will pass through a road section including a change in slope within a threshold amount of time based on vehicle speed, vehicle position, and position of the road grade condition. If it is determined that an upcoming tip-in is expected within the threshold duration, then at 330, the engine idle stop may not be initiated even if other entry conditions for initiating an engine idle stop are confirmed. If the engine idle stop is initiated without considering the upcoming increase in engine torque demand, it may be necessary to restart the engine by starting the crank within a shorter duration. In this way, engine idle stops that are shorter than the threshold duration can be reduced and overall energy efficiency can be improved.

[0062] If it is determined that an upcoming tip-in is not expected within the threshold duration, then at 326, an upcoming torque demand may be estimated based on upcoming road condition and traffic information retrieved from a remote source. The torque demand includes the amount of torque requested to propel the vehicle at a desired speed. In one example, based on the retrieved traffic information, the presence or absence of an upcoming traffic jam may be determined, and during a traffic jam, the vehicle may be traveling at a lower speed and the upcoming torque demand may be lower. In another example, based on the retrieved road condition data, an upcoming uphill climb may be determined, and during uphill travel, the upcoming torque demand may increase. The upcoming torque demand may be estimated from vehicle mass, road grade, and road load using Newton's laws.

[0063] At 328, the routine includes determining whether the estimated torque demand can be met by the motor torque provided by the electric motor of the hybrid electric vehicle. Therefore, the vehicle can be propelled via engine torque, motor torque, or a combination of both. In order to meet the torque demand, a threshold state of charge (SOC) of the battery coupled to the electric motor may be desired. In one example, the controller may determine the threshold SOC based on a calculation using a lookup table, where the input is the estimated torque demand and the output is the threshold SOC. The controller may determine the actual SOC of the battery and compare it to the threshold SOC.

[0064] If it is determined that the actual SOC of the battery is lower than the threshold SOC, it can be inferred that the motor torque may not meet the torque demand, and the vehicle operation may continue to require the engine torque. Therefore, at 330, even if other entry conditions for initiating the engine idle stop are confirmed, the engine stop may not be initiated. If it is determined that the actual SOC of the battery is higher than the threshold SOC, it can be inferred that the motor torque can meet the torque demand, and the vehicle operation may not request the engine torque. Therefore, at 332, the controller can initiate the engine stop by sending a signal to the fuel injector and spark plug connected to the cylinder to suspend the fueling and spark to the engine cylinder respectively. The engine can remain stopped until one or more engine restart conditions are met. The engine restart condition may include an increased torque demand and / or the SOC of the battery connected to the electric motor is reduced to a threshold SOC below that required to operate the vehicle using only the motor torque. In response to meeting one or more engine restart conditions, the controller may send a signal to the starter motor to start the rotation engine. Furthermore, the controller may send signals to the fuel injectors and spark plugs coupled to the engine cylinders to restore fueling and spark to each engine cylinder to cease combustion.

[0065] At 334 , an exhaust particulate filter (such as Figure 2As particulate matter accumulates on the PF, exhaust back pressure may increase, which may negatively impact engine performance. Once the PF reaches a threshold load, the PF may be regenerated periodically or opportunistically to reduce the particulate matter load and corresponding exhaust back pressure. In order to regenerate (burn) the accumulated PF, an exhaust temperature above a threshold may be required. An exhaust temperature above a threshold may be achieved during an above a threshold torque demand (increased engine load conditions). Reference Figure 4 Details of the arrangement for PF regeneration are discussed.

[0066] In this way, traffic conditions including the length of a convoy directly in front of the vehicle and road segment characteristics including the grade of the road immediately in front of the vehicle can be evaluated based on data received from a remote source, the duration of the vehicle's engine shutoff in response to the evaluated road conditions and road segment characteristics can be estimated, one or more vehicle thresholds can be modified in response to the estimated engine shutoff duration, and in response to the vehicle exceeding one or more vehicle thresholds, an engine idle stop is initiated.

[0067] Figure 4 An example method 400 is shown that may be implemented to schedule regeneration of an exhaust particulate filter (PF) based on traffic and road condition data received from a remote source. The example method 400 may be as follows: Figure 3 4 is a portion of the example method 300 discussed in , and the method 400 may be performed at step 334 of the method 300 .

[0068] At 402 , the vehicle operating conditions determined in step 302 of method 300 , the upcoming traffic information determined in step 304 of method 300 , and the upcoming road conditions determined in step 320 of method 300 may be retrieved from a controller memory.

[0069] At 404, the routine includes determining whether the PF soot load is greater than a first threshold load. This may be based on a pressure sensor coupled across the PF, such as Figure 2 The PF load may be estimated by using an exhaust back pressure estimated by a pressure sensor 76 in the cylinder 100. The first threshold PF load may be calibrated to be an upper threshold load or a threshold exhaust back pressure, above which exhaust gas discharge from the cylinders may be adversely affected, thereby negatively affecting engine performance. If it is determined that the PF load is below the first threshold, then at 406, engine operation with the current exhaust temperature may be maintained and the PF may not be regenerated.

[0070] If it is determined that the PF load is above a threshold load, it can be inferred that it is desirable to regenerate the PF. When the engine is operated at leaner than stoichiometric air-fuel ratio conditions (increased oxygen in the exhaust), soot accumulated on the PF can be oxidized at above a threshold exhaust temperature. Therefore, in order to regenerate the PF, it is desirable that the exhaust temperature is above the threshold temperature. The threshold temperature can be calibrated based on the thermal energy required to burn the accumulated soot on the PF. During vehicle acceleration, the engine load increases, which causes a corresponding increase in the engine heat output, thereby raising the exhaust temperature above the threshold temperature.

[0071] At 408, the controller may retrieve a timeline of the likelihood of an upcoming vehicle acceleration determined in step 323 based on traffic information and road condition information retrieved from a remote source. Based on the timing of the upcoming vehicle acceleration condition, a regeneration of the PF may be scheduled. Once the temperature of the exhaust gas flowing through the PF reaches a threshold temperature, a PF regeneration may be performed.

[0072] Increasing engine load during vehicle acceleration may increase exhaust temperature, however, there may be a difference between the actual increased exhaust temperature and the threshold temperature.At 410, to increase exhaust temperature to the threshold temperature, one or more engine operating parameters may be adjusted immediately prior to the upcoming acceleration condition.

[0073] Adjusting the engine operating parameters includes that at 411, the spark timing can be retarded from the maximum brake torque (MBT) timing to the first spark timing. The MBT timing can be determined based on the engine operating conditions estimated in step 302. By retarding the spark timing, the combustion efficiency can be reduced, thereby further increasing the exhaust temperature. The amount of spark delay at the first spark timing can be based on the difference between the exhaust temperature reached during the acceleration condition and the threshold exhaust temperature (such as required for PF regeneration). As the difference between the exhaust temperature reached during the acceleration condition and the threshold exhaust temperature increases, the amount of spark delay from MBT can be increased. In one example, the controller can determine the amount of spark delay for the first spark timing based on a calculation using a lookup table, wherein the input of the lookup table is the difference between the exhaust temperature reached during the acceleration condition and the threshold exhaust temperature, and the output is the amount of spark delay from MBT.

[0074] Adjusting the engine operating parameters also includes increasing the opening of the intake throttle valve at 412 to increase the combustion rate in the engine cylinders. Increased combustion in the cylinders may cause an increase in heat output, thereby increasing the exhaust temperature. The degree of opening of the intake throttle valve may be based on the difference between the exhaust temperature reached during the acceleration condition and a threshold exhaust temperature (such as required for PF regeneration). As the difference between the exhaust temperature reached during the acceleration condition and the threshold exhaust temperature increases, the degree of opening of the intake throttle valve may be increased. In one example, the controller may determine the opening of the intake throttle valve based on a calculation using a lookup table, wherein the input of the lookup table is the difference between the exhaust temperature reached during the acceleration condition and the threshold exhaust temperature, and the output is the degree of opening of the intake throttle valve.

[0075] Adjusting the engine operating parameters further includes, at 413, delaying the exhaust valve opening timing. By delaying the opening of the exhaust valve from the current exhaust valve timing, a larger portion of hot exhaust residue can be released from the engine cylinder, thereby increasing the exhaust temperature. The amount of delay in the opening of the exhaust valve can be based on the difference between the exhaust temperature reached during the acceleration condition and the threshold exhaust temperature (such as required for PF regeneration). As the difference between the exhaust temperature reached during the acceleration condition and the threshold exhaust temperature increases, the amount of delay in the opening of the exhaust valve can increase. In one example, the controller can determine the amount of delay in the opening of the exhaust valve based on a calculation using a lookup table, wherein the input of the lookup table is the difference between the exhaust temperature reached during the acceleration condition and the threshold exhaust temperature, and the output is the amount of delay in the opening of the exhaust valve.

[0076] Once the exhaust temperature increases above the threshold exhaust temperature, at 414, the controller may initiate PF regeneration. In one example, PF regeneration may be initiated during engine operation that is leaner than stoichiometric engine operation. In another example, the controller may initiate PF regeneration by actively making the engine lean. During PF regeneration, high temperature exhaust gas flowing through the PF may burn soot accumulated on the filter. PF regeneration may continue until the PF load is reduced to below a second threshold load, which is lower than the first threshold load. Once the PF load is reduced to below the second threshold load, it may be inferred that PF regeneration is complete and it may no longer be desirable for the exhaust temperature to remain above the threshold temperature. In one example, after PF regeneration is completed, the spark timing may be adjusted to the spark timing before PF regeneration, the intake throttle valve opening may be adjusted to the throttle valve opening before PF regeneration, and the exhaust valve timing may be adjusted to the timing before PF regeneration. In another example, after PF regeneration is completed, each of the spark timing, intake throttle valve opening, and exhaust valve timing may be adjusted based on current engine operating conditions.

[0077] In this way, an upcoming torque demand can be estimated based on traffic condition data and road characteristic data received from a remote source, and regeneration of the particulate filter can be scheduled during the upcoming torque demand above a threshold, the schedule including retarding spark timing from maximum brake torque (MBT) to obtain an exhaust temperature above a threshold and adjusting the pulse rate of fuel injection to one or more cylinders to obtain an air-fuel ratio that is leaner than the stoichiometric air-fuel ratio.

[0078] Figure 5 An exemplary operational sequence 500 is shown, which shows scheduling an engine idle stop and exhaust particulate filter (PF) regeneration based on traffic information and road condition data received from a remote source. The horizontal axis (x-axis) represents time, and vertical markers t1-t7 represent significant times for scheduling each of the engine idle stop and PF regeneration.

[0079] A first curve 502 shows the change in vehicle speed over time. Dashed line 503 shows a threshold vehicle speed below which an engine idle stop can be initiated. A second curve 504 shows the position of an accelerator pedal. A third curve 506 shows engine speed. A fourth curve 508 shows the presence of an obstacle, such as equipment for road construction occupying one lane of a two-lane road in the section directly in front of the vehicle. A fifth curve 510 shows the change in road grade (slope) in the section directly in front of the vehicle. Dashed line 511 represents a threshold road grade below which the vehicle can be propelled without engine torque. A sixth curve 512 shows the position of an exhaust gas temperature sensor, such as an exhaust gas temperature sensor, coupled to the exhaust passage. Figure 2 The exhaust temperature is estimated by the exhaust temperature sensor 75 in FIG. 51. The dashed line 513 represents the threshold exhaust temperature above which the soot deposited on the PF can be burned. The seventh curve 514 shows the spark timing relative to the maximum brake torque (MBT). The eighth curve 516 shows the exhaust pressure sensor (such as an exhaust pressure sensor) coupled to both ends of the PF. Figure 2 The soot load accumulated on the PF is estimated by the pressure sensor 76 in FIG. 5. Dashed line 515 represents an upper threshold load, above which the PF will be regenerated, and dashed line 517 represents a lower threshold load at which regeneration can be interrupted. A ninth curve 518 shows an engine idle stop.

[0080] Before time t1, the controller receives data including traffic information and road characteristic information of the road section immediately in front of the vehicle from one or more remote sources communicatively connected to the vehicle. The remote sources include one or more of an external server, a traffic camera, an onboard controller of one or more vehicles in the convoy in front of the vehicle (reference), and an aerial drone. The traffic information includes the length of the convoy and the relative movement within the convoy, and the characteristics include the acceleration profile of each of the vehicles in the convoy, the reasons for forming the convoy, such as obstacles on the road, accidents, traffic signals, etc. The road characteristic information includes the grade (slope) of the road immediately in front of the vehicle and the curvature and turns of the road section immediately in front of the vehicle. During this period, the engine is burning and the spark timing is maintained at MBT.

[0081] Based on the road condition data received from the remote source, the controller determines that there is an obstacle on the road ahead of the vehicle. Due to the presence of the obstacle, it is estimated that traffic congestion occurs at time t1 and the vehicle speed is subsequently reduced to below the threshold speed 503. In one example, the threshold 503 can be calibrated based on the energy efficiency benefit achieved by stopping the engine idle in response to the vehicle speed being reduced to below the threshold speed 503. Based on the traffic condition data, if the engine is stopped at time t1 when the vehicle speed is reduced to below the threshold speed 503, the controller estimates the duration (S1) of the expected idle stop (duration of the engine shutdown). The duration S1 is compared with the threshold duration (D1) of the engine idle stop. The threshold duration is calibrated based on the fuel efficiency obtained from the engine shutdown and the electric motor power consumption of the engine start rotation during the engine start immediately after the shutdown.

[0082] In response to S1 being greater than D1, at time t1, the controller initiates an engine shutdown by suspending fueling and spark to the engine cylinders. As a result, the engine speed drops to zero. Due to traffic congestion caused by an upcoming road obstacle, there is an accelerator pedal tip-out at time t1, causing the vehicle speed to be expected to decrease below the threshold speed 503. Between times t1 and t2, the engine remains at idle stop and the vehicle speed decreases. At time t2, due to the presence of the obstacle, there is a further accelerator pedal tip-out, causing the vehicle speed to decrease further. During the vehicle speed below the threshold, between times t2 and t3, the engine remains at idle stop with fueling and spark disabled.

[0083] At time t3, once the vehicle passes the road obstacle, the traffic jam clears, and there is a tip-in. In response to the increased torque demand (due to the tip-in), the controller sends a signal to the starter motor to crank the engine. Also, fueling and sparking the engine cylinders are resumed at time t3. Between time t3 and t4, each of the engine speed and the vehicle speed increases.

[0084] Based on the road condition data received from the remote source, between time t3 and t4, the controller determines that there is an upcoming slope reduction to below the threshold slope 511 on the road ahead of the vehicle. The road slope is estimated to be below the threshold slope 511 between time t4 and t5. In one example, the threshold slope 511 at time t3 can be estimated based on vehicle operating conditions including torque demand and electrical accessory load. Due to the reduction in road slope, the vehicle can be propelled without providing engine torque between time t4 and t5. Based on the road slope data, if the engine is stopped at time t4 when the road slope decreases and then restarted at time t5 when the slope increases to above the threshold 511 (thereby requesting increased engine torque), the controller estimates the duration (S2) of the expected idle stop (as shown by dashed line 519). The duration S2 is compared with the threshold duration (D1) of the engine idle stop. Based on this comparison, it is inferred that since S2 is lower than D1, the engine idle stop between time t4 and t5 is not good for the overall energy efficiency of the vehicle.

[0085] At time t4, there is a tip-out and therefore engine speed decreases due to an expected decrease in road grade. However, based on road grade data available from a remote source, an engine idle stop is not initiated, thereby reducing engine idle stops below threshold D1 duration and improving overall energy efficiency.

[0086] Between time t4 and t5, the soot load on the PF increases to above an upper threshold load 515 and regeneration of the PF is desired. In one example, the upper threshold 515 can be calibrated prior to engine operation based on an empirically determined backpressure. Alternatively, the upper threshold 515 can be calibrated during engine operation based on measured or modeled exhaust backpressure. In order to regenerate the PF, the exhaust temperature is expected to be above a threshold temperature 513. In one example, the controller can calibrate the threshold temperature 513 based on the amount of thermal energy required to burn the soot accumulated on the PF. Based on the road grade data, the controller estimates an upcoming increase in torque demand between time t5 and t6. During the upcoming increase in torque demand, the heat output of the engine can be increased, thereby raising the exhaust temperature above the threshold 513. In this way, the controller can schedule PF regeneration during the period of upcoming increased torque demand.

[0087] At time t5, there is a tip-in requesting increased engine torque due to an increase in road grade. Between time t5 and t6, engine speed increases and exhaust temperature also increases. To further increase exhaust temperature above threshold temperature 513, spark is retarded from MBT between time t5 and t6. By retarding spark from MBT, combustion efficiency may be reduced, thereby accelerating the increase in exhaust temperature.

[0088] At time t6, as the exhaust temperature increases above the threshold temperature 513, the soot load accumulated on the PF begins to burn in a timely manner. Between time t6 and t7, the PF is regenerated and the soot load on the PF gradually decreases. At time t7, it is observed that the PF load has reached the lower threshold 517, which indicates that the PF regeneration is completed and it is no longer expected to keep the exhaust temperature above the threshold temperature 513. In order to reduce fuel losses and improve engine efficiency, at t7, the spark timing is advanced toward MBT. As the PF regeneration is completed and the spark timing is restored to MBT, the exhaust temperature decreases below the threshold 513. After time t7, with continued engine operation, soot accumulates on the PF.

[0089] Figure 6 An example 600 of relative motion between each vehicle in a convoy traveling on a road segment immediately ahead of a vehicle (also referred to herein as a reference vehicle) is shown. Due to traffic jams caused by obstacles on the road ahead of the reference vehicle and due to traffic jams, a convoy may form and each of the vehicles in the convoy may stop multiple times as it travels along the road segment. The horizontal axis (x-axis) represents time, while the vertical markers t1-t7 represent significant times in the movement of the convoy.

[0090] A first curve 602 shows the speed of a first vehicle (vehicle 1) in a convoy immediately in front of a reference vehicle. A second curve 604 shows the speed of a second vehicle (vehicle 2) in a convoy immediately in front of the reference vehicle. A third curve 606 shows the speed of a third vehicle (vehicle 3) in a convoy immediately in front of the reference vehicle. A fourth curve 608 shows the speed of a fourth vehicle (vehicle 4) in a convoy immediately in front of the reference vehicle. A fifth curve 610 shows the speed of a fifth vehicle (vehicle 5) in a convoy immediately in front of the reference vehicle. A sixth curve 612 shows the speed of the reference vehicle. A seventh curve 614 shows an engine idle stop of the reference vehicle. Within the convoy, the distance between vehicle 1 and the reference vehicle is the longest, while the distance between vehicle 5 and the reference vehicle is the shortest (the reference vehicle is immediately behind vehicle 5 in the convoy). The onboard controller of the reference vehicle may be communicatively coupled to an onboard controller of each of the vehicles (including vehicle 1, vehicle 2, vehicle 3, vehicle 4, and vehicle 5) in the convoy immediately in front of the reference vehicle and in the same lane as the reference vehicle.

[0091] At time t0, vehicle 1 begins to move from a stationary state while the rest of the vehicles in the convoy remain stationary. Once vehicle 1 accelerates and achieves a threshold speed, vehicle 2 begins to move from a stationary state. In one example, the threshold speed can be calibrated based on the average distance between each vehicle in the convoy. In this way, when a vehicle in the convoy reaches the threshold speed, the vehicle immediately behind that vehicle begins to move. Therefore, the reference vehicle remains stationary until vehicle 5 begins to move and reaches the threshold speed. The time delay between the start of movement of the first vehicle after the most recent stop and the start of movement of each intermediate vehicle after the most recent stop produces a wave-like, undulating movement pattern in the convoy. The controller can estimate the properties of the undulating movement, such as the delay between the start of movement of any two consecutive vehicles, the duration of movement of each vehicle immediately before the next stop, and the duration of stop of each vehicle between consecutive movements.

[0092] Based on traffic information, a controller (of a reference vehicle) can estimate at time t0 that the reference vehicle can start moving at time t1, wherein the traffic information includes the number of vehicles in the convoy in front of the reference vehicle, the time when the first vehicle starts moving, and the acceleration profile of each vehicle between the first vehicle and the reference vehicle received from a remote source (such as the rate of change of speed over a duration). Based on the traffic information, if the engine stops between time t0 and t1, the controller estimates the duration (T1) of the expected idle stop (the duration of the engine shutdown). The duration T1 is compared with a threshold duration (D1) of the engine idle stop. The threshold duration is calibrated based on the fuel efficiency obtained from the engine shutdown and the power consumption of the electric motor during the engine start-up at time t1. In response to T1 being shorter than D1, the engine idle stop is not initiated at time t0, thereby reducing the occurrence of idle stops with a duration shorter than the threshold.

[0093] At time t1, as the reference vehicle begins to move, the controller estimates that the reference vehicle may stop at time t2 and then restart again at time t3. If the engine stops between time t2 and t3, the duration (T2) of the expected idle stop (the duration of the engine shutoff) may be estimated and compared to the threshold duration D1. In response to T2 being shorter than the threshold duration D1, the engine idle stop is not initiated at time t2.

[0094] At time t3, each vehicle in the convoy begins moving simultaneously, however, the acceleration profile of each vehicle is different due to differences in vehicle characteristics such as vehicle weight, vehicle power rating, etc. Between time t3 and t4, each vehicle in the convoy remains in motion, and then each of the vehicles stops between time t4 and t5.

[0095] Based on traffic information, the controller estimates that the reference vehicle can stop at time t5 and then restart at time t7. If the engine stops between time t5 and t7, the duration (T3) of the expected idle stop can be estimated and compared with the threshold duration D1. When the vehicle decelerates before reaching a complete stop (vehicle speed is zero) at time t5, in response to T3 being longer than D1, the engine idle stop can be initiated at time t4. The controller can send a signal to the fuel injector connected to the engine cylinder to suspend each fueling in the engine cylinder to stop combustion. Moreover, in order to stop combustion, the controller can send a signal to the spark plug connected to the engine cylinder to deactivate the spark. Once the vehicle speed is reduced to below the threshold speed, the engine shutdown (rolling stop-start) can be initiated during the vehicle deceleration. In one example, the threshold speed can be 10MPH. By initiating the engine shutdown at time t4 even before the vehicle stops completely, the duration of the engine idle stop can be increased, thereby improving the energy efficiency achieved during the engine idle stop.

[0096] Vehicle 1 begins moving at time t6, and each vehicle behind vehicle 1 subsequently begins moving with a different acceleration profile between time t6 and t7. Due to the different acceleration profiles of each vehicle, the undulating movement of the convoy after time t7 is different from each of the undulating movements seen between time t0 and t2 and between time t3 and t4. When the reference vehicle begins moving at time t7, the engine is restarted. In order to restart the engine, the controller may send a signal to the starter motor to start turning the engine. Moreover, the controller may send a signal to the fuel injectors coupled to the engine cylinders to resume fueling each of the engine cylinders to start combustion. The controller may send a signal to the spark plugs coupled to the engine cylinders to enable spark. After time t7, based on the traffic information, the controller infers that there is no upcoming stop (due to traffic congestion) for any of the vehicles in the convoy and the engine continues to operate to propel the vehicle.

[0097] In this way, frequent engine idle stops shorter than a threshold duration can be reduced by estimating the duration of an upcoming expected engine idle stop based on traffic and road characteristic data obtained from multiple remote sources, and by stopping the engine in response to an estimated duration of a possible idle stop that is above a threshold. By adjusting one or more vehicle thresholds based on traffic and road characteristic data, engine idle stops can be optimized for improved fuel efficiency benefits. The technical effect of estimating the threshold duration of an engine idle stop based on the fuel efficiency obtained from engine shutdown and the electric motor power consumption of the engine cranking during the engine start immediately after shutdown is that the overall energy efficiency of the vehicle can be improved. By reducing repeated engine idle stops shorter than a threshold duration, degradation of engine components can be reduced and perceptible engine sound changes caused by frequent engine idle stops can be reduced, thereby improving overall driver satisfaction.

[0098] An example engine method includes: receiving data indicating external vehicle conditions relative to the vehicle, the external vehicle conditions including the length of the convoy and relative movement within the convoy; adjusting a vehicle operating threshold in response to the data; and selectively enabling or disabling an engine in response to the threshold and the data. In any of the foregoing examples, additionally or alternatively, the length of the convoy includes a number of vehicles stopped in a road ahead of the vehicle, wherein adjusting the vehicle operating threshold in response to the data includes decreasing a threshold vehicle stop time before engine deactivation as the number of vehicles stopped on the road ahead of the vehicle increases, and the vehicle includes an onboard controller that is communicatively coupled to an onboard controller of one or more vehicles in the convoy. In any or all of the foregoing examples, additionally or alternatively, adjusting the vehicle operating threshold in response to the data further includes adjusting the threshold vehicle stop time before engine deactivation based on each of a duration of movement of the vehicle before stopping and a duration of vehicle stopping between successive movements, the adjusting including decreasing the threshold vehicle stop time before engine deactivation as the duration of movement of the vehicle before stopping decreases and the duration of vehicle stopping increases. In any or all of the foregoing examples, additionally or alternatively, the relative movement within the convoy includes the speed of the first vehicle stopped in the convoy, the speed of each intermediate vehicle in the convoy, the delay time between the start of movement of the first vehicle after the most recent stop of the first vehicle and the start of movement of each intermediate vehicle after the most recent stop of the first vehicle, and the nature of the undulating movement of the convoy. In any or all of the foregoing examples, additionally or alternatively, the data includes characteristics of one or more vehicles in the convoy, the characteristics including a weight or acceleration profile of each of the one or more vehicles in the convoy. In any or all of the foregoing examples, additionally or alternatively, the data further includes a reason for forming the convoy, the reason including one or more of a traffic light, a traffic stop sign, a traffic stop caused by roadwork, and a traffic stop caused by an accident. In any or all of the foregoing examples, the method further includes, additionally or alternatively, estimating the duration of engine shutdown of the vehicle based on each of the length of the convoy, the relative movement within the convoy, the characteristics of one or more vehicles in the convoy, and the reason for the formation of the convoy. In any or all of the foregoing examples, additionally or alternatively, selectively deactivating the engine in response to the thresholds and data includes deactivating the engine by suspending fueling of the engine in response to one or more of a vehicle engine off duration greater than a threshold duration, a vehicle stop time greater than a threshold vehicle stop time, an electric motor battery state of charge greater than a threshold electric motor battery state of charge, and an electrical accessory load on the engine less than a threshold electrical accessory load on the engine.In any or all of the foregoing examples, additionally or alternatively, adjusting the vehicle operating threshold in response to the data is in response to the duration of the vehicle's engine being off being greater than a threshold duration, the adjusting comprising reducing a threshold state of charge of the electric motor battery and increasing a threshold electrical accessory load. In any or all of the foregoing examples, additionally or alternatively, selectively enabling the engine in response to the threshold and the data comprises maintaining fueling the engine in response to one or more of the duration of the vehicle's engine being off being less than a threshold duration, the vehicle being stopped being less than a threshold vehicle being stopped, the state of charge of the electric motor battery being less than a threshold state of charge of the electric motor battery, and the electrical accessory load on the engine being greater than a threshold electrical accessory load on the engine. In any or all of the foregoing examples, additionally or alternatively, receiving the data comprises receiving the data via a network from one or more of an external server, a traffic camera, an onboard controller of one or more vehicles in a fleet, and an aerial drone.

[0099] Another example method of an engine includes: evaluating traffic conditions (including the length of a convoy directly in front of the vehicle) and road segment characteristics (including the slope of the road immediately in front of the vehicle) based on data received from a remote source, estimating a duration of engine shutdown of the vehicle in response to the evaluated traffic conditions and road segment characteristics, modifying one or more vehicle thresholds in response to the estimated duration of engine shutdown, and initiating an engine idle stop in response to the vehicle exceeding one or more vehicle thresholds. In any of the foregoing examples, additionally or alternatively, the traffic conditions further include a speed of the first vehicle in the convoy, a speed of the last vehicle in the convoy, a speed of each intermediate vehicle in the convoy, a distance between the first vehicle and the last vehicle, an obstacle in front of the vehicle, and an intersection in front of the vehicle. In any or all of the foregoing examples, additionally or alternatively, the one or more vehicle thresholds include a duration threshold of engine shutdown and a state of charge threshold of an electric motor battery, wherein the electric motor battery provides energy for cranking the engine immediately after engine shutdown. In any or all of the foregoing examples, additionally or alternatively, the duration threshold of engine shutdown is based on a fuel efficiency obtained from engine shutdown and an electric motor power consumption during engine cranking during engine startup immediately after shutdown. In any or all of the foregoing examples, additionally or alternatively, modifying one or more vehicle thresholds in response to an estimated duration of the engine off includes, in response to the duration of the engine off being above a threshold, decreasing a threshold state of charge of an electric motor battery and increasing a threshold electrical accessory load, wherein the electrical accessories include an air conditioning system. In any or all of the foregoing examples, the method further includes, additionally or alternatively, estimating an upcoming torque demand based on road segment characteristics and traffic conditions immediately ahead of the vehicle, and initiating an engine idle stop in response to the upcoming torque demand being below a threshold.

[0100] In yet another example, a system includes: an electric motor including a battery, an engine including one or more cylinders, one or more fuel injectors and spark plugs coupled to the one or more cylinders, an engine exhaust passage including a particulate filter, a starter motor coupled to a crankshaft, an air conditioning system, a navigation system configured to determine a geographic location of a vehicle, an onboard controller communicatively coupled to an off-vehicle controller and each of a plurality of on-vehicle controllers of vehicles traveling within a threshold radial distance, the onboard controller including computer-readable instructions stored on a non-volatile memory for: sending the geographic location of the vehicle to the off-vehicle controller while the vehicle is traveling on a road, receiving a first set of data including relative distances between a plurality of vehicles traveling in front of the vehicle and relative speeds between the plurality of vehicles traveling in front of the vehicle from the off-vehicle controller and the onboard controllers of the plurality of vehicles traveling within the threshold radial distance, receiving a second set of data including a road grade and a road curvature immediately in front of the vehicle, estimating a duration of operation of the vehicle at a speed below a threshold based on each of the first set of data and the second set of data, and adjusting fueling of the one or more cylinders based on the duration of operation of the vehicle at a speed below the threshold. In any of the foregoing examples, additionally or alternatively, regulating fueling of the one or more cylinders includes, during the above-threshold duration of operating the vehicle at a speed below the threshold, responsive to the vehicle speed reaching the threshold speed, suspending fueling of the one or more cylinders. In any of the foregoing examples, additionally or alternatively, the controller includes further instructions for estimating an upcoming torque demand based on each of the first set of data and the second set of data, and scheduling regeneration of the particulate filter during the upcoming above-threshold torque demand, the scheduling including retarding spark timing from a maximum brake torque (MBT) to obtain an exhaust temperature above a threshold, and adjusting a pulse rate of fuel injection to the one or more cylinders to obtain an air-fuel ratio leaner than stoichiometry.

[0101] It should be noted that the example control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller in combination with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations, and / or functions shown can be executed in the sequence shown, executed in parallel, or can be omitted in some cases. Similarly, the processing sequence does not necessarily need to realize the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. Depending on the specific strategy used, one or more of the actions, operations, and / or functions shown can be repeated. In addition, the described actions, operations, and / or functions can graphically represent the code in the non-transitory memory of a computer-readable storage medium to be programmed into the engine control system, wherein the described actions are executed by executing instructions in a system, and the system includes various engine hardware components of a combined electronic controller.

[0102] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be considered limiting, as many variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other types of engines. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0103] The appended claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. These claims may refer to "an" element or a "first" element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included within the subject matter of the present disclosure.

Claims

1. A hybrid vehicle system comprising: an electric motor including a battery; An engine comprising one or more cylinders; one or more fuel injectors and spark plugs coupled to the one or more cylinders; an engine exhaust passage including a particulate filter; a starter motor coupled to the crankshaft; Air conditioning system; a navigation system configured to determine a geographic location of the vehicle; an onboard controller communicatively coupled to the off-board controller and to each of a plurality of onboard controllers of a plurality of vehicles traveling within a threshold radial distance, the onboard controller comprising computer readable instructions stored on a non-transitory memory, the computer readable instructions for: While the vehicle is driving on the road, transmitting the geographic location of the vehicle to the off-board controller; receiving a first set of data from the off-vehicle controller and the on-vehicle controller of the plurality of vehicles traveling within the threshold radial distance, the first set of data including relative distances between a plurality of vehicles traveling ahead of the vehicle and relative speeds between the plurality of vehicles traveling ahead of the vehicle; receiving a second set of data, the second set of data comprising a slope of a road and a curvature of a road immediately in front of the vehicle; estimating a duration of operating the vehicle at a speed below a threshold based on each of the first set of data and the second set of data; as well as Based on the duration of operating the vehicle at a speed below a threshold, fueling of the one or more cylinders is adjusted.

2. The system according to claim 1, wherein: Adjusting fueling of the one or more cylinders includes halting fueling of the one or more cylinders in response to the vehicle speed reaching a threshold speed during the above-threshold duration of operating the vehicle at a speed below the threshold.

3. The system according to claim 1, wherein: The controller includes further instructions for: An upcoming torque demand is estimated based on each of the first set of data and the second set of data, and regeneration of the particulate filter is scheduled during the upcoming torque demand above a threshold, the scheduling including retarding spark timing from a maximum brake torque (MBT) to obtain an exhaust temperature above a threshold and adjusting a pulse rate of fuel injection to the one or more cylinders to obtain an air-fuel ratio leaner than stoichiometry.

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