Systems and methods for operating engines

Abstract

This disclosure provides "systems and methods for operating an engine." Systems and methods for operating a vehicle including an engine capable of automatic stopping and starting are described. In one example, the restriction on automatic engine stopping and starting can be revoked in response to a change in driver vehicle settings or when the engine temperature is below a threshold temperature.

Description

Technical Field

[0001] This specification relates to methods and systems for operating engines that can automatically stop and start to save fuel. These methods and systems are particularly useful for controlling engines that are prohibited from automatically stopping and starting. Background Technology

[0002] The vehicle's engine can be automatically stopped and started to save fuel. In response to vehicle operating conditions, the engine can be stopped via a controller without receiving a specific request to stop the engine from the vehicle's human driver or occupants. The engine can also be stopped via a request generated by the human driver. Some human drivers prefer to operate the engine in a conventional mode, thus disabling or prohibiting automatic engine stop and start, allowing the engine to remain running (e.g., burning fuel and rotating) during vehicle operating conditions that would otherwise be automatically stopped. The vehicle's human driver may disable or prohibit automatic engine stop and start by initiating a disabling request for driver-automatic engine stop / start via a human / machine interface. The driver's disabling request for automatic engine stop / start may be cleared, allowing the engine to resume automatic stop and start after the vehicle's human driver manually initiates an engine stop. However, if the human driver stops the engine and then returns to the vehicle shortly afterward to find that automatic engine stop and start has been reactivated, they may be disturbed. While automatic engine stop and start can improve vehicle fuel economy, it can also lead to driver dissatisfaction in certain situations where the driver prefers to keep the engine running. Summary of the Invention

[0003] The inventors have recognized the above-mentioned problems and have developed an engine operation method comprising: in response to a request made via a human / machine interface, prohibiting the automatic stopping and starting of the engine via a controller; and in response to an engine stop initiated by a human driver and the engine temperature being below a threshold temperature, canceling the request and allowing the automatic stopping and starting of the engine via a controller.

[0004] It is possible to automatically reactivate automatic engine stop and start in a manner that improves vehicle fuel economy without causing driver annoyance by canceling requests to disable automatic engine stop and start in response to human-initiated engine stop and engine temperature falling below a threshold temperature. Specifically, reactivating automatic engine stop and start in response to engine temperature falling below a threshold temperature allows for reactivation after a longer period of engine inactivity. When engine operation defaults to automatic engine stop and start after an engine stop period (during which the engine has cooled down due to changes in engine operating conditions since the last operation), the driver may experience less disruption, and the driver may understand the usefulness and necessity of improving vehicle fuel economy through automatic engine stop and start.

[0005] This manual offers several advantages. In particular, these methods can improve vehicle handling for some drivers. Furthermore, the method allows automatic engine stop and start to be disabled or deactivated by a human driver, but it also automatically reactivates automatic engine stop and start, enabling the vehicle to achieve higher fuel economy. Additionally, the method can reactivate automatic engine stop and start in a manner that some drivers may prefer.

[0006] The advantages and other advantages and features of this specification will become apparent when viewed alone or in conjunction with the accompanying drawings, based on the following detailed description.

[0007] It should be understood that the foregoing summary is intended to present a simplified version of a series of concepts that will be further described in the detailed description section. This is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to solutions to any of the shortcomings pointed out above or in any part of this disclosure. Attached Figure Description

[0008] The advantages described herein will be more fully understood when understood alone or with reference to the accompanying drawings, by reading examples of embodiments referred to herein as detailed embodiments, in which:

[0009] Figure 1 This is a schematic diagram of an engine.

[0010] Figure 2 This is a schematic diagram of the vehicle's transmission system.

[0011] Figure 3 An exemplary engine operation sequence is shown.

[0012] Figures 4 to 9A method for operating the engine and automatically reactivating automatic engine stop and start is shown. Detailed Implementation

[0013] This manual pertains to operating the engine and reactivating the automatic engine stop and start mode. Additionally, it assesses the warm-up start status to determine whether automatic engine start is necessary or whether to prevent automatic engine stop. The engine can be... Figure 1 The type or engine described herein can be a diesel engine. The engine may be included in the vehicle's drivetrain, such as... Figure 2 As shown. The engine can be as follows. Figure 3 The sequence of operations is shown. It can be based on... Figures 4 to 9 The method of operating the engine.

[0014] refer to Figure 1 The internal combustion engine 10, comprising multiple cylinders, is controlled by an electronic engine controller 12, wherein one cylinder is in Figure 1 As shown in the diagram. Controller 12 from... Figure 1 and Figure 2 The various sensors shown receive signals. Furthermore, the controller 12 employs... Figure 1 and Figure 2 The actuator shown adjusts engine operation based on received signals and instructions stored in the non-transitory memory of controller 12.

[0015] Engine 10 comprises a cylinder head 35 and a cylinder block 33, the cylinder block 33 including a combustion chamber 30 and cylinder walls 32. A piston 36 is positioned therein and reciprocates via a connection to a crankshaft 40. A flywheel 97 and a ring gear 99 are coupled to the crankshaft 40. An optional starter 96 (e.g., a low-voltage (operating at less than 30 volts) motor) includes a pinion shaft 98 and a pinion 95. The pinion shaft 98 can selectively advance the pinion 95 to engage the ring gear 99. The starter 96 can be directly mounted to the front or rear of the engine. In some examples, the starter 96 can selectively supply torque to the crankshaft 40 via a belt or chain. In one example, the starter 96 is in a basic state when not engaged with the engine crankshaft. The combustion chamber 30 is shown communicating with an intake manifold 44 and an exhaust manifold 48 via corresponding intake valves 52 and exhaust valves 54. Each intake and exhaust valve can be operated by an intake cam 51 and an exhaust cam 53. The position of the intake cam 51 can be determined by the intake cam sensor 55. The position of the exhaust cam 53 can be determined by the exhaust cam sensor 57. The intake valve 52 can be selectively activated and deactivated by the valve activation device 59. The exhaust valve 54 can be selectively activated and deactivated by the valve activation device 58. The valve activation devices 58 and 59 can be electromechanical devices.

[0016] Fuel injector 66 is shown positioned to inject fuel directly into cylinder 30, a direct injection method known to those skilled in the art. Fuel injector 66 delivers liquid fuel in proportion to the pulse width from controller 12. Fuel is delivered to fuel injector 66 via a fuel system (not shown) including a fuel tank, fuel pump, and fuel rail (not shown). In one example, a high-pressure two-stage fuel system may be used to generate higher fuel pressures.

[0017] Furthermore, intake manifold 44 is shown communicating with turbocharger compressor 162 and engine intake port 42. In other examples, compressor 162 may be a supercharger compressor. Shaft 161 mechanically connects turbocharger turbine 164 to turbocharger compressor 162. An optional electronic throttle 62 adjusts the position of throttle plate 64 to control airflow from compressor 162 to intake manifold 44. The pressure in boost chamber 45 may be referred to as throttle inlet pressure, since the inlet of throttle 62 is within boost chamber 45. Throttle outlet is in intake manifold 44. In some examples, throttle 62 and throttle plate 64 may be located between intake valve 52 and intake manifold 44, such that throttle 62 is an intake manifold throttle. Compressor recirculation valve 47 may be selectively adjustable to multiple positions between fully open and fully closed. The exhaust valve 163 can be adjusted via controller 12 to allow exhaust gas to selectively bypass turbine 164 in order to control the speed of compressor 162. Air filter 43 cleans the air entering engine intake 42.

[0018] Distributorless ignition system 88 responds to controller 12 by providing an ignition spark to combustion chamber 30 via spark plug 92. Universal exhaust oxygen (UEGO) sensor 126 is shown as being coupled to exhaust manifold 48 upstream of catalytic converter 70. Alternatively, dual-state exhaust oxygen sensor 126 may be used instead of UEGO sensor 126.

[0019] In one example, converter 70 may include multiple catalyst bricks. In another example, multiple emission control devices may be used, each having multiple bricks. In one example, converter 70 may be a ternary catalyst.

[0020] Controller 12 in Figure 1The controller 12, shown as a conventional microcomputer, includes: a microprocessor unit 102, an input / output port 104, a read-only memory 106 (e.g., non-transitory memory), random access memory 108, keep-alive memory 110, and a conventional data bus. The controller 12 may also include one or more timers and / or counters 111 that track the amount of time between the first and second events. The timers and / or counters may be constructed in hardware or software. In addition to the signals previously discussed, the controller 12 is shown receiving various signals from sensors coupled to the engine 10, including: engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114; position sensor 134 coupled to accelerator pedal 130 for sensing the force applied by human driver 132; position sensor 154 coupled to brake pedal 150 for sensing the force applied by human driver 132; engine manifold pressure (MAP) measurement from pressure sensor 122 coupled to intake manifold 44; engine position sensor from Hall effect sensor 118 sensing the position of crankshaft 40; measurement of air mass entering the engine from sensor 120; and throttle position measurement from sensor 68. Atmospheric pressure (sensor not shown) can also be sensed for processing by the controller 12. In a preferred aspect of this specification, engine position sensor 118 generates a predetermined number of equally spaced pulses with each rotation of the crankshaft, from which engine speed (RPM) can be determined.

[0021] The controller 12 can also receive input from the human-machine interface 11. A request to start the engine or vehicle can be generated by a person inputting information into the human-machine interface 11. The human-machine interface can be a touch screen display, a button, a key switch, or other known device.

[0022] During operation, each cylinder within engine 10 typically undergoes a four-stroke cycle, which includes an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. Typically, during the intake stroke, exhaust valve 54 is closed and intake valve 52 is open. Air is introduced into combustion chamber 30 via intake manifold 44, and piston 36 moves to the bottom of the cylinder to increase the volume within combustion chamber 30. The position of piston 36 near the bottom of the cylinder and at the end of its stroke (e.g., when combustion chamber 30 is at its maximum volume) is commonly referred to by those skilled in the art as bottom dead center (BDC).

[0023] During the compression stroke, intake valve 52 and exhaust valve 54 are closed. Piston 36 moves toward the cylinder head to compress the air within combustion chamber 30. The point at the end of its stroke and closest to the cylinder head (e.g., when combustion chamber 30 is at its minimum volume) is commonly referred to by those skilled in the art as top dead center (TDC). Fuel is introduced into the combustion chamber during what is hereinafter referred to as injection. During what is hereinafter referred to as ignition, the injected fuel is ignited by a known ignition device such as spark plug 92, thereby initiating combustion.

[0024] During the expansion stroke, the expanding gas pushes piston 36 back to the BDC. Crankshaft 40 converts the piston motion into rotational torque on the rotating shaft. Finally, during the exhaust stroke, exhaust valve 54 opens to release the combusted air-fuel mixture into exhaust manifold 48, and the piston returns to the TDC. It should be noted that the above is only shown as an example, and the opening and / or closing timing of the intake and exhaust valves can vary, such as to provide positive or negative valve overlap, delayed intake valve closing, or various other examples.

[0025] Figure 2 It is a block diagram of a vehicle 225 including a powertrain or transmission system 200. Figure 2 The power transmission system includes Figure 1 The engine 10 is shown in the diagram. The powertrain 200 is shown as including a vehicle system controller 255, an engine controller 12, a transmission controller 254, and a brake controller 250. The controllers can communicate via a controller area network (CAN) 299. Each of the controllers can provide information to the other controllers, such as torque output limits (e.g., torque output of a device or component controlled to be not exceeded), torque input limits (e.g., torque input of a device or component controlled to be not exceeded), torque output of controlled devices, sensor and actuator data, and diagnostic information (e.g., information about a degraded transmission, information about a degraded engine, and information about a degraded brake). Furthermore, the vehicle system controller 255 can provide commands to the engine controller 12, transmission controller 254, and brake controller 250 to fulfill driver input requests and other requests based on vehicle operating conditions.

[0026] For example, in response to the driver releasing the accelerator pedal and the vehicle speed, the vehicle system controller 255 can request a desired wheel torque or wheel power level to provide a desired vehicle deceleration rate. The desired wheel torque can be provided by the vehicle system controller 255 requesting braking torque from the brake controller 250, thereby providing the desired braking torque at the wheel 216.

[0027] In other examples, the division of the control power transmission system can be based on... Figure 2The different ways of dividing the system are shown. For example, a single controller may replace the vehicle system controller 255, engine controller 12, transmission controller 254, and brake controller 250. Alternatively, the vehicle system controller 255 and engine controller 12 may be a single unit, while the transmission controller 254 and brake controller 250 may be independent controllers.

[0028] Engine 10 can be used Figure 1 The engine is started using the engine starting system shown. Furthermore, the torque of engine 10 can be adjusted by torque actuators 204, such as fuel injectors, throttle valves, etc. Engine output torque can be transmitted to torque converter 206 via crankshaft 40. Torque converter 206 includes turbine 286 for outputting torque to input shaft 270. Input shaft 270 mechanically connects torque converter 206 to automatic transmission 208. Torque converter 206 also includes torque converter bypass lock-up clutch 212 (TCC). When TCC is locked, torque is transmitted directly from pump wheel 285 to turbine 286. TCC is electrically operated by controller 12. Alternatively, TCC can be hydraulically locked. In one example, torque converter may refer to a component of the transmission.

[0029] When the torque converter lock-up clutch 212 is fully disengaged, the torque converter 206 transmits engine torque to the automatic transmission 208 via fluid transfer between the torque converter turbine 286 and the torque converter pump impeller 285, thereby doubling the torque. Conversely, when the torque converter lock-up clutch 212 is fully engaged, the engine output torque is transmitted directly to the input shaft 270 of the transmission 208 via the torque converter clutch. Alternatively, the torque converter lock-up clutch 212 may be partially engaged, allowing the amount of torque transmitted directly to the transmission to be regulated. The transmission controller 254 can be configured to adjust the amount of torque transmitted by the torque converter 212 by adjusting the torque converter lock-up clutch in response to various engine operating conditions or based on driver-based engine operation requests.

[0030] The torque converter 206 also includes a pump 283, which pressurizes fluid to operate the forward clutch 210 and the gear clutch 211. The pump 283 is driven by a pump wheel 285, which rotates at the same speed as the crankshaft 40.

[0031] Automatic transmission 208 includes a gear clutch (e.g., gears 1-10) 211 and a forward clutch 210. Automatic transmission 208 is a fixed-ratio transmission. Gear clutch 211 and forward clutch 210 can be selectively engaged to change the ratio of the actual total revolutions of the input shaft 270 to the actual total revolutions of the wheels 216. Gear clutch 211 can be engaged or disengaged by regulating the fluid supplied to the clutch via shift control solenoid valve 209. Torque output from automatic transmission 208 can also be transmitted to wheels 216 via output shaft 260 to propel the vehicle. Specifically, automatic transmission 208 can transmit input drive torque at input shaft 270 in response to vehicle driving conditions and then transmit output drive torque to wheels 216. Transmission controller 254 selectively activates or engages TCC 212, gear clutch 211, and forward clutch 210. Transmission controller also selectively deactivates or disengages TCC 212, gear clutch 211, and forward clutch 210.

[0032] Furthermore, friction can be applied to wheel 216 by engaging friction wheel brake 218. In one example, friction wheel brake 218 may engage in response to the driver pressing their foot on the brake pedal (not shown) and / or in response to a command within brake controller 250. Additionally, brake controller 250 may apply brake 218 in response to information and / or requests from vehicle system controller 255. Similarly, friction on wheel 216 can be reduced by disengaging wheel brake 218 in response to the driver releasing their foot from the brake pedal, brake controller commands, and / or vehicle system controller commands and / or information. For example, as part of an automatic engine stop procedure, the vehicle brakes may apply friction to wheel 216 via controller 250.

[0033] In response to a request to accelerate vehicle 225, the vehicle system controller may obtain a driver-required torque or power request from the accelerator pedal or other device. The vehicle system controller 255 then distributes the requested driver-required torque to the engine. The vehicle system controller 255 requests engine torque from the engine controller. If the engine torque is less than the transmission input torque limit (e.g., a threshold that will not be exceeded), the torque is delivered to the torque converter 206, which then transmits at least a portion of the requested torque to the transmission input shaft 270. The transmission controller 254 may selectively lock the torque converter clutch 212 and engage a gear via the gear clutch 211 in response to shift rules and TCC lock-up rules based on input shaft torque and vehicle speed. In some cases, when it may be necessary to charge an energy storage device (e.g., a battery) 263, the controller 12 regulates the current supplied to the excitation winding 235 of the alternator 219. The alternator 219 converts torque from the engine 10 into electrical energy and supplies the electrical energy to the energy storage device 263. The energy storage device 263 and the alternator 219 can provide power to the electrical accessory 279, which may include, but is not limited to, windshield and rear windshield resistance heaters, a vacuum pump, a climate control fan, and lights. The vehicle system controller 255 can request additional engine torque to overcome the charging torque and meet the driver's torque requirements.

[0034] In response to a request to decelerate vehicle 225, vehicle system controller 255 requests friction braking torque by applying friction brake 218. Therefore, torque control of various powertrain components can be managed by vehicle system controller 255, with partial torque control of engine 10, transmission 208, and brake 218 provided via engine controller 12, transmission controller 254, and brake controller 250.

[0035] As an example, engine torque output can be controlled by adjusting a combination of spark timing, fuel pulse width, fuel pulse timing, and / or intake air intake, thereby controlling throttle opening and / or valve timing, valve lift, and boost in turbocharged or supercharged engines. In the case of a diesel engine, controller 12 can control engine torque output by controlling a combination of fuel pulse width, fuel pulse timing, and intake air intake. In all cases, engine control can be performed cylinder-by-cylinder to control engine torque output.

[0036] The transmission controller 254 receives the transmission input shaft position via position sensor 271. The transmission controller 254 can convert the transmission input shaft position into input shaft speed by differentiating the signal from position sensor 271 or by counting a number of known angular distance pulses within a predetermined time interval. The transmission controller 254 can receive the transmission output shaft torque from torque sensor 272. Alternatively, sensor 272 can be a position sensor or a torque and position sensor. If sensor 272 is a position sensor, the controller 254 can count shaft position pulses within a predetermined time interval to determine the transmission output shaft speed. The transmission controller 254 can also differentiate the transmission output shaft speed to determine the transmission output shaft acceleration. The transmission controller 254, engine controller 12, and vehicle system controller 255 can also receive additional transmission information from sensor 277, which may include, but is not limited to, a pump output line pressure sensor, a transmission hydraulic sensor (e.g., a gear clutch fluid pressure sensor), and an ambient temperature sensor.

[0037] The brake controller 250 receives wheel speed information from the wheel speed sensor 221 and receives braking requests from the vehicle system controller 255. The brake controller 250 can also receive braking requests directly or via CAN 299 from... Figure 1 The brake pedal sensor 154 shown receives brake pedal position information. The brake controller 250 can provide braking in response to wheel torque commands from the vehicle system controller 255. The brake controller 250 can also provide anti-lock braking and vehicle stability braking to improve vehicle braking and stability. To this end, the brake controller 250 can provide the vehicle system controller 255 with wheel torque limits (e.g., a threshold of negative wheel torque that will not be exceeded) to prevent wheel lock-up for extended periods.

[0038] Controller 12, or optionally controller 255, may receive position information from steering wheel sensor 222, which provides the position of steering wheel 223. Seat sensors 226 and 227 provide position information for seat 228. The positions indicated by sensors 222, 226, and 227 can be referred to as vehicle driver settings, as the driver can adjust the positions of seat 228 and steering wheel to suit driver comfort. Specific driver positions can be stored in the controller's volatile memory, and these positions can be associated with specific keycard or human / machine interface settings. If the position of the seat or steering wheel changes from the position stored in memory and corresponds to a specific human driver, controller 12 or controller 255 can determine that a change in vehicle driver settings has been made for the new driver.

[0039] Figure 1 and Figure 2The system described herein is merely one exemplary system to which the methods described herein can be applied. For example, the methods described herein can be applied to parallel and series hybrid vehicles and partial hybrid vehicles. Furthermore, the methods described herein can be applied to personal or commercial vehicles, including cars and trucks.

[0040] therefore, Figure 1 and Figure 2 The system provides a system comprising: an engine; a starter motor coupled to the engine; and a controller including executable instructions stored in a non-transitory memory to prohibit automatic engine stopping and starting via the starter motor or electric motor in response to an average of a plurality of warm-start state values ​​being less than a threshold. The system also includes additional instructions to allow automatic engine stopping and starting in response to an average of a plurality of warm-start state values ​​being greater than a threshold. The system further includes additional instructions to allow automatic engine stopping and starting in response to a human-initiated engine stop and a change in the vehicle driver setting state after the human driver has deactivated automatic engine stopping and starting. The system includes a change in the vehicle driver setting state comprising a change in seat position. The system also includes additional instructions to allow automatic engine stopping and starting in response to a human-initiated engine stop and an engine temperature below a threshold temperature after the human driver has deactivated automatic engine stopping and starting.

[0041] Now for reference Figure 3 An exemplary graph of a vehicle operation sequence is shown. The operation sequence can be achieved via... Figure 1 and Figure 2 The system and Figures 4 to 9 The method is used in conjunction with this. The vertical lines at times t0-t9 represent the times of interest during the sequence. Figure 3 The curves in the graphs are time-aligned and occur simultaneously.

[0042] since Figure 3 The first graph at the top is a graph of engine operating state versus time. The vertical axis represents the engine operating state, and when trace 302 is at a higher level near the arrow on the vertical axis, the engine is operating (e.g., burning fuel and rotating). When trace 302 is at a lower level near the horizontal axis, the engine is not operating (e.g., not burning fuel and not rotating). The horizontal axis represents time, and time increases from the left side of the graph to the right side. The solid line 302 represents the engine operating state.

[0043] since Figure 3The second graph at the top is a graph of the human driver initiating or requesting a ban on automatic engine stop and start versus time. The vertical axis represents the human driver initiating or requesting a ban on automatic engine stop and start, and when trace 304 is at a higher level near the arrow on the vertical axis, the human driver initiating or requesting a ban on automatic engine stop and start is valid. When trace 304 is at a level near the horizontal axis, the human driver initiating or requesting a ban on automatic engine stop and start is not asserted. The solid trace 304 represents the state of the human driver initiating or requesting a ban on automatic engine stop and start. The horizontal axis represents time, and time increases from the left side of the graph to the right side.

[0044] since Figure 3 The third graph at the top is a graph of engine temperature versus time. The vertical axis represents engine temperature, and the engine temperature increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and time increases from the left side of the graph to the right side. Trace 306 represents engine temperature (e.g., engine coolant temperature). Horizontal line 350 represents the threshold engine temperature. If a human driver has requested to disable automatic engine stop and start, the requested disabling of automatic engine stop and start will not be cleared in response to the engine temperature if the engine temperature is above the threshold temperature 350. If the engine temperature is below the threshold temperature 350, the requested disabling of automatic engine stop and start can be cleared in response to the engine temperature.

[0045] since Figure 3 The fourth graph at the top is a graph of vehicle setting status versus time. The vertical axis represents the vehicle setting status, which changes from a higher level to a lower level or vice versa when one or more driver-related comfort settings or the position of the seat or steering wheel change. The solid line 308 represents the vehicle setting status. The horizontal axis represents time, which increases from the left side of the graph to the right side.

[0046] since Figure 3The fifth graph at the top is a graph of the Warm-Turn Start Condition (WCC) value versus time. The vertical axis represents the WCC value, and the WCC value increases in the direction of the arrow on the vertical axis. A higher WCC value indicates less degradation of the engine start system (e.g., battery, charge-carrying cable, electrical connections, and starter), and a lower WCC value indicates increased degradation of the engine start system. The solid trace 310 represents the WCC value. The horizontal axis represents time, and time increases from the left side of the graph to the right side. The horizontal line 352 represents the threshold WCC parameter value. If the WCC parameter value is greater than the threshold 352, automatic engine start and stop based on the WCC is allowed. If the WCC parameter value is less than the threshold 352, automatic engine start and stop based on the WCC is not allowed, and the engine can be started automatically.

[0047] At time t0, the engine stops (e.g., does not rotate and does not burn fuel) and the vehicle's human driver does not request to disable automatic engine stop and start. The engine temperature is low, and the vehicle's setting is at a low value. The warm-up start state value is greater than the threshold 352.

[0048] At time t1, the engine starts and the vehicle settings remain at their previous level. At time t1, no assertion is made that the driver requests to disable automatic engine stop and start, but an assertion is made shortly thereafter. Therefore, during the current driving cycle (e.g., when the human driver activates the vehicle (providing power to the vehicle's powertrain (engine or motor)) the driving cycle begins, and ends after the human driver deactivates the vehicle, and after the human driver deactivates the vehicle most recently), the engine does not automatically stop and start. The engine temperature is low but begins to increase. The warm-up start state value remains at its previous value.

[0049] Between time t1 and time t2, the engine continues to run (e.g., burns fuel and rotates), and the driver's request to disable automatic engine stop and start is asserted. The engine temperature increases to a level above the threshold of 350°C, and the vehicle settings remain unchanged. The warm-start state parameters remain unchanged.

[0050] At time t2, in response to a human driver's request to stop the engine, the engine operating state changes from running to stopped (e.g., no fuel supply and not rotating). The driver's request to disable automatic engine stop and start remains asserted, and the engine temperature is above the threshold of 350°C. The vehicle settings remain unchanged, and the warm-up start state value remains unchanged.

[0051] At time t3, the engine temperature drops below the threshold of 350°C. The driver's request to disable automatic engine stop and start changes from a high level to a low level. Therefore, in response to the engine temperature falling below the threshold of 350°C and the engine being stopped by the human driver, the driver's request to disable automatic engine stop and start is cleared and not asserted. The vehicle settings remain unchanged and the warm-up engine start value decreases slightly, but it remains above the threshold of 352°C. The engine remains off.

[0052] At time t4, the engine undergoes an operational state change from off to on, and the engine begins operation in response to human driver activation (not shown). The driver's request to disable automatic engine stop and start is not asserted, and the engine temperature is below the threshold of 350°C. Vehicle settings remain unchanged, and the warm-up start state value increases slightly.

[0053] Between time t4 and time t5, the engine temperature had increased to a level above the threshold of 350°C. The engine continued to operate, and the driver's request to disable automatic engine stop and start was not asserted. The vehicle settings remained unchanged, and the warm-start status value remained above the threshold of 352°C.

[0054] At time t5, the human driver asserts that the driver has denied the request to automatically stop and start the engine. The engine continues to run and the engine temperature is above the threshold of 350°C. Vehicle settings remain unchanged and the warm-up start status value remains above the threshold of 352°C. The human driver stops the engine at time t6, and other variables continue to their previous values.

[0055] At time t7, the human driver starts the engine and it begins to run. The driver's request to disable automatic engine stop and start is asserted. The engine temperature is above the threshold of 350°C and the vehicle settings remain unchanged. The warm-start state value has not yet changed, but it is decreasing. Shortly after time t7, the human driver changes the seat position in the vehicle, and the vehicle settings change accordingly. This change in vehicle settings indicates to the control system that a different driver may have entered the vehicle and the new driver may not wish to disable automatic engine stop and start. In response to the change in vehicle settings, the driver's request to disable automatic engine stop and start is cleared, thus allowing automatic engine stop and start.

[0056] At time t8, the new driver re-asserts the driver's request to prohibit automatic engine stop and start, thus prohibiting automatic engine stop and start. The engine temperature remains above the threshold of 350°C, but the warm-start status value continues to decrease. Vehicle settings remain unchanged.

[0057] At time t9, the warm-up start-up status parameter value has decreased to below the threshold of 352 for a predetermined amount of time, thus prohibiting automatic engine stop and start. The driver's request to prohibit automatic engine stop and start is asserted and the engine continues to operate. The engine temperature remains above the threshold of 350 and the vehicle settings remain unchanged.

[0058] In this way, the automatic engine can be prevented from stopping and starting via human driver commands. In response to changes in vehicle settings or engine temperature falling below a threshold temperature, the human driver command to prevent the automatic engine from stopping and starting can be overridden and cleared. These states provide indication that the current human driver of the vehicle may not object to canceling the human driver-initiated request to prevent the automatic engine from stopping and starting. Furthermore, if the warm-up start status value is below a threshold, the automatic engine can be prevented from stopping and starting.

[0059] Now for reference Figures 4 to 9 A flowchart is shown for a method of operating an engine that includes automatic stop and start capabilities. Figures 4 to 9 The method can be combined with Figure 1 and Figure 2 It is part of the system and can be used in conjunction with it. Additionally, Figures 4 to 9 At least a portion of the method can be incorporated as executable instructions stored in non-transitory memory, while other portions of the method can be executed via a controller that transforms the operating states of devices and actuators in the physical world.

[0060] At 402, method 400 determines the operating condition. The operating condition may include, but is not limited to, engine speed, battery SOC, battery health, battery current, battery resistance, battery voltage, engine load, driver-demanded torque, and engine operating status. The operating condition can be determined by input to the controller. Method 400 proceeds to 404.

[0061] At 404, method 400 determines whether the vehicle's human driver has requested a restriction on automatic engine stop and start. If the vehicle is performing a task where the engine might automatically stop or the vehicle's battery might deplete rapidly for other reasons, the human driver can request a restriction on automatic engine stop and start. The human driver can request a restriction on automatic engine stop and start through a human / machine interface, and the value of a variable stored in memory indicates whether a human driver has requested a restriction on automatic engine stop and start. If method 400 determines that the human driver is requesting a restriction on automatic engine stop and start, the answer is yes, and method 400 proceeds to 406. Otherwise, the answer is no, and method 400 proceeds to 412.

[0062] At 406, method 400 determines whether a timer-based deactivation or clearing of a human driver's request to disable automatic engine stop and start is activated. If a timer-based deactivation or clearing of a human driver's request to disable automatic engine stop and start is activated, then in response to the value stored in the timer, the human driver's request to disable automatic engine stop and start can be cleared or disabled. If a timer-based deactivation or clearing of a human driver's request to disable automatic engine stop and start is activated, the answer is yes and method 400 proceeds to... Figure 5 430. Otherwise, the answer is no, and method 400 proceeds to 408. A human can activate or clear a timer-based disabling or clearing of a human-driver-requested disabling of automatic engine stop and start via a human / machine interface. Alternatively, a timer-based disabling or clearing of a human-driver-requested disabling of automatic engine stop and start can be performed automatically via a controller.

[0063] At point 408, method 400 determines whether the human driver's request to disable or clear the automatic engine stop and start based on engine temperature has been activated. If the human driver's request to disable or clear the automatic engine stop and start based on engine temperature has been activated, the human driver's request to disable the automatic engine stop and start can be cleared or disabled in response to the engine temperature. If the human driver's request to disable or clear the automatic engine stop and start based on engine temperature has been activated, the answer is yes and method 400 proceeds to... Figure 6 440. Otherwise, the answer is no, and method 400 proceeds to 410. A human can activate or clear a human-driver-requested disabling of automatic engine stop and start via a human / machine interface. Alternatively, a human-driver-requested disabling of automatic engine stop and start can be automatically executed via a controller.

[0064] At 410, method 400 determines whether the human driver's request to disable or clear the automatic engine stop and start based on vehicle settings has been activated. If the human driver's request to disable or clear the automatic engine stop and start based on vehicle settings has been activated, the human driver's request to disable the automatic engine stop and start can be cleared or disabled in response to the vehicle setting state value. If the human driver's request to disable or clear the automatic engine stop and start based on vehicle settings has been activated, the answer is yes and method 400 proceeds to... Figure 7 450. Otherwise, the answer is no, and method 400 proceeds to 412. A human can activate or clear a human-driven request to disable automatic engine stop and start based on vehicle settings via the human / machine interface. Alternatively, a human-driven request to disable automatic engine stop and start based on vehicle settings can be automatically executed via the controller.

[0065] At 412, method 400 determines whether the engine warm-up start-up status should be evaluated. In one example, the warm-up start-up status can be evaluated from the time between the human driver requesting vehicle operation and the human driver requesting the vehicle to be taken off. In other examples, the warm-up start-up status can be evaluated only after the engine has reached a threshold temperature. If the warm-up start-up status needs to be evaluated, the answer is yes and method 400 proceeds to... Figure 8 460. Otherwise, the answer is no, and method 400 proceeds to 414.

[0066] At 414, method 400 determines whether conditions exist for automatic engine stop and start. Automatic engine stop and start can be performed without a human driver specifically requesting engine stop or start via a dedicated input device (e.g., ignition switch or button). The engine can be automatically stopped via a controller in response to a driver-demanded torque being less than a threshold torque. Additionally, other conditions, such as a battery state of charge (SOC) greater than a threshold, may be required to initiate automatic engine stop and start. The engine can be automatically stopped in response to a driver-demanded torque being less than the threshold torque by stopping the flow of fuel to the engine through the fuel injectors. If method 400 determines that conditions permitting automatic engine stop exist, the answer is yes, and method 400 proceeds to 416. Otherwise, the answer is no, and method 400 proceeds to 420.

[0067] At 420, method 400 operates the engine and does not allow automatic engine stop. When automatic engine stop is not allowed, the engine continues to run (e.g., spinning and burning fuel). Furthermore, if the engine has already stopped when no conditions for automatic engine stop exist, the engine can be automatically restarted. For example, if the driver increases the driver-demanded torque by applying the accelerator pedal, the engine can be automatically restarted if it stops. The driver-demanded torque can be determined based on the accelerator pedal position and vehicle speed. In one example, a table or function is referenced using the accelerator pedal position and vehicle speed. This table or function outputs a value of the driver-demanded torque, which is empirically determined by operating the vehicle on the road and accessing vehicle acceleration relative to the accelerator pedal position and vehicle speed. Once the engine is started and automatic engine stop and start are deactivated, the engine will continue to run until the human driver requests the engine to stop. Method 400 then exits.

[0068] At 416, method 400 determines whether it desires to prohibit automatic engine stop and start in response to human driver input, timer-based automatic engine stop and start, engine temperature-based automatic engine stop and start, vehicle setting-based automatic engine stop and start, and warm-start state-based automatic engine stop and start. For example, if the human driver requests to prohibit automatic engine stop and the prohibition of automatic engine stop and start is not cleared by timer-based automatic engine stop and start (steps 430-439), engine temperature-based automatic engine stop and start (steps 440-449), vehicle setting-based automatic engine stop and start (steps 450-459), and warm-start state-based automatic engine stop and start (steps 460-490), then the answer is yes and method 400 proceeds to 418. However, if a human driver requests a prohibition on automatic engine stop and the prohibition is cleared by automatic engine stop and start based on timer (steps 430-439), automatic engine stop and start based on engine temperature (steps 440-449), automatic engine stop and start based on vehicle settings (steps 450-459), or automatic engine stop and start based on warm-up start state (steps 460-490), then the answer is no and method 400 proceeds to 424.

[0069] At point 418, method 400 disallows or prevents the engine from automatically stopping and starting. In other words, the engine continues to run even when it would otherwise automatically stop. Method 400 then exits.

[0070] At 424, method 400 permits or allows the engine to automatically stop and start. In other words, the engine automatically stops when automatic engine stopping is permitted (e.g., when the driver's torque demand is less than a threshold torque). Method 400 then exits.

[0071] At 430, method 400 determines whether the engine has been stopped by the human driver since the most recent request to prohibit or prevent automatic engine stop and start. The human driver can stop the engine via a key switch, button, or proximity device (key card), which receives a request to stop or start the engine from the driver or has the sole function of starting and stopping the engine. In other words, the engine does not stop automatically. In one example, method 400 tracks human-initiated engine stops in memory and, based on the values ​​of variables stored in the controller's volatile memory, determines whether the engine has been stopped by the human driver who requested it. If method 400 determines that the engine has been stopped by the human driver or in response to a request from the human driver, the answer is yes and method 400 proceeds to 432. Otherwise, the answer is no, and method 400 proceeds to 408.

[0072] At 432, method 400 activates a timer in the controller memory, and it begins tracking the amount of time since the engine was last stopped by a human driver (non-automatic stop). Method 400 proceeds to 434.

[0073] At 434, method 400 determines whether the engine has been restarted or activated by a person who requested engine start via the ignition key switch, button, or proximity device. If yes, the answer is yes, and method 400 proceeds to 436. Otherwise, the answer is no, and method 400 proceeds to 408.

[0074] At 436, method 400 determines whether the value stored in the timer described at 432 is greater than the threshold. If yes, the answer is yes, and method 400 proceeds to 438. Otherwise, the answer is no, and method 400 proceeds to 439.

[0075] At 438, method 400 clears the human driver's request to prohibit automatic engine stop and start, so as to allow the engine to stop and restart automatically. Therefore, the driver's request to prohibit automatic engine stop and start can be cleared after the engine has been stopped by the human driver and after a threshold amount of time has elapsed since the human driver stopped the engine. This allows the engine to stop and start automatically to save fuel, but it also allows automatic engine stop and start to be prohibited for one or more driving cycles, so that the driver is not disturbed by the automatic stop and start of the engine. Method 400 proceeds to 408.

[0076] At 439, method 400 maintains the human driver's request to prohibit automatic engine stop and start, thus preventing the engine from automatically stopping and starting. Therefore, the driver's request to prohibit automatic engine stop and start can be maintained after the engine has been stopped by the human driver and less than a threshold time has elapsed since the human driver stopped the engine. This allows the driver's intention to be respected when the time between engine stops may be short, preventing the driver from being disturbed by automatic engine stop and start. Method 400 proceeds to 408.

[0077] At 440, method 400 determines whether the engine has been stopped by the human driver since the most recent request to prohibit or prevent automatic engine stop and start. The human driver can stop the engine via a key switch, button, or proximity device (key card), which receives a request to stop or start the engine from the driver or has the sole function of starting and stopping the engine. In other words, the engine will not stop automatically. If method 400 determines that the engine has been stopped by the human driver or in response to a request from the human driver, the answer is yes and method 400 proceeds to 442. Otherwise, the answer is no, and method 400 proceeds to 410.

[0078] At 442, method 400 monitors the engine temperature and stores the engine temperature value in the controller memory. Method 400 proceeds to 444.

[0079] At 444, method 400 determines whether the engine has been restarted or activated by a person who requested engine start via the ignition key switch, button, or proximity device. If yes, the answer is yes, and method 400 proceeds to 446. Otherwise, the answer is no, and method 400 proceeds to 410. In some examples, step 444 may be omitted.

[0080] At 446, method 400 determines whether the engine temperature value described at 442 is less than a threshold. If yes, the answer is yes, and method 400 proceeds to 448. Otherwise, the answer is no, and method 400 proceeds to 449.

[0081] At 448, method 400 clears the human driver's request to prohibit automatic engine stop and start, so as to allow the engine to stop and restart automatically. Therefore, after the engine has been stopped by the human driver and the engine temperature is below a threshold temperature, the driver's request to prohibit automatic engine stop and start can be cleared. This allows the engine to stop and start automatically to save fuel, but it also allows automatic engine stop and start to be prohibited for one or more driving cycles, so that the driver is not disturbed by the automatic stop and start of the engine. Method 400 proceeds to 410.

[0082] At 449, method 400 maintains the human driver's request to prohibit automatic engine stop and start, thus preventing the engine from automatically stopping and starting. Therefore, after the engine has been stopped by the human driver and the engine temperature is below a threshold temperature, the driver's request to prohibit automatic engine stop and start can be maintained. This allows the driver's intention to be respected when the engine has not cooled down significantly between engine stops, preventing the driver from being disturbed by automatic engine stop and start. Method 400 proceeds to 410.

[0083] At 450, method 400 determines whether the engine has been stopped by the human driver since the most recent request to prohibit or prevent automatic engine stop and start. The human driver can stop the engine via a key switch, button, or proximity device (key card), which receives a request to stop or start the engine from the driver or has the sole function of starting and stopping the engine. In other words, the engine will not stop automatically. If method 400 determines that the engine has been stopped by the human driver or in response to a request from the human driver, the answer is yes and method 400 proceeds to 452. Otherwise, the answer is no, and method 400 proceeds to 412.

[0084] At 452, method 400 monitors the vehicle seat position and steering wheel position to determine whether a change in seat or steering wheel position has occurred. Additionally, the mirror position can be monitored to determine whether a change in mirror position has occurred. Monitoring these positions or settings can be referred to as monitoring vehicle settings. Method 400 proceeds to 454.

[0085] At 454, method 400 determines whether the engine has been restarted or activated by a person who requested engine start via the ignition key switch, button, or proximity device. If yes, the answer is yes, and method 400 proceeds to 456. Otherwise, the answer is no, and method 400 proceeds to 412.

[0086] At point 456, method 400 determines whether the change in vehicle seat position (if any) exceeds a threshold amount or whether the change in steering wheel position (if any) exceeds a threshold amount. If yes, the answer is yes, and method 400 proceeds to point 458. Otherwise, the answer is no, and method 400 proceeds to point 459.

[0087] At 458, method 400 clears the human driver's request to prohibit automatic engine stop and start, so as to allow the engine to stop and restart automatically. Therefore, after the engine has been stopped by the human driver and a change in seat position or steering wheel position is detected, the driver's request to prohibit automatic engine stop and start can be cleared or not. This allows the engine to stop and start automatically to save fuel, but it also allows automatic engine stop and start to be prohibited for a period of time that the vehicle settings do not indicate that a new driver is driving the vehicle. Method 400 proceeds to 412.

[0088] At 459, method 400 maintains the human driver's request to prohibit automatic engine stop and start, thus preventing the engine from automatically stopping and starting. Therefore, when the engine has already been stopped by the human driver and the seat and steering wheel positions do not change to indicate a new human driver, the driver's request to prohibit automatic engine stop and start can be maintained. When the vehicle settings only indicate that a single driver is driving the vehicle, this allows the driver's intentions to be respected, so that the driver is not disturbed by the automatic stopping and starting of the engine. Method 400 proceeds to 412.

[0089] At 460, method 400 determines whether to evaluate the average of multiple warm-start state values ​​to determine whether the engine should be automatically started if the engine stops and if automatic engine stop and start will be permitted. In one example, method 400 may determine whether to evaluate the average of multiple warm-start state values ​​based on the engine and engine starting system configuration. For example, method 400 may determine whether to evaluate the average of multiple warm-start state values ​​based on the values ​​of variables stored in the controller memory. The values ​​of the variables stored in the controller memory may be related to the engine and engine starting system configuration. If method 400 determines that the average of multiple warm-start state values ​​should be evaluated to determine whether the engine should be automatically started if the engine stops and if automatic engine stop and start will be permitted, the answer is yes, and method 400 proceeds to 462. Otherwise, the answer is no, and method 400 proceeds to 470.

[0090] At position 462, method 400 calculates the average of multiple warm-start state values ​​determined at different times. The value of the warm-start state variable can be expressed as:

[0091] WCC=f(SOC,batt_v,batt_c,batt_r,batt_t)

[0092] Where WCC is the warm-up start-up state value at a specific time, SOC is the battery state of charge, batt_v is the battery voltage, batt_c is the battery current, batt_r is the battery resistance, and batt_t is the battery temperature. A lower WCC value may indicate battery cable degradation, high internal battery resistance, and other hardware degradation within the engine starting system. The average WCC value can be determined by the following equation:

[0093]

[0094] in It is the average WCC value of multiple values, Ts is the sampling time interval or time between samples of WCC values, and N is the number of WCC values ​​(the multiple WCC values) in the data buffer. Method 400 proceeds to 464.

[0095] At 464, method 400 determines whether the average of multiple WCC values ​​is less than a threshold. If so, the answer is yes, and method 400 proceeds to 466. Otherwise, the answer is no, and method 400 proceeds to 468.

[0096] At point 466, if the engine has stopped, method 400 automatically starts the engine. Automatic engine starting can prevent a state where the engine stops operating (e.g., the engine cannot be automatically started after it has automatically stopped). The engine can be automatically restarted before the WCC value reaches a low value where the probability of automatic engine starting is low. Whenever the average WCC value is less than a threshold, the value of a counter in memory can be incremented, allowing the total number of average WCC values ​​less than the threshold to be determined. Method 400 proceeds to... Figure 9 480.

[0097] At point 468, method 400 removes the automatic engine stop and start prohibition based on the average warm-up start state value, allowing the engine to stop and start automatically. Therefore, automatic engine stop and start under other conditions is permitted. Method 400 proceeds to... Figure 9 480.

[0098] At 470, method 400 activates a timer and accumulates the amount of time during which the sampled warm-start state value is less than a threshold. For example, if the warm-start state value is less than the threshold at time t1 and is still less than the threshold at time t2 but does not exceed the threshold between time t1 and time t2, the timer accumulates the amount of time between time t1 and time t2 (e.g., 30 seconds). Method 400 proceeds to 472.

[0099] At 472, method 400 determines whether the amount of time the warm-up start-up state is less than a threshold is greater than a second threshold time. For example, if the second threshold time is 15 seconds and the accumulated threshold time at 470 is 30 seconds, then the answer is yes and method 400 proceeds to 474. Otherwise, the answer is no, and method 400 proceeds to 476.

[0100] At point 474, if the engine has stopped, method 400 automatically starts the engine. Automatic engine starting can prevent a state where the engine has stopped (e.g., the engine cannot be automatically started after it has already stopped). The engine can be automatically restarted before the WCC value reaches a low value where the probability of automatic engine starting is low. Whenever the average WCC value is less than a threshold, the value of a counter in memory can be incremented, allowing the determination of the total number of average WCC values ​​less than the threshold. Method 400 proceeds to... Figure 9 480.

[0101] At point 476, method 400 removes the automatic engine stop and start prohibition based on the average warm-up start state value, allowing the engine to automatically stop and start. Therefore, automatic engine stop and start under other conditions is permitted. Method 400 proceeds to... Figure 9 480.

[0102] At 480, method 400 determines whether the average warm-up start value or the actual number of times the warm-up start value is less than a first threshold is greater than the number of times a third threshold is reached during the current vehicle driving cycle. For example, if the average warm-up start value is less than a threshold (e.g., the first threshold) three times during the current vehicle driving cycle and the third threshold is 1, then the answer is yes, because three (the number of times the warm-up start value is less than the first threshold) is greater than one (the third threshold). If method 400 determines that the average warm-up start value or the actual number of times the warm-up start value is less than the first threshold is greater than the number of times a third threshold is reached during the current vehicle driving cycle, then the answer is yes, and method 400 proceeds to 482. Otherwise, method 400 proceeds to... Figure 4 414.

[0103] At 482, method 400 disables a predetermined time amount (e.g., 20 minutes) for automatic engine stop and start. This predetermined time amount can allow for battery charging time and increase the warm-up start state value. Method 400 can also set diagnostic codes in the controller memory and provide indications of engine stop / start system degradation via a human / machine interface. Method 400 proceeds to 484.

[0104] At 484, method 400 determines whether the average warm-up start value or the actual number of times the warm-up start value is less than a first threshold is greater than the number of times a fourth threshold is reached during the current vehicle driving cycle. For example, if the average warm-up start value is less than a threshold (e.g., the first threshold) five times during the current vehicle driving cycle and the third threshold is two, then the answer is yes, because five (the number of times the warm-up start value is less than the first threshold) is greater than two (the fourth threshold). If method 400 determines that the average warm-up start value or the actual number of times the warm-up start value is less than the first threshold is greater than the number of times a third threshold is reached during the current vehicle driving cycle, then the answer is yes, and method 400 proceeds to 486. Otherwise, method 400 proceeds to... Figure 4 414.

[0105] At 486, method 400 disables automatic engine stop and start for the remaining time of the current vehicle driving cycle. The entire driving cycle may allow for battery charging time and increase the warm-up start status value. Method 400 may also set diagnostic codes in the controller memory and provide indications for engine stop / start system degradation via the human / machine interface. Method 400 proceeds to 488.

[0106] At 488, method 400 determines whether the average warm-up start value or the actual number of times the warm-up start value is less than a first threshold is greater than the number of times a fifth threshold is reached during the current vehicle driving cycle. For example, if the average warm-up start value is less than a threshold (e.g., the first threshold) four times during the current vehicle driving cycle and the third threshold is three, then the answer is yes, because four (the number of times the warm-up start value is less than the first threshold) is greater than three (the fifth threshold). If method 400 determines that the average warm-up start value or the actual number of times the warm-up start value is less than the first threshold is greater than the number of times a fifth threshold is reached during the current vehicle driving cycle, then the answer is yes, and method 400 proceeds to 490. Otherwise, method 400 proceeds to... Figure 4 414.

[0107] At 490, method 400 prohibits automatic engine stop until the vehicle is serviced. By disabling automatic engine stop and start until serviced, the vehicle can be operated during several additional driving cycles, granting the driver time to service the vehicle before a degrade of the starting system can be identified. Method 400 can also set diagnostic codes in the controller memory and provide indications of engine stop / start system degrade via a human / machine interface. Method 400 proceeds to... Figure 4 414.

[0108] In this way, a human driver can disable the automatic engine stop and start, and then clear it after a period of time to improve vehicle fuel economy. Furthermore, the automatic engine stop and start can be disabled in response to a warm-start state parameter value that provides a hardware degradation indication. By disabling the automatic engine stop and start in response to the warm-start state, the driver can be allowed to reach a destination where the vehicle can be repaired.

[0109] Figures 4 to 9 A method provides an engine operation method comprising: automatically stopping and starting an engine via a controller; determining, via a human / machine interface, whether a request exists; in response to the request issued via the human / machine interface, disallowing the automatic stopping and starting of the engine via the controller; determining whether a human driver-initiated engine stop and the engine temperature is below a threshold temperature; and, in response to the human driver-initiated engine stop and the engine temperature being below the threshold temperature, canceling the request and allowing the automatic stopping and starting of the engine via the controller. The method further comprises automatically stopping and starting the engine via the controller in response to the absence of the request and vehicle operating conditions. The method includes wherein the vehicle operating conditions include a driver-demanded torque less than a threshold. The method further includes canceling the request and allowing the automatic stopping and starting of the engine in response to a timer value exceeding a threshold. The method includes wherein the timer calculates the amount of time between when the human driver stops the engine and when the human driver starts the engine after the human driver most recently stopped the engine. The method further includes maintaining the request and disallowing the automatic stopping and starting of the engine in response to a timer value less than a threshold. The method includes wherein automatically stopping the engine includes stopping the flow of fuel to the engine and stopping the rotation of the engine. The method includes automatically starting the engine by rotating the engine via an electric motor and supplying fuel to the engine.

[0110] Figures 4 to 9The method also provides an engine operation method, comprising: automatically stopping and starting the engine via a controller; determining, via a human / machine interface, whether a request exists; in response to a request issued via the human / machine interface, prohibiting the automatic stopping and starting of the engine via the controller; determining whether there is an engine stop initiated by a human driver and a change in vehicle setting status; in response to the engine stop initiated by the human driver and the change in vehicle driver setting status, canceling the request and allowing the engine to be automatically stopped and started via the controller. The method further comprises automatically stopping and starting the engine via the controller in response to the absence of said request and vehicle operating condition. The method further comprises canceling the request and allowing the engine to be automatically stopped and started in response to a timer value exceeding a threshold. The method further comprises prohibiting the automatic stopping and starting of the engine via the controller in response to a warm-up start state value being less than a threshold and a time duration exceeding a threshold. The method includes wherein the time duration is the time duration of the warm-up start state being less than a threshold. The method includes wherein the change in vehicle setting status includes a change in seat position. The method includes wherein the change in vehicle setting status includes a change in steering wheel position.

[0111] Note that the exemplary control and estimation programs included herein can be used in conjunction with various engine and / or vehicle system configurations. The control methods and programs disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by a control system including controllers in conjunction with various sensors, actuators, and other engine hardware. The specific programs described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threaded processing strategies, etc. For this purpose, the various actions, operations, and / or functions shown can be executed in parallel in the shown sequence, or may be omitted in some cases. Similarly, the order of processing is not necessary to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations, and / or functions shown can be repeatedly executed according to the specific strategy used. Furthermore, at least a portion of the described actions, operations, and / or functions can be graphically represented as code to be programmed into a non-transitory memory of a computer-readable storage medium in the control system. When the described actions are implemented by executing instructions in a system including various engine hardware components and one or more controllers, the control actions can also change the operating state of one or more sensors or actuators in the physical world.

[0112] The following is a summary of this specification. Many changes and modifications will arise in those skilled in the art upon reading this specification without departing from its spirit and scope. For example, I3, I4, I5, V6, V8, V10, and V12 engines operating with natural gas, gasoline, diesel, or alternative fuels may benefit from this specification.

[0113] According to the present invention, an engine operation method includes: automatically stopping and starting the engine via a controller; disabling the automatic stopping and starting of the engine via the controller in response to a request issued via a human / machine interface; and canceling the request and allowing the engine to be automatically stopped and started via the controller in response to an engine stop initiated by a human driver and the engine temperature being below a threshold temperature.

[0114] According to one embodiment, the invention is further characterized in that: in response to the absence of the request and vehicle operating conditions, the engine is automatically stopped and started via the controller.

[0115] According to one embodiment, the vehicle operating condition includes a driver-demanded torque being less than a threshold.

[0116] According to one embodiment, the invention is further characterized in that: in response to the timer value exceeding a threshold, the request is cancelled and the engine is allowed to be automatically stopped and started.

[0117] According to one embodiment, the timer calculates the amount of time between when the human driver stops the engine and when the human driver starts the engine after the human driver recently stopped the engine.

[0118] According to one embodiment, the invention is further characterized in that: in response to the timer value being less than a threshold, the request is maintained and the automatic stopping and starting of the engine is prohibited.

[0119] According to one embodiment, automatically stopping the engine includes stopping the flow of fuel to the engine and stopping the engine's rotation.

[0120] According to one embodiment, automatically starting the engine includes rotating the engine via an electric motor and supplying fuel to the engine.

[0121] According to the present invention, an engine operation method includes: automatically stopping and starting the engine via a controller; disabling the automatic stopping and starting of the engine via the controller in response to a request issued via a human / machine interface; and canceling the request and allowing the engine to be automatically stopped and started via the controller in response to an engine stop initiated by a human driver and a change in the vehicle driver setting state.

[0122] According to one embodiment, the invention is further characterized in that: in response to the absence of the request and vehicle operating conditions, the engine is automatically stopped and started via the controller.

[0123] According to one embodiment, the invention is further characterized in that: in response to the timer value exceeding a threshold, the request is cancelled and the engine is allowed to be automatically stopped and started.

[0124] According to one embodiment, the invention is further characterized in that: in response to a warm-up start-up state value being less than a threshold and a time duration being greater than a threshold, the automatic stopping and starting of the engine is prohibited by the controller.

[0125] According to one embodiment, the time amount is the amount of time during which the warm-up start-up state is less than a threshold.

[0126] According to one embodiment, the change in vehicle setup includes a change in seat position.

[0127] According to one embodiment, the change in vehicle settings includes a change in the steering wheel position.

[0128] According to the present invention, a system is provided comprising: an engine; a starter motor coupled to the engine; and a controller including executable instructions stored in a non-transitory memory to prohibit automatic stopping and starting of the engine in response to an average of a plurality of warm-start state values ​​being less than a threshold.

[0129] According to one embodiment, the invention is further characterized by additional instructions to allow automatic engine stop and start in response to the average of a plurality of warm-start state values ​​being greater than a threshold.

[0130] According to one embodiment, the invention is further characterized by additional instructions to allow automatic stopping and starting of the engine in response to an engine stop initiated by a human driver and a change in the vehicle driver settings.

[0131] According to one embodiment, the change in the state of the vehicle driver settings includes a change in the seat position.

[0132] According to one embodiment, the invention is further characterized by additional instructions to allow automatic engine stopping and starting in response to an engine stop initiated by a human driver and an engine temperature below a threshold temperature.

Claims

1. An engine operating method, comprising: The engine is automatically stopped and started via the controller; In response to a request issued via the human / machine interface, the automatic stopping and starting of the engine via the controller is prohibited; as well as The request to stop the engine initiated by a human driver is cancelled when the engine temperature is below a threshold temperature, and the engine is allowed to be automatically stopped and started via the controller.

2. The method of claim 1, further comprising automatically stopping and starting the engine via the controller in response to the absence of the request and vehicle operating condition.

3. The method of claim 2, wherein the vehicle operating condition includes a driver-required torque less than a threshold.

4. The method of claim 1, further comprising canceling the request and allowing automatic stopping and starting of the engine in response to the timer value exceeding a threshold.

5. The method of claim 4, wherein the timer calculates the amount of time between when the human driver stops the engine and when the human driver starts the engine after the human driver recently stopped the engine.

6. The method of claim 4, further comprising maintaining the request and disabling automatic stopping and starting of the engine in response to the value of the timer being less than the threshold.

7. The method of claim 1, wherein automatically stopping the engine includes stopping the fuel flow to the engine and stopping the rotation of the engine.

8. The method of claim 1, wherein automatically starting the engine comprises rotating the engine via a motor and supplying fuel to the engine.

9. The method of claim 1, further comprising: In response to the human driver's initiation of an engine stop and a change in the vehicle driver settings, the request is cancelled and the engine is allowed to be automatically stopped and started via the controller.

10. The method of claim 9, further comprising automatically stopping and starting the engine via the controller in response to the absence of the request and vehicle operating condition.

11. The method of claim 9, further comprising canceling the request and allowing automatic stopping and starting of the engine in response to the timer value exceeding a threshold.

12. A system comprising: engine; A starter motor, the starter motor being connected to the engine; and The controller includes executable instructions stored in a non-transitory memory to prohibit automatic stopping and starting of the engine in response to an average of a plurality of warm-start state values ​​being less than a threshold, and also includes additional instructions to allow automatic stopping and starting of the engine via the controller in response to an engine stop initiated by a human driver and an engine temperature below a threshold temperature.

13. The system of claim 12, further comprising additional instructions to allow automatic engine stop and start in response to the average of the plurality of warm-start state values ​​being greater than the threshold.

14. The system of claim 12, further comprising additional instructions to allow automatic stopping and starting of the engine in response to an engine stop initiated by a human driver and a change in the vehicle driver setting state.

15. The system of claim 14, wherein the change in the vehicle driver setting state includes a change in seat position.

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