Vehicle coasting optimization

Abstract

The present invention relates to vehicle coasting optimization. Methods and systems for vehicle coasting optimization are described. The system can include a vehicle having an engine, a powertrain, and a throttle. The system can include selecting a fuel saving mode based on an anticipated braking requirement in response to detecting that the vehicle is non-stationary and the throttle is not depressed. The system can include generating instructions corresponding to the selected fuel saving mode, wherein the instructions are configured to control at least the engine and the powertrain.

Description

Technical Field

[0001] This invention relates generally to vehicle coasting optimization, and more specifically, to vehicle coasting optimization that maintains safe driving conditions during coasting. Background Technology

[0002] When acceleration is not required, a vehicle can coast to reduce fuel consumption. Typically, a vehicle coasts using the powertrain engaged with the engine. Coasting with the powertrain engaged with the engine allows for rapid throttle depressing, but may prevent the vehicle from coasting as far as possible or from disengaging the powertrain from the engine as quickly as possible. Coasting with the powertrain engaged with the engine may consume more fuel than shutting off the engine or disengaging the powertrain from the engine.

[0003] Some vehicles can disconnect the powertrain from the engine during coasting to reduce fuel consumption. However, disconnecting the powertrain from the engine during coasting can present safety issues such as reduced driver control, reduced steering assist, and the elimination of engine braking. These safety concerns are exacerbated when the vehicle is traveling down a steep incline or in the presence of other vehicles, making disconnecting the powertrain from the engine potentially dangerous. Currently, vehicle manufacturers only engage the powertrain with the engine during coasting to minimize safety issues, although more fuel-saving measures are needed. Summary of the Invention

[0004] This invention provides methods, systems, articles, and computer program products for optimizing vehicle coasting.

[0005] In one aspect, a system is provided comprising a vehicle having an engine, a powertrain, and a throttle. The system may further include at least one processor and at least one memory. The at least one memory may store instructions. When executed by at least one data processor, the instructions may cause the at least one data processor to at least: select a fuel-saving mode based on anticipated braking requirements in response to detecting that the vehicle is not stationary and the throttle is not depressed; generate instructions corresponding to the selected fuel-saving mode, wherein the instructions are configured to at least control the engine and the powertrain.

[0006] In some variations, one or more of the features disclosed herein may optionally be included in any feasible combination. In some embodiments, the fuel-saving mode is at least one of a powertrain engagement coasting mode, an engine idling coasting mode, and an engine shutdown coasting mode, wherein the powertrain engagement coasting mode includes connecting the powertrain to the engine and shutting off the engine, the engine idling coasting mode includes disconnecting the powertrain from the engine and maintaining the engine at a minimum speed required to prevent stalling or above that minimum speed, and the engine shutdown coasting mode includes disconnecting the powertrain from the engine and shutting off the engine. In some embodiments, the anticipated braking requirements are based on road conditions, wherein the road conditions are detected by at least one of an advanced driver assistance system, vehicle-to-everything (V2X) communication, and a telematics system.

[0007] In some embodiments, road conditions include at least one of the following: road gradient, traffic signs, traffic lights, construction zones, changes in speed limits, obstacles in the road, and road curvature. In some embodiments, the anticipated braking requirement is based on at least one of weather conditions and nearby vehicles. In some embodiments, the fuel-saving mode is further based on whether a preceding vehicle is within a predetermined distance of the vehicle and whether nearby vehicles are in adjacent lanes. In some embodiments, the fuel-saving mode is further based on determining the distance the vehicle would travel without pressing the accelerator. In some embodiments, the distance the vehicle would travel without pressing the accelerator is calculated by at least one of an advanced driver assistance system, vehicle-to-everything (V2X) communication, and telematics system. In some embodiments, the distance the vehicle would travel without pressing the accelerator is further based on upcoming road conditions detected by at least one of the advanced driver assistance system, V2X communication, and telematics system. In some embodiments, the fuel-saving mode is further based on the anticipated re-pressing of the accelerator determined by at least one of the advanced driver assistance system, V2X communication, and telematics system.

[0008] On the other hand, a non-volatile computer-readable storage medium including instructions is provided. When the instructions are executed by at least one data processor, the steps of selecting a fuel-saving mode based on anticipated braking requirements in response to detecting that the vehicle is not stationary and the accelerator is not depressed; generating instructions corresponding to the selected fuel-saving mode, wherein the instructions are configured to control at least the engine and the powertrain.

[0009] In some variations, one or more of the features disclosed herein may optionally be included in any feasible combination. In some embodiments, the fuel-saving mode is at least one of a powertrain engagement coasting mode, an engine idling coasting mode, and an engine shutdown coasting mode, wherein the powertrain engagement coasting mode includes connecting the powertrain to the engine and shutting off the engine; the engine idling coasting mode includes disconnecting the powertrain from the engine and maintaining the engine at a minimum speed or above the minimum speed required to prevent stalling; and the engine shutdown coasting mode includes disconnecting the powertrain from the engine and shutting off the engine. In some embodiments, the powertrain engagement coasting mode is selected in response to the operator activating braking of a non-stationary vehicle.

[0010] In some embodiments, the anticipated braking requirement is based on nearby vehicles detected by at least one of the advanced driver assistance system, vehicle-to-everything (V2X) communication, and telematics system. In some embodiments, the anticipated braking requirement is based on road conditions and at least one detected nearby vehicle, wherein the anticipated braking requirement utilizes information collected by at least one of the advanced driver assistance system, V2X communication, and telematics system, and is based on road gradient conditions that meet a threshold. In some embodiments, the engine idling coasting mode is selected based on at least one traffic sign and traffic signal that requires non-stationary vehicles to reduce their speed, the at least one of which is detected by at least one of the advanced driver assistance system, V2X communication, and telematics system. In some embodiments, in response to determining that the anticipated braking requirement is unnecessary within a time interval calculated by at least one of the advanced driver assistance system, V2X communication, and telematics system, an engine idling coasting mode or an engine-off coasting mode is selected. In some embodiments, in response to determining that the advanced driver assistance system, V2X communication, and telematics system determine that there is no safety issue requiring braking in the upcoming road conditions, an engine-off coasting mode is activated.

[0011] Embodiments of the present subject matter may include methods consistent with those described herein, as well as articles comprising tangible implementations of machine-readable media capable of operating to cause one or more machines (e.g., computers, etc.) to perform operations implementing one or more of the described characteristics. Similarly, the invention also describes computer systems that may include one or more processors and one or more memories coupled to the processors. The memories may include non-volatile computer-readable or machine-readable storage media that may include, encode, store, etc., one or more programs that cause one or more processors to perform one or more operations described herein. Computer-implemented methods consistent with one or more embodiments of the present subject matter may be implemented by one or more data processors present in a single computing system or multiple computing systems.

[0012] Details of one or more variations of the subject matter described herein are set forth in the accompanying drawings and the following description. Other features and advantages of the subject matter described herein will be apparent from the specification and drawings, and from the embodiments. Although certain characteristics of the subject matter disclosed herein are described for illustrative purposes, it should be readily understood that these characteristics are not intended to be limiting. The scope of the protected subject matter is defined by the claims of the invention. Attached Figure Description

[0013] The embodiments described herein can be better understood by referring to the accompanying drawings, in which the same reference numerals denote the same or functionally similar elements, wherein:

[0014] Figure 1 A block diagram illustrating an example of a system for controlling a vehicle's fuel-saving modes is shown;

[0015] Figure 2 A flowchart illustrating an example of the process for selecting a vehicle's fuel-saving mode is provided.

[0016] Figure 3 A table diagram illustrating an example comparison between fuel-saving modes of vehicles;

[0017] Figure 4 A schematic diagram illustrating an example of a vehicle traveling a shorter distance using the powertrain in a coasting mode compared to engine idling coasting mode and engine-off coasting mode.

[0018] Figure 5A The illustration depicts examples of various fuel-saving modes based on road slope, stop signs, and the absence of nearby vehicles;

[0019] Figure 5BA schematic diagram illustrating examples of various fuel-saving modes based on road slope, stop signs, and the presence of nearby vehicles;

[0020] Figure 5C The illustration depicts examples of various fuel-saving modes based on road gradient, speed limit signs, and the absence of nearby vehicles;

[0021] Figure 5D A schematic diagram depicts examples of various fuel-saving modes based on road gradient, speed limit signs, and the presence of nearby vehicles;

[0022] Figure 6A A schematic diagram depicts examples of various fuel-saving modes based on hills, telematics systems, and the presence of nearby vehicles;

[0023] Figure 6B Another schematic diagram illustrates an example of utilizing various fuel-saving modes based on hills, telematics systems, road conditions, and GPS.

[0024] Figure 7 A block diagram illustrating a computing system 700 consistent with an implementation scheme of the present subject is depicted. Detailed Implementation

[0025] It should be understood that the term "vehicle" or "of a vehicle" or other similar terms as used herein generally include motor vehicles, such as passenger vehicles including sport utility vehicles (SUVs), buses, trucks, and various commercial vehicles, vessels including various boats and ships, aircraft, etc., and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., vehicles derived from non-petroleum fuels). As mentioned herein, a hybrid vehicle is a vehicle with two or more power sources, such as both gasoline power and electric power.

[0026] While the exemplary embodiments are described as using multiple units to perform the exemplary process, it should be understood that the exemplary process may also be performed by one or more modules. Furthermore, it should be understood that the term controller / control unit refers to a hardware device including a memory and a processor. The memory is configured to store modules, and the processor is specifically configured to execute the modules to perform one or more processes described further below.

[0027] Furthermore, the control logic of the present invention can be implemented as a non-volatile computer-readable medium on a computer-readable medium, comprising executable program instructions that are executed by a processor, controller / control unit, etc. Examples of computer-readable media include, but are not limited to, ROM, RAM, optical disc (CD)-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer-readable recording medium can also be distributed across a network-connected computer system, such that the computer-readable medium is stored and executed in a distributed manner, for example, via a telematics server or a controller area network (CAN).

[0028] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of the stated features, values, steps, operations, elements, and / or components, but do not exclude the presence or inclusion of one or more other features, values, steps, operations, elements, components, and / or groups thereof. As used herein, the term “and / or” includes any and all combinations of one or more of the associated enumerations.

[0029] Unless otherwise stated or obvious from the context, as used herein, the term "approximately" is understood to mean within the normal tolerance range in the field, such as within two standard deviations of two means. "Approximately" can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the specified value. All numerical values ​​provided herein are modified by the term "approximately" unless explicitly stated otherwise from the context.

[0030] Coasting vehicles can select a fuel-saving mode that consumes the least amount of fuel while ensuring safe driving conditions. This mode can be selected by assessing anticipated braking demands based on the situation. Alternatively, it can be selected by evaluating information from the vehicle's communication and monitoring systems. Because these systems scan the vehicle's surroundings and the road ahead for potential hazards, fuel-saving modes such as shutting off the engine during coasting can pose fewer safety concerns. Fuel-saving modes are applicable to any vehicle with an engine and powertrain, including vehicles with internal combustion engines, hybrid vehicles, autonomous vehicles, electric vehicles, and more.

[0031] Figure 1A block diagram illustrating an example of a system for controlling a vehicle's fuel-saving modes is depicted. When the accelerator is disengaged, the fuel-saving system 100 can select a fuel-saving mode based on anticipated braking requirements 115 and a vehicle communication and telematics system 120. The vehicle communication and telematics system 120 may include advanced driver assistance systems, vehicle-to-everything (V2X) communication and telematics systems. Fuel-saving logic 110 can select fuel-saving modes, including a powertrain-engaged coasting mode 150, an engine-idle coasting mode 160, or an engine-off coasting mode 170. The fuel-saving logic 110 selects the optimal fuel-saving mode based on anticipated braking requirements 115 and the vehicle communication and telematics system 120.

[0032] The vehicle can switch between fuel-saving modes to minimize fuel consumption while adhering to safety requirements. Powertrain engagement coasting mode 150 may include connecting the powertrain to the engine and shutting off the engine. Because powertrain engagement coasting mode 150 can react most aggressively to unexpected events, this mode adheres to the highest safety requirements. Engine idling coasting mode 160 may include disconnecting the powertrain from the engine and maintaining the engine at idle speed. Engine idling coasting mode 160 can save more fuel than powertrain engagement coasting mode 150, but adheres to fewer safety requirements. Engine shutdown coasting mode 170 may include disconnecting the powertrain from the engine and shutting off the engine. Engine shutdown coasting mode consumes the least amount of fuel and adheres to the least safety requirements.

[0033] Each fuel-saving mode can be selected based on anticipated braking requirements 115 and the vehicle communication and telematics system 120. Each fuel-saving mode may have different potential for fuel saving during periods when the accelerator is not depressed. Fuel-saving logic 110 can select a fuel-saving mode at various times during vehicle operation. Fuel-saving logic 110 can frequently select one fuel-saving mode more often than another based on vehicle weight, vehicle size, vehicle model, and vehicle age. Based on information from anticipated braking requirements 115 and the vehicle communication and telematics system 120, fuel-saving logic 110 can select the optimal fuel-saving strategy while ensuring vehicle driving safety. Fuel-saving logic 110 can select a fuel-saving mode based on whether a preceding vehicle is within a predetermined distance of the vehicle and whether nearby vehicles are in adjacent lanes. Fuel-saving logic 110 can select a fuel-saving mode based on determining the vehicle's travel distance when the accelerator is not depressed. The vehicle communication and telematics system 120 can calculate the vehicle's travel distance when the accelerator is not depressed. The distance the vehicle travels without pressing the accelerator can be based on upcoming road conditions detected by the vehicle communication and telematics system 120.

[0034] The anticipated braking requirement 115 may be a safety requirement for maintaining safe driving conditions for the vehicle and adjacent vehicles. The anticipated braking requirement 115 may prevent vehicle collisions. The anticipated braking requirement 115 may prevent vehicle speeding. The anticipated braking requirement 115 may maximize vehicle maneuverability on the road. The anticipated braking requirement 115 may be the minimum level of safety requirements that a vehicle must meet while towing a trailer. The anticipated braking requirement 115 may be based on road conditions. The anticipated braking requirement 115 may be a necessary condition for deceleration due to obstacles on the road such as standing water or animals crossing. The anticipated braking requirement 115 may be based on weather conditions. The anticipated braking requirement 115 may be based on adjacent vehicles. The anticipated braking requirement 115 may be based on road gradient conditions that meet a threshold. Road gradient conditions may be measured using information collected by the vehicle communication and telematics system 120.

[0035] The vehicle communication and telematics system 120 can collect road and surrounding traffic information. The vehicle communication and telematics system 120 may include: an advanced driver assistance system (ADAS), vehicle-to-everything (V2X) communication, and a telematics system. The ADAS, V2X communication, and telematics system can collect necessary information to select a fuel-saving mode while maintaining safe driving conditions. The ADAS, V2X communication, and telematics system can collect necessary information to provide information on whether vehicle braking is required. Road conditions can be detected by the ADAS, V2X communication, and telematics system.

[0036] The vehicle communication and telematics system 120 can collect information about nearby vehicles. This information may include the distance, speed, intent, and status of nearby vehicles. In some embodiments, the anticipated braking requirements are based on nearby vehicles detected by at least one of the advanced driver assistance system, vehicle-to-everything (V2X) communication, and telematics system. In some embodiments, the vehicle communication and telematics system 120 can collect surrounding traffic information to determine the optimal fuel-saving mode that minimizes braking usage.

[0037] The vehicle communication and telematics system 120 can predict road conditions to reduce safety issues. For example, the telematics system can provide information about the road ahead, such as small curvature or steep road gradients. The vehicle communication and telematics system 120 can anticipate the re-acceleration of the vehicle to reduce or eliminate delayed response. The vehicle communication and telematics system 120 can collect road condition information. Road condition information may include information about traffic signs, traffic lights, traffic signals, construction zones, changes in speed limits, obstacles in the road, road network information, foreign objects on the road, road type, road gradient, traffic information, road curvature, road conditions, etc. The vehicle communication and telematics system 120 can collect weather information.

[0038] The vehicle communication and telematics system 120 can collect information about the vehicle's coasting speed, coasting distance, and rate of change of speed to select between fuel-saving modes. Fuel-saving logic 110 can determine the presence of a anticipated braking requirement 115 based on the vehicle's coasting speed and rate of change of speed. For example, the vehicle communication and telematics system 120 can select a powertrain engagement coasting mode 150, in which the rate of change of speed is increasing to prevent the vehicle from speeding. This strategy minimizes braking by utilizing engine drag to slow the vehicle. In another example, when the rate of change of speed of the vehicle is decreasing, the vehicle communication and telematics system 120 can select either an engine-off coasting mode 170 or an engine-idling coasting mode 160.

[0039] The fuel-saving mode can be changed in real time. For example, in downhill conditions, as the road gradient and expected braking requirements 115 change, the fuel-saving mode can switch between powertrain engaged coasting mode 150, engine idle coasting mode 160, and engine off coasting mode 170.

[0040] Figure 2 A flowchart illustrating an example of a process for selecting a fuel-saving mode for a vehicle is provided. The fuel-saving mode selection process 200 may select a fuel-saving mode based on anticipated braking requirements 115 and a vehicle communication and telematics system 120. The vehicle communication and telematics system 120 may include: advanced driver assistance systems, vehicle-to-everything (V2X) communication, and telematics systems.

[0041] At 225, information collected from the vehicle communication and telematics system 120 and anticipated braking requirements 115 is evaluated to determine whether braking is necessary. For example, if the vehicle communication and telematics system 120 detects a foreign object on the road and selects the powertrain engagement coasting mode 150, braking may be required. In another example, braking may not be necessary if the vehicle communication and telematics system 120 only detects a speed limit sign.

[0042] At 235, information collected from the vehicle communication and telematics system 120 and anticipated braking requirements 115 is evaluated to determine whether engine-off coasting mode 170 is safe. For example, engine-off coasting mode 170 can be selected when the downhill slope is very gentle and there is no vehicle ahead. In another example, engine-off coasting mode 170 cannot be selected when a vehicle is following and the downhill slope is significant.

[0043] At 245, information collected from the vehicle communication and telematics system 120 and anticipated braking requirements 115 is evaluated to determine whether engine coasting mode 160 is safe. For example, engine coasting mode 160 can be selected when the downhill slope is very gentle, no vehicle is following, and the vehicle is approaching a stop sign. In another example, engine coasting mode 160 cannot be selected if a vehicle is following and the downhill slope is significant.

[0044] In some implementations, a fuel-saving mode is selected based on anticipated braking requirements in response to the detection that the vehicle is not stationary and the accelerator is not depressed. In other implementations, a fuel-saving mode is selected based on anticipated braking requirements in response to the detection that a vehicle with an engine and powertrain is not stationary and the accelerator is not depressed. An instruction corresponding to the selected fuel-saving mode can be generated. This instruction can be configured to control at least the engine and powertrain.

[0045] When neither engine idling coasting mode 160 nor engine-off coasting mode 170 is safe, or when braking is required, powertrain engagement coasting mode 150 can be selected. In some embodiments, powertrain engagement coasting mode 150 is selected when the vehicle may require additional braking. In some embodiments, safety criteria may be the determining factor between selecting engine idling coasting mode 160 and engine-off coasting mode 170. In some embodiments, whether braking is required may be based on information from vehicle communication and telematics system 120, as well as at least one of the vehicle's coasting speed, coasting distance, and rate of change of speed. Similar fuel-saving modes can be used in regenerative braking hybrid vehicles and electric vehicles, etc.

[0046] Figure 3 A table diagram illustrating an example comparison between fuel-saving modes of a vehicle is provided. The fuel-saving mode table 300 may include fuel-saving strategy modes that have different effects on the vehicle engine, vehicle powertrain, vehicle range without pressing the accelerator, fuel consumption, and safety.

[0047] The powertrain engagement coasting mode 150 may include connecting the powertrain to the engine and cutting off fuel to the engine. In powertrain engagement coasting mode 150, the powertrain may be connected to the engine. Compared to other fuel-saving modes, the minimum fuel savings can be achieved during powertrain engagement coasting mode 150. Compared to other fuel-saving modes, the shortest coasting distance can be achieved during powertrain engagement coasting mode 150. Because powertrain engagement coasting mode 150 can respond most aggressively to unexpected events, this mode can meet the highest safety requirements. Compared to other fuel-saving modes, powertrain engagement coasting mode 150 can provide greater vehicle safety. Powertrain engagement coasting mode 150 may include shutting off the engine when it is connected to the powertrain. The powertrain engagement coasting mode can be selected in response to the operator initiating braking of a non-stationary vehicle.

[0048] Engine idling coasting mode 160 may include disconnecting the powertrain from the engine and maintaining the engine at or above the minimum speed required to prevent stalling. In engine idling coasting mode 160, the transmission may be in neutral, or the powertrain may be disconnected from the engine. Engine idling coasting mode 160 may include more fuel savings than powertrain engaged coasting mode 150, but less fuel savings than engine off coasting mode 170. Engine idling coasting mode 160 may include a longer coasting distance than powertrain engaged coasting mode 150. Engine idling coasting mode 160 may comply with fewer safety requirements than powertrain engaged coasting mode 150, but more safety requirements than engine off coasting mode 170.

[0049] Furthermore, engine idling coasting mode 160 can save more fuel than powertrain engagement coasting mode 150, but adheres to fewer safety requirements. Engine idling coasting mode 160 may be less safe because the transmission is in neutral and the engine is idling. Engine idling coasting mode 160 can be selected based on traffic signs or traffic signals requiring non-stationary vehicles to reduce their speed, or traffic signs and / or traffic signals detected by vehicle communication and telematics system 120. Engine idling coasting mode 160 can be selected in response to determining that the expected braking requirement within the time interval calculated by vehicle communication and telematics system 120 is unnecessary.

[0050] Engine-off coasting mode 170 may include disconnecting the powertrain from the engine and shutting off the engine. In engine-off coasting mode 170, the powertrain may be in neutral, or the transmission may be disconnected from the engine. Engine-off coasting mode 170 may include greater fuel savings than powertrain-engaged coasting mode 150 and engine-idling coasting mode 160. Engine-off coasting mode 170 may include a longer coasting distance than powertrain-engaged coasting mode 150. Engine-off coasting mode 170 may comply with fewer safety requirements than powertrain-engaged coasting mode 150 and engine-idling coasting mode 160. Engine-off coasting mode 170 may consume the least amount of fuel but comply with the least safety requirements. Because the transmission is in neutral and the engine is off, engine-off coasting mode 170 may be less safe. Engine-off coasting mode 170 may be selected in response to determining that the expected braking requirement within a time interval calculated by the vehicle communication and telematics system 120 is unnecessary. In response to the vehicle communication and telematics system 120 determining that there is no safety issue requiring braking in the upcoming road conditions, the engine-off coasting mode can be activated.

[0051] Figure 4 A schematic diagram illustrates an example of a vehicle traveling a shorter distance using a powertrain engagement coasting mode compared to engine idling coasting mode and engine-off coasting mode. Engine idling coasting mode 160 and engine-off coasting mode 170 have longer coasting distances because powertrain losses are minimal when the transmission is in neutral. Powertrain engagement coasting mode 150 has a shorter coasting distance because powertrain losses occur when the powertrain is connected to the engine.

[0052] Figure 5A Schematic diagrams illustrate examples of various fuel-saving modes based on road gradient, stop sign, and the absence of nearby vehicles. When approaching a stop sign on a significant or moderate downhill slope, powertrain engagement coasting mode 150 can be selected to minimize the vehicle's speed gain on the downhill slope. When approaching a stop sign on a slight downhill slope, engine idle coasting mode 160 can be selected to maintain the vehicle's momentum to reach the stop sign. When approaching a stop sign without a downhill slope, engine off coasting mode 170 can be selected to maintain the vehicle's momentum to reach the stop sign. In some embodiments, when engine off coasting mode 170 is selected for safety, vehicle communication and telematics system 120 must be enabled.

[0053] Figure 5BThe diagram illustrates examples of various fuel-saving modes based on road gradient, stop signs, and the presence of nearby vehicles. When approaching a stop sign on a significant, moderate, or slight downhill slope with nearby vehicles, the powertrain engagement coasting mode 150 can be selected to minimize the vehicle's speed gain on the downhill slope and maximize the safety of both the vehicle and nearby vehicles. When approaching a stop sign without a downhill slope but with nearby vehicles present, the engine idle coasting mode 160 can be selected to maintain the vehicle's momentum to reach the stop sign and ensure the safety of both the vehicle and nearby vehicles.

[0054] Figure 5C Schematic diagrams illustrate examples of utilizing various fuel-saving modes based on road gradient, speed limit signs, and the absence of nearby vehicles. When approaching a speed limit sign on a significant or moderate downhill gradient, powertrain engagement coasting mode 150 can be selected to minimize the vehicle's speed gain on the downhill gradient. When approaching a speed limit sign on a slight downhill gradient, engine-off coasting mode 170 can be selected at time intervals to maintain the speed announced on the speed limit sign. In some embodiments, when engine-off coasting mode 170 is selected for safety, vehicle communication and telematics system 120 must be enabled. When approaching a speed limit sign without a downhill gradient in the presence of nearby vehicles, no fuel-saving mode may be selected because maintaining the speed announced on the speed limit sign is required.

[0055] Figure 5D The diagram illustrates examples of utilizing various fuel-saving modes based on road gradient, speed limit signs, and the presence of nearby vehicles. When approaching a speed limit sign on a significant or moderate downhill slope with nearby vehicles, the powertrain engagement coasting mode 150 can be selected to minimize the vehicle's speed gain on the downhill slope. When approaching a speed limit sign with a slight or no downhill slope, no fuel-saving mode can be selected because it is necessary to maintain the speed announced on the speed limit sign.

[0056] Figure 6AA schematic diagram illustrates examples of various fuel-saving modes utilized based on a hill, a telematics system, and the presence of nearby vehicles. When approaching the bottom of a hill without nearby vehicles, the throttle is depressed, and no fuel-saving mode can be selected because maintaining speed is necessary. When approaching the top of a hill without nearby vehicles, an engine-off coasting mode 170 can be selected based on information from the vehicle communication and telematics system 120 and the ability to maintain speed through the hill's peak. When approaching the top of a hill with nearby vehicles, a powertrain engagement coasting mode 150 can be selected to ensure the safety of both the vehicle and nearby vehicles.

[0057] Figure 6B Another schematic diagram illustrates an example of utilizing various fuel-saving modes based on hills, telematics systems, road conditions, and GPS. When approaching the top of a hill while climbing, an engine-off coasting mode 170 can be selected based on information from the vehicle communication and telematics system 120 and the ability to maintain speed through the hill's peak. Even if the road ahead is not visible from the vehicle, the vehicle communication and telematics system 120 can sense that there is no danger ahead. In some implementations, the vehicle communication and telematics system 120 must be activated when the engine-off coasting mode 170 is selected to ensure safety. When approaching the top of a hill while climbing, the throttle can be depressed, and because speed needs to be maintained to climb the approaching hill, no fuel-saving mode may be selected. The approaching hill can be detected by the vehicle communication and telematics system 120.

[0058] In some embodiments, throttle depressing can be anticipated based on information from the vehicle communication and telematics system 120. A powertrain engagement coasting mode 150 can be selected when throttle depressing is anticipated to reduce or eliminate response delay. Throttle depressing can be anticipated based on road conditions requiring the vehicle to climb hills or overtake. A fuel-saving mode can be further based on anticipated throttle depressing determined by the vehicle communication and telematics system 120.

[0059] Figure 7 A block diagram illustrating a computing system 700 consistent with an implementation scheme of the present subject is shown. (Refer to...) Figures 1 to 7 The computing system 700 can be used to control the vehicle's fuel-saving mode. For example, the computing system 700 can be implemented as a user device, a personal computer, or a mobile device.

[0060] like Figure 7As shown, the computing system 700 may include a processor 710, a memory 720, a storage device 730, and an input / output device 740. The processor 710, memory 720, storage device 730, and input / output device 740 may be interconnected via a system bus 750. The processor 710 is capable of processing instructions for execution within the computing system 700. These instructions may be implemented as one or more components, such as cross-cloud code detection. In some exemplary embodiments, the processor 710 may be a single-threaded processor. Alternatively, the processor 710 may be a multi-threaded processor. The processor 710 is capable of processing instructions stored in the memory 720 and / or storage device 730 to display graphical information for a user interface provided via the input / output device 740.

[0061] Memory 720 is a computer-readable medium, such as volatile or non-volatile, that stores information within computing system 700. Memory 720 may store data structures, such as those representing a database of configuration objects. Storage device 730 provides persistent storage for computing system 700. Storage device 730 may be a floppy disk device, hard disk device, optical disk device, magnetic tape device, or other suitable persistent storage device. Input / output device 740 provides input / output operations for computing system 700. In some exemplary embodiments, input / output device 740 includes a keyboard and / or pointer device. In various embodiments, input / output device 740 includes a display unit for displaying a graphical user interface.

[0062] According to some exemplary embodiments, input / output device 740 can provide input / output operations for network devices. For example, input / output device 740 may include an Ethernet port or other network port to communicate with one or more wired and / or wireless networks (e.g., local area network (LAN), wide area network (WAN), Internet, public land mobile network (PLMN), etc.).

[0063] In some exemplary embodiments, the computing system 700 can be used to execute various interactive computer software applications that can be used to organize, analyze, and / or store data in various formats. Alternatively, the computing system 700 can be used to execute any type of software application. These applications can be used to perform various functions, such as planning functions (e.g., generating, managing, and editing spreadsheet documents, word processing documents, and / or any other objects), computing functions, communication functions, etc. Applications may include various additional functions or may be standalone computing projects and / or functions. Once activated within the application, the function can be used to generate a user interface provided by the input / output device 740. The user interface can be generated by the computing system 700 (e.g., on a computer screen monitor, etc.) and presented to the user.

[0064] The technical advantages presented herein maximize fuel savings, minimize braking, and maintain safe driving conditions during coasting. The engine-off coasting mode can be safely utilized using the vehicle communication and telematics system 120, resulting in better fuel economy. In some cases, no additional hardware is required to implement the technical implementation described herein, resulting in lower costs.

[0065] Many features and advantages of the present invention will be apparent from the detailed description; therefore, the appended claims are intended to cover all such features and advantages of the invention that fall within the true spirit and scope of the invention. Furthermore, since many modifications and variations will readily occur to those skilled in the art, and it is not intended to limit the invention to the precise structures and steps described, accordingly all suitable modifications and equivalents falling within the scope of the invention may be employed.

Claims

1. A system for optimizing vehicle coasting, comprising: A vehicle, which has an engine, a power transmission system, and a throttle; processor; A non-volatile computer-readable storage medium storing instructions that, when executed by a processor, cause the processor to perform the following steps, the steps including: In response to the detection that the vehicle is not stationary and the accelerator is not pressed, a fuel-saving mode is selected based on the expected braking requirements; Generate instructions corresponding to the selected fuel-saving mode, wherein the instructions are configured to control at least the engine and the powertrain; The fuel-saving mode is at least one of the following: powertrain engagement coasting mode, engine idling coasting mode, and engine off coasting mode; The fuel-saving mode is further based on the anticipated re-pressing of the throttle by at least one determined by an advanced driver assistance system, vehicle-to-everything communication, and telematics system.

2. The system for optimizing vehicle coasting according to claim 1, wherein, The powertrain engagement coasting mode includes connecting the powertrain to the engine and turning off the engine; the engine idling coasting mode includes disconnecting the powertrain from the engine and keeping the engine at a minimum speed required to prevent stalling or above the minimum speed; and the engine shutdown coasting mode includes disconnecting the powertrain from the engine and turning off the engine.

3. The system for optimizing vehicle coasting according to claim 1, wherein, The anticipated braking requirement is based on road conditions, wherein the road conditions are detected by at least one of an advanced driver assistance system, vehicle-to-everything communication, and telematics system.

4. The system for optimizing vehicle coasting according to claim 3, wherein, The road conditions include at least one of the following: road slope, traffic signs, traffic lights, construction areas, changes in speed limits, obstacles in the road, and road curvature.

5. The system for optimizing vehicle coasting according to claim 1, wherein, The expected braking requirements are based on at least one of the weather conditions and nearby vehicles.

6. The system for optimizing vehicle coasting according to claim 1, wherein, The fuel-saving mode is further based on whether the vehicle in front is within a predetermined distance of the vehicle and whether the nearby vehicle is in the adjacent lane.

7. The system for optimizing vehicle coasting according to claim 1, wherein, The fuel-saving mode is further based on determining the distance the vehicle travels without pressing the accelerator.

8. The system for optimizing vehicle coasting according to claim 7, wherein, The distance the vehicle travels without pressing the accelerator is calculated using at least one of the following: an advanced driver assistance system, vehicle-to-everything (V2X) communication system, and telematics system.

9. The system for optimizing vehicle coasting according to claim 7, wherein, The distance the vehicle travels without pressing the accelerator is further based on the upcoming road conditions detected by at least one of the advanced driver assistance systems, vehicle-to-everything (V2X) communication systems, and telematics systems.

10. A non-volatile computer-readable storage medium comprising instructions that, when executed by at least one processor, perform the following steps, the steps including: In response to the detection that the vehicle with the engine and powertrain is not stationary and the accelerator is not pressed, a fuel-saving mode is selected based on the expected braking requirements. Generate instructions corresponding to the selected fuel-saving mode, wherein the instructions are configured to control at least the engine and the powertrain; The fuel-saving mode is at least one of the following: powertrain engagement coasting mode, engine idling coasting mode, and engine off coasting mode; The fuel-saving mode is further based on the anticipated re-pressing of the throttle by at least one determined by an advanced driver assistance system, vehicle-to-everything communication, and telematics system.

11. The non-volatile computer-readable storage medium according to claim 10, wherein, The powertrain engagement coasting mode includes connecting the powertrain to the engine and turning off the engine; the engine idling coasting mode includes disconnecting the powertrain from the engine and keeping the engine at a minimum speed required to prevent stalling or above the minimum speed; and the engine shutdown coasting mode includes disconnecting the powertrain from the engine and turning off the engine.

12. The non-volatile computer-readable storage medium according to claim 11, wherein, In response to the operator activating the brakes on a non-stationary vehicle, select the powertrain engagement coasting mode.

13. The non-volatile computer-readable storage medium according to claim 11, wherein, The anticipated braking requirement is based on the detection of a nearby vehicle by at least one of the advanced driver assistance systems, vehicle-to-everything (V2X) communication systems, and telematics systems.

14. The non-volatile computer-readable storage medium according to claim 11, wherein, The anticipated braking requirement is based on road conditions and at least one detected nearby vehicle, and wherein the anticipated braking requirement utilizes information collected by at least one advanced driver assistance system, vehicle-to-everything communication system, and telematics system, and is based on road gradient conditions that meet a threshold.

15. The non-volatile computer-readable storage medium according to claim 11, wherein, The engine idling coasting mode is selected based on at least one traffic sign and traffic signal that requires a non-stationary vehicle to reduce its speed, and at least one traffic sign and traffic signal is detected by at least one advanced driver assistance system, vehicle-to-everything communication and telematics system.

16. The non-volatile computer-readable storage medium according to claim 11, wherein, In response to determining that the expected braking requirement is unnecessary within at least one time interval calculated by the advanced driver assistance system, vehicle-to-everything communication system, and telematics system, the engine idle coasting mode or engine off coasting mode is selected.

17. The non-volatile computer-readable storage medium according to claim 11, wherein, In response to the determination by the advanced driver assistance system, vehicle-to-everything communication system, and telematics system that there is no safety issue requiring braking in the upcoming road conditions, the engine shut-off coasting mode is activated.

18. A method for optimizing vehicle coasting, comprising: In response to the detection that the vehicle with the engine and powertrain is not stationary and the accelerator is not pressed, a fuel-saving mode is selected based on the expected braking requirements. Generate instructions corresponding to the selected fuel-saving mode, wherein the instructions are configured to control at least the engine and the powertrain; The fuel-saving mode is at least one of the following: powertrain engagement coasting mode, engine idling coasting mode, and engine off coasting mode; The fuel-saving mode is further based on the anticipated re-pressing of the throttle by at least one determined by an advanced driver assistance system, vehicle-to-everything communication, and telematics system.

19. The method for optimizing vehicle coasting according to claim 18, wherein, The powertrain engagement coasting mode includes connecting the powertrain to the engine and turning off the engine; the engine idling coasting mode includes disconnecting the powertrain from the engine and keeping the engine at a minimum speed required to prevent stalling or higher than the minimum speed; and the engine shutdown coasting mode includes disconnecting the powertrain from the engine and turning off the engine.

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