System and method of controlling vehicle

Abstract

The present disclosure relates to a system and method of controlling a vehicle, in particular to a computer system (100) for controlling an engine restart attempt of a vehicle (10) while the vehicle is moving, the computer system comprising processing circuitry (102) configured to obtain data, the data comprises a power transmission system shaft mechanically connected to one or more wheels and a real-time rotating speed level of any one of the one or more wheels; controlling the controllable clutch (14) to a torque transfer position allowing the controllable clutch to vary torque transfer between the engine and the one or more wheels; determining a speed reduction of the rotational speed level from the received data; determining a time period for the speed reduction extension; determining whether the determined speed reduction exceeds a predetermined threshold level; determining whether the determined time period of the speed reduction extension is within a predetermined threshold time period; and determining to abort the engine restart attempt.

Description

Field of the Technology

[0001] The present disclosure generally relates to the field of controlling engine restart attempts and / or engine starting while a vehicle is in motion, and more particularly to an automatic control engine starting system for a vehicle. In certain aspects, the present disclosure relates to a computer system, a powertrain, a vehicle, and a method for controlling engine restart attempts while a vehicle is in motion. The present disclosure may be applicable to heavy vehicles such as trucks, buses, and construction equipment, as well as other vehicle types. The present disclosure is equally applicable to automobiles and light vehicles. Although the present disclosure may be described with respect to a particular vehicle, the present disclosure is not limited to any particular vehicle. Background Art

[0002] Conventional internal combustion engine vehicles continuously operate while the engine is running, even during idling at traffic lights, in traffic jams, or during long periods of inactivity. The continuous operation of the engine results in unnecessary fuel consumption and increased emissions, causing environmental pollution and increasing the fuel costs of vehicle owners. To address these issues, various stop-and-start technologies have been developed, such as engine idle stop-start systems, which turn off the engine when the vehicle is stationary and automatically restart the engine when the driver releases the brake or engages the accelerator.

[0003] In recent years, there has been an increasing demand for more complex and intelligent engine stop-start systems that can adapt to a wider range of driving conditions. The development of automatic and predictive engine stop-start systems addresses these challenges by combining predictive algorithms, real-time data sources, and advanced control strategies. Automatic and predictive engine stop-start systems are designed to provide a smoother, more efficient, and less intrusive engine stop-start experience for the driver, while saving fuel and reducing emissions.

[0004] However, with respect to the use of such systems in heavy vehicles, there is still a need for further improvement in engine starting operations while the vehicle is in motion. Summary of the Invention

[0005] According to a first aspect of the present disclosure, there is provided a computer system for a system that controls engine restart attempts while a vehicle is in motion. The computer system includes a processing circuit configured to: obtain data including real-time rotational speed levels of a powertrain shaft mechanically connected to one or more wheels and any one of the one or more wheels; control a controllable clutch to a torque transfer position to allow the controllable clutch to vary torque transfer between the engine and the one or more wheels; determine a speed reduction of the rotational speed level based on the received data; determine a period of time during which the speed reduction persists; determine whether the determined speed reduction exceeds a predetermined threshold level; determine whether the determined period of time during which the speed reduction persists is within a predetermined threshold period; and determine to abort an engine restart attempt.

[0006] The first aspect of the present disclosure may seek to improve or at least adequately ensure vehicle stability during the operation of restarting the engine while the vehicle is in motion. Specifically, the present disclosure may seek to improve or at least adequately ensure vehicle stability when attempting to restart the engine by using a clutch while the vehicle is in motion. Technical benefits may include providing an improved prediction of the likelihood of allowing the use of a clutch to restart the engine while the vehicle is in motion. Using a clutch as a means of restarting the engine while the vehicle is in motion may be more beneficial for fuel efficiency than other alternatives.

[0007] More specifically, the present disclosure is based on the assumption that during clutch-controllable engine starting, braking torque is typically generated on the vehicle under slippery road conditions. This type of braking torque can cause excessive wheel slip, which will have a negative impact on vehicle stability. That is, excessive wheel slip can generally cause vehicle instability during clutch-controlled engine starting. Therefore, by determining that the period of time during which the speed reduction persists is within a predetermined threshold period, the computer system is allowed to determine the risk of excessive wheel slip and thus the risk of vehicle instability during an engine start attempt. Thus, if the determined period of time during which the speed reduction persists is within the predetermined threshold period, the computer system will determine to abort the ongoing clutch-controllable engine restart.

[0008] The provision of controlling the controllable clutch to the torque transfer position to allow the controllable clutch to vary torque transfer between the engine and the one or more wheels provides for initiating an engine restart attempt.

[0009] Optionally, in some examples, including in at least one preferred example, the powertrain shaft mechanically connected to one or more wheels can be any one of an internal shaft of a transmission device, an output shaft of the transmission device, and a driven wheel axle. Depending on the type of the transmission device and the number of rotating shafts, the powertrain can be arranged in several different configurations. In one example, the powertrain shaft is an internal shaft of the transmission device. In another example, the powertrain shaft is an output shaft of the transmission device. In another example, the powertrain shaft is a driven axle of the wheel.

[0010] Optionally, in some examples, including in at least one preferred example, the real-time rotational speed level of the powertrain shaft is obtained from a sensor configured to measure a speed parameter. Technical benefits can include providing a more direct measure of the rotational speed level of the powertrain shaft.

[0011] Optionally, in some examples, including in at least one preferred example, the real-time rotational speed level of one or more wheels is obtained from one or more wheel sensors. Technical benefits can include providing a more direct measure of the rotational speed level of the wheels.

[0012] Optionally, in some examples, including in at least one preferred example, the speed reduction is determined by comparing the rotational speed level of the driven wheel with the rotational speed level of the non-driven wheel. Technical benefits can include providing a more direct measure of the rotational speed level of the wheels. In this way, wheel slip can be determined more directly and, thus, the speed reduction can be determined.

[0013] Optionally, in some examples, including in at least one preferred example, in response to the determined abort of a clutch-controlled engine restart attempt, the processing circuit is configured to warn the user of the vehicle about the aborted engine restart attempt. Technical benefits can include providing improved adaptability of a system and method in which a user, such as a driver, can act on the aborted clutch-controlled engine restart and manually select another engine restart option.

[0014] Optionally, in some examples, including in at least one preferred example, in response to the determined abort of a clutch-controlled engine restart attempt, the processing circuit is further configured to perform an additional engine restart attempt. Technical benefits can include providing an iterative and automatic engine restart sequence.

[0015] Optionally, in some examples, including in at least one preferred example, the processing circuit is configured to: determine to defer an additional engine restart attempt for a predefined period of time; determine to lower an engine speed threshold for a duration that allows fuel injection into the engine; after the predefined period of time has expired, perform a second engine restart attempt by controlling a controllable clutch to restart the engine while further allowing the fuel injector to inject a first portion of fuel into the engine at the lowered engine speed threshold. Technical benefits may include providing an improved clutch-controlled engine restart attempt where the clutch may be prioritized over other alternatives for starting the engine.

[0016] Optionally, in some examples, including in at least one preferred example, the processing circuit is configured to inject a first portion of fuel at an engine speed corresponding to the engine speed used when starting with a starter motor in use. Technical benefits may include providing an even more improved clutch-controlled engine restart attempt.

[0017] Optionally, in some examples, including in at least one preferred example, an additional engine restart attempt is performed by a starter motor. Technical benefits may include providing an alternative method for restarting the engine, which may be very useful in situations where the road conditions are too slippery to use the clutch.

[0018] Optionally, in some examples, including in at least one preferred example, the processing circuit is configured to automatically initiate an engine restart attempt by receiving a control command from an automatically controlled engine starting system. Technical benefits may include providing a more advanced engine restart system that can be automatically controlled during the operation of the vehicle.

[0019] According to a second aspect of the present disclosure, there is provided a powertrain including a computer system according to the first aspect, an internal combustion engine, a controllable clutch, a transmission device that is coupled to the engine via the controllable clutch, and wherein the transmission device further includes an output shaft configured to be coupled to a driven wheel axle.

[0020] Improvements may be sought or at least vehicle stability may be adequately ensured during the operation of restarting the engine while the vehicle is moving according to the disclosure of the second aspect. Specifically, the present disclosure may seek to improve or at least adequately ensure vehicle stability when attempting to restart the engine by using the clutch while the vehicle is moving. Technical benefits may include providing an improved prediction for restarting the engine by using the clutch while the vehicle is moving.

[0021] Optionally, in some examples, including in at least one preferred example, the powertrain further includes a starter motor. Technical benefits may include providing an alternative method for performing an engine restart of the powertrain.

[0022] According to a third aspect of the present disclosure, a vehicle is provided, the vehicle including the computer system of the first aspect and / or the powertrain according to the second aspect.

[0023] Optionally, in some examples, including in at least one preferred example, the vehicle is a non-electric heavy vehicle. In this context, the term non-electric heavy vehicle refers to a vehicle lacking any electrical storage and electrical system configured to provide traction power to the vehicle. Such an electrical storage system can be a battery system combined with an electric motor and / or a fuel cell system combined with an electric motor. In other words, a non-electric heavy vehicle is a vehicle including an internal combustion engine as the main or sole power source of the powertrain. When a non-electric heavy vehicle is moving, it may be particularly useful to use the computer system to control the engine restart attempt of the vehicle where the internal combustion engine is the only available power source of the vehicle.

[0024] According to a fourth aspect of the present disclosure, a computer-implemented method for controlling an engine restart attempt of a vehicle while the vehicle is moving is provided, wherein the method includes: obtaining, by a processing system of the computer system, data including real-time rotational speed levels of a powertrain shaft mechanically connected to one or more wheels and any one of the one or more wheels; controlling, by the processing system of the computer system, a controllable clutch to a torque transfer position, allowing the controllable clutch to change torque transfer between the engine and the one or more wheels; determining, by the processing system of the computer system, a speed reduction of the rotational speed level based on the received data; determining, by the processing system of the computer system, a period of time during which the speed reduction extends; determining, by the processing system of the computer system, whether the determined speed reduction exceeds a predetermined threshold; determining, by the processing system of the computer system, whether the determined period of time during which the speed reduction extends is within a predetermined threshold period of time; and determining, by the processing system of the computer system, to abort the engine restart attempt.

[0025] Improvements or at least sufficient assurance of vehicle stability during the operation of restarting the engine while the vehicle is moving can be sought according to the disclosure of the fourth aspect. Specifically, the present disclosure can seek improvements or at least sufficient assurance of vehicle stability when attempting to restart the engine by using a clutch while the vehicle is moving. Technical benefits can include providing improved prediction of restarting the engine by using a clutch while the vehicle is moving. According to a fifth aspect of the present disclosure, a computer program product is provided, the computer program product including program code for performing the method of the fourth aspect when executed by a processing circuit of the first aspect.

[0026] According to a sixth aspect of the present disclosure, a non-transitory computer-readable storage medium including instructions is provided, the instructions causing the processing circuit of the first aspect to perform the method of the fourth aspect when executed.

[0027] Those of ordinary skill in the art will appreciate that the disclosed aspects, examples (including any preferred examples), and / or the appended claims can be appropriately combined with each other. Additional features and advantages are disclosed in the following description, claims, and drawings, and will be in part apparent to those of ordinary skill in the art or will be recognized by practicing the present disclosure as described herein.

[0028] Also disclosed herein are computer systems, control units, code modules, computer-implemented methods, computer-readable media, and computer program products associated with the technical benefits discussed above. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Examples are described in more detail below with reference to the drawings.

[0030] Figure 1 An exemplary view of a vehicle according to an example is shown, the vehicle including a powertrain and a computer system having a processing circuit configured to control a controllable clutch.

[0031] Figure 2 is a flowchart of an exemplary method for controlling an engine start / stop attempt of a vehicle according to an example.

[0032] Figure 3 is a flowchart of an exemplary method for controlling an engine start / stop attempt of a vehicle according to an example.

[0033] Figure 4 is a schematic diagram of an exemplary computer system for implementing the examples disclosed herein. DETAILED DESCRIPTION

[0034] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail for those of ordinary skill in the art to practice the present disclosure.

[0035] The present disclosure is at least partially based on the recognition that restarting an engine while a vehicle is in motion can still be challenging for providing desired and long-term reliable operation of the vehicle. More specifically, in the field of heavy vehicles, there is an increasing demand for improving the fuel efficiency and reducing emissions of internal combustion engines. One technology designed to improve fuel efficiency and reduce emissions is an automatically controlled engine start system. An automatically controlled engine start system is herein a component of a so-called automatic and predictive engine stop-start system of a vehicle. An automatic and predictive engine start-stop system is configured to use predictive data and real-time information to automatically control one or more vehicle operations, such as restarting an engine.

[0036] Although the use of automatic and predictive engine stop-start systems in heavy vehicles has a positive impact on the operation of the vehicle, there are still challenges in further improving the operation of restarting the engine while the vehicle is in motion.

[0037] In one example, the engine can be restarted by a conventional starter motor. In other examples, the engine can be restarted by controlling a clutch between the engine and the transmission device. In other words, an automatic and predictive engine stop-start system can be designed to start the engine by closing the clutch. However, using the clutch when restarting the engine while the vehicle is in motion typically generates a braking torque on the vehicle's wheels during engine startup. This braking torque can cause excessive wheel slip and, consequently, vehicle instability, especially for lightly loaded vehicles on slippery road surfaces.

[0038] To address this issue, the present disclosure provides a control strategy to abort engine restart, such as an automatically controllable engine restart, i.e., if it is predicted or determined that there is a risk of generating excessive wheel slip during clutch-controlled engine startup, the engine restart attempt is aborted.

[0039] The present disclosure can seek to improve or at least adequately ensure vehicle stability during the operation of restarting the engine while the vehicle is in motion. Specifically, the present disclosure can seek to improve or at least adequately ensure vehicle stability when attempting to restart the engine by using the clutch while the vehicle is in motion. Technical benefits can include providing improved prediction of restarting the engine by using the clutch while the vehicle is in motion.

[0040] Using the clutch to restart the engine while the vehicle is in motion is particularly useful for heavy vehicles operating in a so-called idle mode. Idle in the context of the present disclosure refers to an operating mode in which the engine is disengaged from the transmission (or gearbox) and effectively placed in neutral or a similar state. In this mode, the engine does not provide power to the wheels, and the vehicle coasts with the assistance of engine power output. This is in contrast to the normal operation of the vehicle, in which the engine is engaged and provides power to the wheels to propel the vehicle forward.

[0041] The purpose of idling a heavy vehicle is to save fuel and reduce engine load under certain driving conditions. It is typically used when the vehicle is going downhill or traveling on a slope. By disengaging the engine and allowing the vehicle to coast freely, the heavy vehicle can utilize gravity to maintain or increase speed while consuming minimal fuel. This is particularly useful for improving fuel efficiency and reducing wear on the braking system during downhill travel.

[0042] Engine idling can be engaged manually by the driver or automatically by the vehicle's control system (e.g., as part of an automatic and predictive engine stop - start system). When the driver and / or the automatic vehicle control system initiate engine idling, the transmission typically shifts to neutral or a coasting position, thereby disengaging the engine from the driveline. In some cases, the engine may idle at the lowest rpm to maintain essential functions such as power steering and braking.

[0043] Engine idling can also include a specific operating mode of engine shutdown (in addition to disengaging from the transmission). This operating mode can be represented as an idling mode with the engine shut down. When restarting the engine after an idling period during which the engine is shut down, it may be beneficial to use a clutch rather than a starter motor to increase the engine speed. The reason for using the clutch to restart the engine is that the lifespan of the starter motor may be more restrictive than that of the clutch system. Another reason is that, since the energy used for starter motor actuation has to pass through the alternator, starting the engine with a clutch rather than a starter motor is generally more fuel - efficient and results in less overall energy loss.

[0044] In addition, the starter motor may also depend on the state of charge of the battery system. Since the battery system also powers other functions within the vehicle, there may be a risk of partial power loss during an attempt to start the engine using the starter motor if the system voltage is at a low level.

[0045] However, when the vehicle is in motion, starting the engine using the clutch during slippery road conditions can generally generate a braking torque on the vehicle's wheels. This braking torque can cause excessive wheel slip and, consequently, vehicle instability, especially for lightly - loaded vehicles on slippery roads. Such excessive wheel slip typically results in a loss of traction, also known as "wheel spin", causing the tires to slide or rotate without providing effective control or grip.

[0046] To this end, the present disclosure proposes predicting or detecting excessive wheel slip, for example due to slippery road conditions, by: determining a speed reduction in a rotational speed level; determining a period during which the speed reduction persists; determining whether the determined speed reduction exceeds a predetermined threshold level; and determining whether the determined period during which the speed reduction persists is within a predetermined threshold period. As a result of this comparison, the processing circuitry of the computer system can determine to abort an ongoing engine restart attempt caused by the clutch. An example of a vehicle including such a computer system will now be described with respect to a vehicle in the form of a heavy - duty vehicle.

[0047] Figure 1 An exemplary vehicle 10 is schematically shown. Figure 1 The vehicle 10 in includes a powertrain 11. The powertrain 11 is adapted to provide power to the vehicle 10.

[0048] In addition, as Figure 1 depicted in, vehicle 10 includes computer system 100. In this example, powertrain 11 includes computer system 100. In other examples, computer system 100 is a separate part of the vehicle and is configured to communicate with powertrain 11. Computer system 100 can also be a remote server configured to communicate with powertrain 11.

[0049] Computer system 100 is configured to control powertrain 11. In addition, computer system 100 is designed to control engine restart attempts of vehicle 10 when vehicle 10 is moving. Therefore, computer system 100 is configured to control restart attempts and the restart of engine 12 of vehicle 10 when vehicle 10 is moving.

[0050] Computer system 100 herein includes processing circuit 102. The operation of processing circuit 102 will be further described herein.

[0051] In Figure 1 it, computer system 100 also includes memory 104 and system bus 106. Further optional technical details of these components and computer system 100 will be described with respect to Figure 4 it.

[0052] Turning back again to Figure 1 , powertrain 11 includes internal combustion engine 12. For ease of reference, the internal combustion engine will be referred to as the engine. Engine 12 includes at least one cylinder 74, and the at least one cylinder has a combustion chamber 70 and a reciprocating piston 72. More specifically, engine 12 includes a plurality of cylinders 74, each cylinder having a corresponding combustion chamber 70 and a corresponding piston 72 disposed therein.

[0053] Powertrain 11 also includes fuel injector 78, as Figure 1 shown. Fuel injector 78 is herein a component of engine 12. Fuel injector 78 is configured to inject fuel into engine 12. Fuel injector 78 can be any suitable type of injector capable of injecting fuel (such as diesel, gaseous fuel, etc.). Generally, fuel injector 78 is disposed within cylinder 74 and axially above piston 72. Each of the cylinders 74 of engine 12 includes a corresponding fuel injector 78. Fuel injector 78 can be controlled by computer system 100. For example, fuel injector 78 can be controlled by processing circuit 102 of computer system 100.

[0054] Engine 12 is configured to output rotational speed via engine output shaft 13, as for example Figure 1 shown. Thus, powertrain 11 includes engine output shaft 13.

[0055] The engine 12 is typically configured to operate in a conventional four-stroke manner, i.e., by an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke. In this example, the engine is a diesel internal combustion engine, i.e., an engine designed to work according to the diesel process. For example, the engine 12 is a compression-ignition internal combustion engine. The engine 12 can also be set to other types of configurations or operated by other types of fuels. The components of the engine are well-known and thus will not be further described herein.

[0056] The powertrain 11 also includes a starter motor 76 herein. The starter motor 76 is an integral part of the engine 12 herein. Alternatively, the starter motor 76 is operatively connected to the engine 11 to allow the starter motor 76 to rotate to start the engine 12, as is well-known in the art. Thus, the starter motor 76 is configured to rotate to start the engine 12. Engine rotation starting is performed by controlling the starter motor 76 to engage the flywheel to initiate combustion.

[0057] In addition, the powertrain 11 includes a transmission device 17. The transmission device 17 includes a gearbox 16 and a controllable clutch 14.

[0058] The gearbox 16 has a plurality of gear stages to obtain a set of gears. Each of the gears has a corresponding gear ratio. The transmission device 17 may sometimes also be simply referred to as a transmission.

[0059] The transmission device 17 is operatively connected to the engine 12 via a transmission input shaft 15. The transmission input shaft 15 is an internal shaft of the transmission device 17 herein. The internal shaft (input shaft) 15 is coupled to the clutch 14. Thus, the transmission device 17 includes the transmission input shaft 15. The transmission input shaft 15 rotates at a certain speed when the vehicle 10 is moving. Thus, the transmission input shaft 15 has a corresponding speed. The transmission input shaft 15 is an example of a powertrain shaft. The transmission device 17 also has a transmission output shaft 18 for providing speed to one or more drive wheels 20 of the vehicle 10, as Figure 1 schematically shown. In short, the engine output shaft 13 transmits the speed of the engine 12 to the transmission device 17, which further transmits the motion to the drive wheels 20 via the transmission output shaft 18. In Figure 1 this case, the drive wheels are a pair of rear wheels 21.

[0060] The transmission output shaft 18 rotates at a certain speed when the vehicle is moving. Thus, the transmission output shaft 18 has a corresponding speed. The transmission output shaft 18 is another example of a powertrain shaft.

[0061] As Figure 1As shown, vehicle 10 herein includes a pair of front wheels 22 and a pair of rear wheels 21. Additionally, rear wheels 21 are herein driven wheels, while front wheels 22 are non-driven wheels. The driven wheels 21 are operatively connected to corresponding rotating drive axles 24. The non-driven wheels 22 are operatively connected to corresponding rotating non-drive axles 26. Generally, vehicle 10 includes one or more driven wheels and one or more non-driven wheels. The driven wheels 21 are driven by a powertrain 11.

[0062] Thus, the pair of front wheels 22 are herein operatively connected to corresponding non-drive axles 26. In a similar manner, the pair of rear wheels 21 are herein operatively connected to corresponding drive axles 24.

[0063] The transmission device 17 is one of a semi-automatic transmission device or an automatic transmission device. An automatic transmission device is often used in heavy vehicles to control, for example, the engagement and disengagement of an automatic disc clutch between an engine and the transmission device. An automatic transmission device generally consists of an internal (input) shaft 15, an intermediate shaft 16a, and optionally an internal main shaft (not shown). The intermediate shaft has at least one gear that engages with a gear on the input shaft 15. The internal main shaft has a gear that engages with a gear on the intermediate shaft 16a. The internal main shaft is also connected to a transmission output shaft 18, which is coupled to the drive wheels 21 via, for example, a drive shaft 24.

[0064] The drive shaft 24 rotates at a certain speed when vehicle 10 is moving. Therefore, the drive shaft 24 has a corresponding speed. The drive shaft 24 is another example of a powertrain shaft.

[0065] As Figure 1 depicted, the intermediate shaft 16a is generally the intermediate shaft of a gearbox 16. In some examples, the intermediate shaft can correspond to the internal shaft 15 (input shaft) of the transmission device 17. In one example, when the transmission device 17 includes an intermediate shaft 16a disposed within the transmission device 17, the intermediate shaft 16a rotates at a certain speed when the vehicle is moving. Therefore, the intermediate shaft 16a has a corresponding speed. The intermediate shaft 16a is another example of a powertrain shaft.

[0066] The transmission device 17 in this example is an automated manual transmission (AMT) configured to transmit torque to the drive wheels 21. Generally, the transmission device 17 is configured to transmit torque to the drive wheels 21 via the transmission output shaft 18 via one or more drive axles 24, etc. In other words, vehicle 10 is generally provided with an engine 12 that is operatively connected to a transmission device 17, such as an automated manual transmission (AMT), for transmitting torque to the vehicle's driven wheels 21.

[0067] As mentioned above and also as Figure 1As shown, the powertrain 11 further includes a clutch 14. The clutch 14 is a controllable clutch herein. The controllable clutch 14 can be controlled, for example, by the processing circuit 102 of the computer system 100, as will be further described herein. Thus, the term controllable clutch refers to a clutch configured to be controlled by a processing circuit (such as the processing circuit 102). For ease of reference, the controllable clutch may be abbreviated as the clutch 14. The clutch 14 can be arranged in the powertrain 11 in several ways. In Figure 1 this example, the controllable clutch 14 is arranged between the engine 12 and the transmission device 17. The controllable clutch 14 is configured to operably connect the transmission device 17 to the engine 12. Specifically, the controllable clutch 14 is configured to operably connect the engine output shaft 13 of the engine 12 to the transmission input shaft 15 of the transmission device 17. Thus, when the gears are engaged, the engine output shaft 13 of the engine 12 can be operably connected to the transmission input shaft 15 of the transmission device 17 via the controllable clutch 14. As is well known in the art, the transmission device 17 and the clutch 14 can thus operate to select the gear ratio between the engine 12 and a pair of driven wheels 21.

[0068] Although Figure 1 an example is schematically shown in which the transmission device 17 includes the controllable clutch 14, the controllable clutch 14 can also be a separate device of the powertrain 11.

[0069] The controllable clutch 14 can include various components, including a pressure plate 14b and a clutch plate 14a (also called a friction disc) located between the flywheel (not shown) of the engine and the transmission input shaft 15. When the clutch 14 is engaged, the clutch plate 14a presses against the flywheel, thereby enabling power transmission. The pressure plate 14b is responsible for applying a force to the clutch plate 14a to keep it engaged with the flywheel. The controllable clutch 14 typically can also include bearings (such as thrust bearings) and a clutch fork. These components are well-known components of a clutch.

[0070] The controllable clutch 14 further includes a clutch actuator 30. The clutch actuator 30 is configured to control the controllable clutch 14. For example, the clutch actuator 30 is configured to control (move) the pressure plate 14a, as is well known in the art.

[0071] In summary, the controllable clutch 14 is a mechanical component configured to transfer power from the engine 12 to the transmission device 17. In addition, the controllable clutch 14 is configured to disconnect the engine 12 from the gearbox 16 and the rest of the transmission device 17 when needed. Thus, the controllable clutch 14 is configured to transmit rotational torque from the engine 12 to the driven wheels 21. For example, the controllable clutch 14 is one of a single clutch unit, a dual clutch unit, or any other type of multi-clutch unit.

[0072] The controllable clutch 14 is controlled by the computer system 100. Specifically, the controllable clutch 14 is controlled by the processing circuit 102 of the computer system 100. For example, the controllable clutch 14 is controlled by the processing circuit 102 of the computer system 100 via the clutch actuator 30, as Figure 1 shown.

[0073] The controllable clutch 14 allows the computer system 100 to engage or disengage the power of the engine with the wheels 20. Therefore, the controllable clutch 14 is configured to engage the engine 12 with the transmission 16 and to disengage the engine 12 from the transmission 16. The controllable clutch 14 can also be used to achieve a smooth start through clutch control, where the clutch is partially engaged, allowing the clutch to slip. In this example, the controllable clutch 14 is also controlled to restart the engine 12 while the vehicle 10 is moving. Thus, the controllable clutch 14 is used to restart the engine 12.

[0074] Optionally, the vehicle 10 further includes a differential function 19 disposed between the pair of driven wheels 21 and the transmission device 17. The differential function 19 operably connects the output shaft 18 of the transmission device 17 to the driven axle 24. The differential function 19 is a known standard component and is therefore not further described herein.

[0075] The vehicle 10 may optionally include a service brake unit (not shown). The service brake unit can be of the wet brake type or the dry brake type. The service brake unit is generally configured to perform a brake function. For example, the service brake unit is a wheel brake. Additionally, a service brake unit can be provided for each wheel.

[0076] The powertrain 11 also includes one or more sensors configured to measure speed parameters herein. The vehicle 10 includes one or more sensors configured to measure speed parameters. In Figure 1 this case, the powertrain 11 includes a speed sensor 40 configured to determine the rotational speed of the input shaft 15 of the transmission 17. Thus, the speed sensor 40 is arranged and configured to monitor speed parameters such as the rotational speed level of the input shaft 15. The monitored rotational speed level of the input shaft 15 is transmitted to the processing circuit 102. Therefore, the processing circuit 102 is configured to obtain the real-time rotational speed level of the input shaft 15 from the sensor 40.

[0077] Additionally or alternatively, in Figure 1In [the context], the powertrain 11 includes a speed sensor 41 that is configured to determine the rotational speed of the output shaft 18 of the transmission 17. Thus, the speed sensor 41 is arranged and configured to monitor a speed parameter, such as the rotational speed level of the output shaft 18. The monitored rotational speed level of the output shaft 18 is transmitted to the processing circuit 102. Accordingly, the processing circuit 102 is configured to obtain the real-time rotational speed level of the output shaft 18 from the sensor 41.

[0078] Additionally or alternatively, in Figure 1 [the context], the powertrain 11 includes a speed sensor 43 that is configured to determine the rotational speed of the intermediate shaft 16a of the transmission 17. Thus, the speed sensor 43 is arranged and configured to monitor a speed parameter, such as the rotational speed level of the intermediate shaft 16a. The monitored rotational speed level of the intermediate shaft 16a is transmitted to the processing circuit 102. Accordingly, the processing circuit 102 is configured to obtain the real-time rotational speed level of the intermediate shaft 16a from the sensor 43.

[0079] Additionally or alternatively, in Figure 1 [the context], the powertrain 11 includes a speed sensor 44 that is configured to determine the rotational speed of at least one of the trailing axles 24. Thus, the corresponding speed sensor is arranged and configured to monitor a speed parameter, such as the rotational speed level of the trailing axles 24. The monitored rotational speed level of the trailing axles 24 is transmitted to the processing circuit 102. Accordingly, the processing circuit 102 is configured to obtain the real-time rotational speed level of the trailing axles 24 from the corresponding speed sensor.

[0080] Additionally or alternatively, the vehicle 10 includes a wheel sensor 42 that is configured to determine the speed level of at least one wheel (such as one of the trailing wheels 21). The monitored rotational speed level of the wheel 21 is transmitted to the processing circuit 102. Accordingly, the processing circuit 102 is configured to obtain the real-time rotational speed level of the wheel 21 from the corresponding wheel sensor 42.

[0081] Additionally or alternatively, the vehicle 10 includes a set of wheel sensors 42 that are configured to determine the speed levels of both the trailing wheels 21 and the non-trailing wheels 22. In this way, the speed level difference between the trailing wheels 21 and the non-trailing wheels 22 can be determined. The monitored speed level difference between the trailing wheels 21 and the non-trailing wheels 22 is transmitted to the processing circuit 102. Accordingly, the processing circuit 102 is configured to obtain the real-time rotational speed level difference between the wheel 21 and the wheel 22 from the set of wheel sensors 42.

[0082] The processing circuit 102 is configured to determine a speed reduction by comparing the rotational speed level of the trailing wheels 21 with the rotational speed level of the non-trailing wheels 22.

[0083] It should be readily understood that the wheel sensor 42 can equally be part of the powertrain 11.

[0084] Each of the sensors 40, 41, 42, and 43 is configured to communicate with the processing circuitry 102 of the computer system 100. In this way, each of the sensors 40, 41, 42, and 43 is configured to measure the rotational speed level of the corresponding axle and / or wheel and transmit the rotational speed level to the processing circuitry 102. Thus, the processing circuitry 102 is configured to obtain real-time data regarding the rotational speed level of the corresponding axle and / or wheel.

[0085] Turning again to the transmission device 17. The transmission device 17 can be configured to be controlled by the driver and / or automatically controlled via an electronic control unit (ECU). An example of the ECU is a transmission control unit. In Figure 1 the powertrain 11 includes a transmission control unit (TCU) 50. The transmission control unit can also be denoted as a transmission electronic control unit (TECU). For example, the TCU 50 is part of the computer system 100. The TCU 50 is configured to control the transmission device 17. Thus, the TCU 50 is configured to control the controllable clutch 14 and the gearbox 16.

[0086] The computer system 100 can further include an automatically controlled engine start system 54. The automatically controlled engine start system 54 is configured to automatically control the operation of restarting the engine 12 when the vehicle 10 is in motion. The automatically controlled engine start system 54 is here part of an automatic and predictive engine stop - start system. Such a system is configured to predict the appropriate situations in which the engine can shut down and restart when the vehicle 10 is in motion, and is also configured to control the shutdown and restart of the engine 12 when the vehicle 10 is in motion. The automatically controlled engine start system 54 can include a predictive cruise control system, or is at least configured to communicate with the predictive cruise control system of the vehicle 10. Thus, the computer system 100 can further include a predictive cruise control system. The predictive cruise control system is configured to control the powertrain 11 based on predicted changes related to the route ahead of the vehicle 10. The predictive cruise control system can generally be configured to control the vehicle 10 based on terrain and route data. The predictive cruise control system can include or communicate with the following: radar or lidar sensors for detecting vehicles and obstacles ahead; a camera system for providing visual data regarding road and traffic conditions; a GPS (Global Positioning System) for determining the vehicle's position. The predictive cruise control system can also be configured to provide or obtain information regarding the road ahead, including terrain changes, curves, and upcoming traffic conditions, speed and distance settings, brake control data, throttle control, to maintain a desired speed or acceleration, etc.

[0087] AsFigure 1 As depicted, the TCU 50 is also configured to communicate with an automatically controlled engine starting system 54. Thus, the TCU 50 can control the controllable clutch 14 in response to data from the automatically controlled engine starting system 54. Additionally, the TCU 50 is herein configured to communicate with an electronic brake system (EBS) 52. The processing circuit 102 can be a part of the TCU or a separate part configured to communicate with the TCU 50.

[0088] In other examples, the TCU 50 includes the automatically controlled engine starting system 54.

[0089] The TCU 50 is herein also configured to communicate with an electronic control unit of the engine 12. Such an electronic control unit can be represented as an engine electronic control unit (EECU) or an engine management system (EMS).

[0090] A set of exemplary operations for performing an engine restart attempt will be described further below. The engine restart retry is performed and controlled by the computer system 100. The computer system 100 is intended to control an engine restart attempt of the vehicle 10 while the vehicle 10 is moving. A moving vehicle is relative to a stationary vehicle, which is in a stationary vehicle state. The moving vehicle is in a non-stationary state. Thus, the computer system 100 is configured to control an engine restart attempt of the vehicle 10 while the vehicle 10 is moving. Generally, the processing circuit 102 of the computer system 100 can perform the following operations to control an engine restart attempt of the vehicle 10 while the vehicle 10 is moving.

[0091] The processing circuit 102 obtains data including the real-time rotational speed level of at least one of the powertrain shafts (e.g., the output shaft 18 of the transmission device 17). Since the output shaft 18 is mechanically connected to the wheels 21, the wheel rotational speed can be monitored and thus any change in the rotational speed level due to a slippery road condition can be indirectly monitored. As mentioned above, the processing circuit 102 can be configured to obtain data that includes the real-time rotational speed level of any one of the powertrain shafts mechanically connected to the wheels 20, 21. As mentioned above, the rotational speed level is obtained from one or more of the speed sensors 40, 41, 43. Additionally, monitoring the rotational speed level of the powertrain shaft allows determining whether the rotational speed level of the powertrain shaft is decreasing. Since a decrease in the rotational speed level of the powertrain shaft indicates a decrease in the wheel rotational speed, a decrease in the rotational speed level of the powertrain shaft is an indirect measurement of wheel slip. As mentioned above, the detected wheel slip is herein a measure of a slippery road condition.

[0092] It should also be readily understood that, in some examples, the processing circuit 102 obtains data including the real-time rotational speed levels of a number of different powertrain shafts, such as the internal shaft 15 of the transmission device 17, the output shaft 18 of the transmission device 17, and one or more trailing axles 24. Each of these powertrain shafts is configured to be mechanically connected to one or more wheels. Thus, as used herein, the term "powertrain shaft" may refer to any one of the internal shaft 15 of the transmission device 17, the output shaft 18 of the transmission device 17, and the trailing axles 24.

[0093] In other examples, the processing circuit 102 obtains data including the real-time rotational speed levels of the wheels 20, 21, 22. As mentioned above, the rotational speed levels of the wheels 20, 21, 22 are obtained, for example, from the wheel sensors 42.

[0094] In one example, the processing circuit 102 may also obtain data including the real-time rotational speed levels of one or more powertrain shafts (such as the internal shaft 15 of the transmission device 17, the output shaft 18 of the transmission device 17, and one or more trailing axles 24), and data including the real-time rotational speed levels of the wheels 20, 21, 22. In this case, the processing circuit may perform a comparison between the data to use one of the data as input data for subsequent operations of the processing circuit 102, or combine the data to define an average rotational speed level.

[0095] The processing circuit 102 further controls the controllable clutch 14 to reach the torque transfer position. In the torque transfer position, the controllable clutch 14 is set to a state in which torque can be transferred between the engine 12 and the wheels 20, more specifically the driven wheel 21 (which also corresponds to the rear wheel here). Thus, by controlling the controllable clutch 14 to reach the torque transfer position, it is allowed for the controllable clutch 14 to change the torque transfer between the engine 12 and the wheel 21. In this way, the computer system 100 is configured to initiate an engine restart attempt. The controllable clutch 14 can be controlled in several different ways. For example, the controllable clutch 14 is controlled to gradually change the torque transfer between the engine 12 and the wheel 21. Alternatively or additionally, the controllable clutch 14 can be controlled to change the torque transfer between the engine 12 and the wheel 21 in a stepwise manner. Thus, the clutch 14 can be set to a partially engaged state or a fully engaged state in order to initiate an engine restart attempt.

[0096] Furthermore, the processing circuit 102 determines a speed reduction of the rotational speed level based on the received data.

[0097] The speed reduction is determined herein by continuously monitoring the rotational speed level and subsequently determining the change in rotational speed. Accordingly, the processing circuit 102 is configured to compare the rotational speed level measured at a first time point with the rotational speed level measured at a second time point. If the comparison result indicates a speed reduction, the processing circuit 102 concludes that there is a speed reduction in the rotational speed.

[0098] Additionally or alternatively, the speed reduction can be determined by comparing the rotational speed level of the driven wheel 21 with the rotational speed level of the non-driven wheel 22. This type of speed reduction can be determined by the processing circuit 102 or transmitted from the EBS 72 to the processing circuit 102. Determining the speed reduction by comparing the rotational speed level of the driven wheel 21 with the rotational speed level of the non-driven wheel 22 can contribute to improving the accuracy of determining wheel slip. The driven wheel 21 can be a rear wheel. The non-driven wheel 22 can be a front wheel.

[0099] In summary, the speed reduction of the rotational speed level can be determined by: measuring (determining) the rotational speed level from any of the power transmission system shafts, then comparing the determined rotational speed level with a reference value or the derivative of the rotational speed level (over a certain period of time) and / or by measuring the rotational speed level of a driven wheel (such as a rear wheel), then comparing the determined rotational speed level with a reference value or the derivative of the rotational speed level (over a certain period of time), and / or by determining the rotational speed difference between the driven wheel and the non-driven wheel. In the latter option, the speed reduction can be determined in a more direct manner as the rotational speed level of the driven wheel is compared with the rotational speed level of the non-driven wheel.

[0100] Furthermore, the processing circuit 102 determines the period of time during which the speed reduction extends. This period of time can be determined by a conventional timer or the like. The processing circuit 102 can also determine the period of time during which the speed reduction extends based on the real-time data obtained.

[0101] Additionally, the processing circuit 102 determines whether the determined speed reduction exceeds a predetermined threshold level. Thus, the processing circuit 102 compares the determined speed reduction with a comparison speed parameter in order to determine whether the detected speed reduction corresponds to a potential ongoing wheel slip. The processing circuit 102 can set the predetermined threshold in several different ways. For example, the threshold level is defined as any one of an unacceptable decrease relative to the initial rotational speed level measurement at a previous time point, an unacceptable speed difference compared to the rotational speed level of the non-driven wheel, and an unacceptable derivative of the speed reduction.

[0102] Furthermore, the processing circuit 102 determines whether the determined period of time during which the speed reduction extends is within a predetermined threshold period of time. For example, the processing circuit 102 accesses the predetermined threshold period of time. For example, the predetermined threshold period of time is stored in the memory 104.

[0103] The above operations (steps) of determining a speed reduction of a rotational speed level, determining a period of time during which the speed reduction extends, determining whether the determined speed reduction exceeds a predetermined threshold level, and determining whether the determined period of time during which the speed reduction extends is within a predetermined threshold period of time are used to determine whether there is a risk of generating a harmful braking torque on a wheel during startup of the engine 12. Thus, these steps are provided to determine whether the road condition is too slippery.

[0104] In other words, when the controllable clutch 14 is engaged while the vehicle 10 is moving, a braking torque may be generated due to excessive wheel slip of the driven wheels 21 of the drive axle 24 in the braking direction. Such excessive wheel slip may be generated, for example, on a slippery road surface (i.e., in a situation where the traction between the driven wheels 21 (wheels connected to the engine) and the road surface is lost). This situation between the wheel and the road surface may occur for several reasons, and the influence of the wheel slip may vary according to the circumstances. Generally, under a given applied braking torque, the wetter the road condition / the lower the road surface friction coefficient and the smaller the vertical load on the tire, the greater the tire slip amount.

[0105] Wheel slip generally results in a loss of traction, which can have a negative impact on the stability of the vehicle 10. For example, when the controllable clutch 14 is set to its engaged state such that there is a mechanical connection between the engine 12 and the wheels 21, the tires should grip the road surface and transfer force from the wheels 20 to the engine 12 to assist the rotation of the engine 12 for restarting the engine 12 (while injecting fuel into the combustion cylinders of the engine).

[0106] However, if the road surface is too slippery (e.g., due to ice, snow, oil, water, or loose gravel), the tires may not be able to maintain a strong grip. In this case, no force is transferred from the wheels 21 of the drive axle 24 to the engine 12. Instead, excessive wheel slip can lead to a decrease in controllability and stability, which may be particularly dangerous when the vehicle 10 is traveling downhill. This situation may also increase the risk of the vehicle 10 skidding or being difficult to steer.

[0107] Through the above operations of the processing circuit 102, the computer system 100 is configured to detect deceleration, i.e., determine a decrease in the rotational speed of any of the powertrain shafts 15, 18, 24 and / or the driven wheel 21, and compare the determined decrease (in rotational speed) with a reference value in the form of a predetermined threshold. The predetermined threshold provides a control reference for the computer system 100 to detect whether the driven wheel has started to lock. More specifically, the predetermined threshold indicates a critical rotational speed level reduction for ensuring a stable clutch-controlled engine restart. Further, if the determined speed decrease continues for more than a given time period, i.e., the extended time period of the speed decrease exceeds a defined time period, the computer system 100 determines that the driven wheel is subjected to a braking torque and further determines to abort the clutch-controlled engine restart attempt in order to reduce the braking torque. It should also be noted that in a given situation, the braking torque on the wheel may typically originate from the clutch because the tire has a rather non-linear behavior and if the applied torque remains constant, the tire may start to decelerate rapidly once about 10% of the braking slip is established. However, if the road surface is slippery, a smaller torque may typically be required and then the tire starts to lose traction, which will cause the wheel to slide on the road surface.

[0108] Based on the above, the processing circuit 102 determines to abort the engine restart attempt. Thus, if during a clutch-controlled engine restart attempt, the transmission output shaft speed (or any other powertrain shaft or wheel speed) decreases by a sufficient amount within a sufficiently short time period, e.g., "the speed decreases by X% within Y ms", the computer system 100 determines that the above situation is an approximation of an actual longitudinal braking slip on the wheel and thus indicates that the wheel is locked and the ongoing clutch-controlled engine restart attempt will be aborted.

[0109] That is, if the determined time period of the extended speed decrease is within the predetermined threshold time period, the processing circuit 102 determines to abort the engine restart attempt. In other words, if the determined time period of the extended speed decrease is within the predetermined threshold time period, it is predicted that the clutch-controlled engine restart attempt is likely to be unsuccessful due to the level of braking torque generated on the wheel 21 during the engine start-up phase (i.e., during the transfer of torque from the wheel 21 to the engine 12 to restart the engine 12). During the engine start attempt phase, the controllable clutch 14 is in the torque transfer position as mentioned above.

[0110] In some examples, the processing circuit 102 may also attempt to reduce the engine speed threshold for the duration of time allowing fuel injection into the engine 12, and control the fuel injector 78 to inject fuel into the engine 12 at the reduced engine speed threshold while controlling the controllable clutch 14 as mentioned above.

[0111] In response to the determined abort of a clutch-controlled engine restart attempt, the processing circuit 102 may optionally determine to warn the user of the vehicle 10 about the aborted engine restart attempt.

[0112] In addition, in response to the determined abort of a clutch-controlled engine restart attempt, the processing circuit 102 is also optionally configured to perform an additional engine restart attempt. Similarly, before initiating the additional engine restart attempt, the vehicle 10 is controlled to move further along the route to a position with better traction. In other examples, the processing circuit 102 may decide to directly initiate the additional engine restart attempt. However, before initiating the additional engine restart attempt, it may be necessary to wait for at least a few seconds, such as 5 seconds.

[0113] The additional engine restart attempt may be performed in several different ways depending on the powertrain 11 and the vehicle 10.

[0114] In one example, the processing circuit 102 determines to defer the additional engine restart attempt for a predefined period of time. As mentioned above, the predefined period of time is, for example, a few seconds. In one example, the predefined period of time is 5 seconds. However, the predefined period of time may vary depending on the powertrain 11 and the vehicle 10. The predefined period of time indicates an appropriate period of time for allowing the vehicle 10 to move along the route to another position. The predefined period of time may be stored in a memory (as mentioned herein) and transmitted to the processing circuit 102, or determined by the processing circuit 102 during the operation of the vehicle 10.

[0115] In addition, the processing circuit 102 determines to lower the engine speed threshold for the duration of allowing fuel injection into the engine 12.

[0116] After the predefined period of time has expired, the processing circuit 102 performs an additional engine restart attempt by controlling the controllable clutch 14 to restart the engine 12, while further allowing the fuel injector 78 to inject a first fuel portion into the engine 12 at the lowered engine speed threshold.

[0117] In this context, controlling the fuel injector 78 generally refers to controlling the fuel injector 78 to inject a first fuel portion into the combustion chamber 70 of the cylinder 74 of the engine 12. Injecting fuel into the engine 12 is generally performed in parallel with the closing of the clutch 14, but may also be performed with a slight time interval. It should be readily understood that the engine 12 rotates during fuel injection.

[0118] In this example, the processing circuit 102 thus also controls the controllable clutch 14 to restart the engine 12. The processing circuit 102 again controls the controllable clutch 14 to its torque transfer position, allowing the controllable clutch 14 to change the torque transfer between the engine 12 and the wheels (such as the rear driven wheel 21).

[0119] For example, the processing circuit 102 injects a first fuel portion at an engine speed (in engine rpm) corresponding to the engine speed used when starting the in-use starter motor. The engine rpm may vary depending on different powertrains and is typically a parameter stored in the computer system 100. Thus, for example, a predetermined desired level of engine rpm is between approximately 200 rpm and 400 rpm, preferably between approximately 250 rpm and 350 rpm, and more preferably approximately 300 rpm.

[0120] In other examples, the processing circuit 102 is configured to perform a restart engine attempt via the starter motor 76. Thus, in one example, an additional engine restart attempt is performed by the starter motor 76. For example, the processing circuit 102 is configured to control the starter motor 76 to engage the flywheel of the powertrain 11 in order to initiate combustion, which is commonly referred to as a cranking operation.

[0121] For example, the processing circuit 102 can automatically initiate any of the restart engine attempts by receiving a control command from the automatically controlled engine starting system 54.

[0122] Thus, the processing circuit 102 can also be configured to include additional parameters and data in the operation of initiating an engine restart while the vehicle 10 is moving. For example, the processing circuit 102 can be configured to determine whether a restart engine attempt is needed in response to a determined change in road conditions. The change in road conditions is a change in the coefficient of friction between at least one of the tires of the vehicle 10 and the road.

[0123] As mentioned herein, the computer system 100 can be a component of the powertrain 11, where the powertrain 11 includes at least an engine 12, a controllable clutch 14, a transmission device 17 that is coupled to the engine 12 via the controllable clutch 14, and where the transmission device 17 further includes an output shaft 18 that is configured to be coupled to a driven axle 24 of a set of wheels 20, 21. Optionally, the powertrain 11 also includes a starter motor 76 herein.

[0124] The automatically controlled engine starting system 54 is configured to control the starting of the engine of the vehicle 10 according to the received topological data of the expected route of the vehicle 10 when the vehicle 10 is moving, including the above-mentioned restart engine attempts. The automatically controlled engine starting system 54 is configured to control the vehicle 10 according to the topological data by analyzing and extracting relevant information about the route (including distance, altitude change, road conditions, and other factors that can affect vehicle performance and fuel consumption). The processing circuit 102 is generally configured to obtain topological data from various sources (such as digital maps, GPS data, or a geographic information system (GIS) database). These sources typically may include relevant information about the road network, including roads, highways, altitude data, and potential destinations. In one example, the processing circuit 102 receives topological data from a route planning system in the vehicle. For example, the processing circuit 102 is configured to estimate one or more speed curves of the vehicle 10.

[0125] The automatically controlled engine starting system 54 may also be configured to automatically control the starting of the engine 12 of the vehicle 10 according to various vehicle data that can be collected from various vehicle sensors, from the navigation system of the vehicle 10, from receiving data from one or more control units of the vehicle 10, and / or from various technologies and systems for tracking and monitoring the vehicle 10, such as the above-mentioned restart engine attempts. Accordingly, the processing circuit 102 is configured to receive data and store the data in the memory 104 of the computer system 100.

[0126] Figure 2 is a flowchart of a method according to an example. More specifically, Figure 2 is an exemplary computer-implemented method 300 according to an example. The computer-implemented method 300 is intended to be used to control Figure 1 the engine restart attempts of the vehicle 10 in the vehicle 10 when the vehicle 10 is moving. The method is generally implemented by the processing circuit 102.

[0127] As Figure 2 shown, the computer-implemented method 300 includes step S10: obtaining, by the processing circuit 102 of the computer system 100, data that includes the real-time rotational speed levels of either the powertrain shaft mechanically connected to one or more wheels and the wheels. The processing circuit 102 is configured to implement this step.

[0128] In addition, the computer-implemented method 300 includes step S20: controlling, by the processing circuit 102 of the computer system, the controllable clutch to a torque transfer position, allowing the controllable clutch to change the torque transfer between the engine 12 and the wheels 21. The processing circuit 102 is configured to implement this step.

[0129] Next, the computer-implemented method 300 includes step S30: determining, by the processing circuitry 102 of the computer system, a speed reduction of the rotational speed level based on the received data. The processing circuitry 102 is configured to implement this step.

[0130] In addition, the computer-implemented method 300 includes step S40: determining, by the processing circuitry 102 of the computer system, a period of time during which the speed reduction is extended. The processing circuitry 102 is configured to implement this step.

[0131] Next, the computer-implemented method 300 includes step S50: determining, by the processing circuitry 102 of the computer system, whether the determined speed reduction exceeds a predetermined threshold level. The processing circuitry 102 is configured to implement this step.

[0132] Subsequently, the computer-implemented method 300 includes step S60: determining, by the processing circuitry 102 of the computer system, whether the determined period of time during which the speed reduction is extended is within a predetermined threshold period of time. The processing circuitry 102 is configured to implement this step.

[0133] Finally, the computer-implemented method 300 includes step S70: determining, by the processing circuitry 102 of the computer system, to abort a restart engine attempt. The processing circuitry 102 is configured to implement this step.

[0134] Figure 3 is a flowchart of an extended example of the method according to the example. More specifically, Figure 3 is an exemplary computer-implemented method 300 according to the example. Figure 3 The computer-implemented method 300 in Figure 1 is also intended to be used to control

[0135] a restart engine attempt of the vehicle 10 in

[0136] when the vehicle 10 is moving. The method is generally implemented by the processing circuitry 102. Figure 3 The method in Figure 2 also includes steps S10 to S70 as mentioned in the method of

[0137] In addition, the computer-implemented method 300 includes step S20: controlling, by a processing circuit 102 of a computer system, a controllable clutch to a torque transfer position, allowing the controllable clutch to vary torque transfer between an engine 12 and a wheel 21. The processing circuit 102 is configured to implement this step.

[0138] Next, the computer-implemented method 300 includes step S30: determining, by the processing circuit 102 of the computer system, a speed reduction of a rotational speed level based on received data.

[0139] In addition, the computer-implemented method 300 includes step S40: determining, by the processing circuit 102 of the computer system, a period of time during which the speed reduction is prolonged.

[0140] Next, the computer-implemented method 300 includes step S50: determining, by the processing circuit 102 of the computer system, whether the determined speed reduction exceeds a predetermined threshold level.

[0141] Subsequently, the computer-implemented method 300 includes step S60: determining, by the processing circuit 102 of the computer system, whether the determined period of time during which the speed reduction is prolonged is within a predetermined threshold period of time.

[0142] In addition, the computer-implemented method 300 includes step S70: determining, by the processing circuit 102 of the computer system, to abort a restart engine attempt.

[0143] In addition, in response to the determined abort of a clutch-controllable restart engine attempt, the computer-implemented method 300 includes step S80: warning a user of the vehicle regarding the aborted restart engine attempt. The processing circuit 102 is configured to implement this step.

[0144] In addition, in response to the determined abort of a clutch-controllable restart engine attempt, the computer-implemented method 300 includes step S90: performing an additional restart engine attempt.

[0145] Next, the computer-implemented method 300 includes step S100: determining to postpone the additional restart engine attempt for a predefined period of time.

[0146] In addition, the computer-implemented method 300 includes step S110: reducing, by the processing circuit 102 of the computer system 100, an engine speed threshold for a time period that allows fuel injection into the engine 12 to continue. This can be performed by reducing a predetermined required level of engine RPM for starting the engine to a reduced engine RPM. For example, the processing circuit 102 is configured to reduce the engine speed threshold from a predetermined engine speed threshold to a reduced engine speed threshold, such as from 450 RPM to 300 RPM.

[0147] Next, after the expiration of a predefined time period, the computer-implemented method 300 includes step S120: performing an additional engine restart attempt by the processing circuitry 102 of the computer system 100 by controlling the controllable clutch 14 to restart the engine 12.

[0148] Finally, the computer-implemented method 300 includes step S140: controlling, by the processing circuitry 102 of the computer system 100, the fuel injector 78 to inject a first fuel portion into the engine 12 at a reduced engine speed threshold.

[0149] In Figure 3 the above example, the step of injecting the first fuel portion at a reduced engine speed threshold corresponds to the engine speed used when starting with the starter motor 76. For example, the engine speed is about 300 rpm.

[0150] It should be noted that if the engine is restarted by controlling the controllable clutch 14, an acknowledgement command is fed to the processing circuitry 102. This also means that the engine 12 has been activated. In this way, it is determined that the engine restart attempt is successful. Next, the processing circuitry 102 determines to operate the engine 12 according to any of the following engine operations, which may include any one of a propulsion engine state, an engine braking state, and an idle state.

[0151] In one example, when the engine 12 has been started, fuel is further injected into the cylinders in order to maintain the engine 12 in an active state, such as an idle state, a propulsion state, and / or a load state.

[0152] In one example, the TCU 50 includes the processing circuitry 102, which is configured to perform any one of the exemplary methods 300 described with respect to Figure 2 and Figure 3 In this way, a closed-loop control of the engine restart attempt is provided, where the TCU 50 is operable and ensures vehicle stability without relying on "a priori" data guaranteeing a correct driving situation, such as the estimated vehicle weight, the surface friction coefficient, etc. In such an example, the TCU 50 can operate and ensure vehicle stability when the vehicle is not equipped with the EBS 52 (e.g., including ABS / ESP functions). In other examples, the TCU 50 is configured to interact with the EBS 52 such that data from the EBS 52 can be used in the steps of controlling the engine restart attempt according to any one of the examples in Figure 2 and Figure 3 For example, the EBS 52 can detect excessive braking slip according to data from the wheel sensors 42 and transfer such data to the TCU 50 in order to determine the drop in speed.

[0153] Note that the computer system 100 can be a part of the powertrain 11. In other examples, the computer system 100 and the powertrain 11 can be separate parts configured to communicate with each other. The computer system 100 can be, for example, a part of a remote server or the like. Thus, in some examples, a system including the powertrain 11 and the computer system 100 is provided, where the computer system 100 is configured to communicate with the powertrain 11 to control an engine restart attempt.

[0154] In some examples, a computer program product is provided, the computer program product including program code for performing the method 300 as described above when executed by the processing circuit 102.

[0155] In some examples, a non-transitory computer-readable storage medium including instructions is provided, the instructions causing the processing circuit 102 to perform the method 300 as described above when executed by the processing circuit 102.

[0156] In summary, a computer system 100 for controlling an engine restart attempt of a vehicle 10 while the vehicle 10 is moving is provided, the computer system 100 including a processing circuit 102 configured to: obtain data including a real-time rotational speed level of a powertrain shaft mechanically connected to one or more wheels 21 and any one of the one or more wheels 20, 21, 22s; control a controllable clutch to a torque transfer position allowing the controllable clutch to change torque transfer between the engine 12 and the wheel 21; determine a speed reduction of the rotational speed level based on the received data; determine a period during which the speed reduction extends; determine whether the determined speed reduction exceeds a predetermined threshold level; determine whether the determined period during which the speed reduction extends is within a predetermined threshold period; and determine to abort the engine restart attempt.

[0157] Now, further details of an example of a computer system that can be used as the computer system 100 will be described with respect to Figure 4 a computer system that can be used as the computer system 100 will be described.

[0158] Figure 4FIG. 0 is a schematic diagram of a computer system 400 for implementing the examples disclosed herein. The computer system 400 is adapted to execute instructions from a computer-readable medium to perform these and / or any functions or processes described herein. The computer system 400 may be connected (e.g., networked) to other machines in a LAN (local area network), LIN (local interconnect network), automotive network communication protocol (e.g., FlexRay), intranet, extranet, or the Internet. Although only a single device is shown, the computer system 400 may include any collection of devices that individually or jointly execute an instruction set (or instruction sets) to perform any one or more of the methods discussed herein. Thus, any reference in this disclosure and / or the claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuit, etc. includes a reference to one or more such devices for individually or jointly executing an instruction set (or instruction sets) to perform any one or more of the methods discussed herein. For example, a control system may include a single control unit or multiple control units connected to or otherwise communicatively coupled to each other such that any executed function can be distributed among the control units as needed. Additionally, such devices may communicate with each other or with other devices through various system architectures, such as directly or via a controller area network (CAN) bus, etc.

[0159] The computer system 400 may include at least one computing device or electronic device capable of including firmware, hardware, and / or executing software instructions to implement the functions described herein. The computer system 400 may include a processing circuit 402 (e.g., a processing circuit including one or more processor devices or control units), a memory 404, and a system bus 406. The computer system 400 may include at least one computing device having the processing circuit 402. The system bus 406 provides an interface for system components including, but not limited to, the memory 404 and the processing circuit 402. The processing circuit 402 may include any number of hardware components for performing data or signal processing or for executing computer code stored in the memory 404. The processing circuit 402 may, for example, include a general-purpose processor, a special-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a circuit including processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic devices, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processing circuit 402 may also include computer-executable code for controlling the operation of the programmable device.

[0160] The system bus 406 can be any one of several types of bus structures, which can further be interconnected to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any one of a variety of bus architectures. The memory 404 can be one or more devices for storing data and / or computer code to complete or facilitate the methods described herein. The memory 404 can include database components, object code components, script components, or other types of information structures for supporting the various activities herein. Any distributed or local memory device can be utilized with the systems and methods of this specification. The memory 404 can be communicatively connected to the processing circuit 402 (e.g., via circuitry or any other wired, wireless, or network connection) and can include computer code for performing one or more of the processes described herein. The memory 404 can include non-volatile memory 408 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.) and volatile memory 410 (e.g., random access memory (RAM)), or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and can be accessed by a computer or other machine having the processing circuit 402. The basic input / output system (BIOS) 412 can be stored in the non-volatile memory 408 and can include basic routines that aid in passing information between elements within the computer system 400.

[0161] The computer system 400 can also include or be coupled to a non-transitory computer-readable storage medium such as a storage device 414, which can include, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), an HDD for storage (e.g., EIDE or SATA), flash memory, etc. The storage device 414 and other drives associated with the computer-readable medium and computer-usable medium can provide non-volatile storage of data, data structures, computer-executable instructions, etc.

[0162] Hard-coded or soft-coded computer code can be provided in the form of one or more modules. The modules can be implemented as software and / or hard-coded in circuitry to fully or partially implement the functionality described herein. These modules can be stored in storage device 414 and / or volatile memory 410, which can include operating system 416 and / or one or more program modules 418. All or a portion of the examples disclosed herein can be implemented as a computer program 420 stored on a transient or non-transient computer-usable or computer-readable storage medium (e.g., a single medium or multiple media) such as storage device 414, which includes complex programming instructions (e.g., complex computer-readable program code) that cause processing circuitry 402 to perform the actions described herein. Thus, the computer-readable program code of computer program 420 can include software instructions for implementing the functionality of the examples described herein when executed by processing circuitry 402. In some examples, storage device 414 can be a computer program product (e.g., a readable storage medium) on which computer program 420 is stored, where at least a portion of computer program 420 can be loadable (e.g., loaded into a processor) for implementing the functionality of the examples described herein when executed by processing circuitry 402. Processing circuitry 402 can serve as a controller or control system of computer system 400 for implementing the functionality described herein.

[0163] Computer system 400 can include an input device interface 422 configured to receive inputs and selections to be communicated to computer system 400, such as from a keyboard, mouse, touch-sensitive surface, etc., when executing instructions. Such input devices can be connected to processing circuitry 402 through input device interface 422 coupled to system bus 406, but can be connected through other interfaces (such as a parallel port, Institute of Electrical and Electronics Engineers (IEEE) 1394 serial port, Universal Serial Bus (USB) port, IR interface, etc.). Computer system 400 can include an output device interface 424 configured to forward outputs to, such as, a display, video display unit (e.g., liquid crystal display (LCD) or cathode ray tube (CRT)). Computer system 400 can include a communication interface 426 suitable for communicating with a network, as appropriate or as needed.

[0164] The operation actions described in any of the exemplary aspects herein are provided for example and discussion. These actions can be performed by hardware components, can be embodied in machine-executable instructions to cause a processor to perform these actions, or can be performed by a combination of hardware and software. Although a particular order of method actions may be shown or described, the order of the actions can be different. Additionally, two or more actions can be performed simultaneously or partially simultaneously.

[0165] Furthermore, the present disclosure can be illustrated by any of the following examples.

[0166] Example 1: A computer system 100 for controlling an engine restart attempt of a vehicle 10 while the vehicle 10 is moving. The computer system 100 includes a processing circuit 102 configured to: obtain data including real-time rotational speed levels of a power transmission system shaft 15, 18, 24 mechanically connected to one or more wheels 21 and any one of the one or more wheels 20, 21, 22; control a controllable clutch 14 to a torque transfer position, allowing the controllable clutch 14 to change torque transfer between an engine 12 and wheels 23, 21, 22; determine a speed reduction of the rotational speed level based on the received data; determine a period of time during which the speed reduction extends; determine whether the determined speed reduction exceeds a predetermined threshold level; determine whether the determined period of time during which the speed reduction extends is within a predetermined threshold period of time; and determine to abort an engine restart attempt.

[0167] Example 2: The computer system according to Example 1, wherein the power transmission system shaft mechanically connected to one or more wheels is any one of an internal shaft of a transmission device, an output shaft of the transmission device, and a driven axle of a wheel.

[0168] Example 3: The computer system according to Example 1 or 2, wherein the real-time rotational speed level of the power transmission system shaft is obtained from a sensor configured to measure a speed parameter.

[0169] Example 4: The computer system according to any one of Examples 1 to 3, wherein the real-time rotational speed level of the wheel is obtained from one or more wheel sensors.

[0170] Example 5: The computer system according to Example 4, wherein the speed reduction is determined by comparing the rotational speed level of a driven wheel with the rotational speed level of a non-driven wheel.

[0171] Example 6: The computer system according to any one of Examples 1 to 5, wherein in response to the determined abort of a clutch-controllable engine restart attempt, the processing circuit is configured to warn a user of the vehicle about the aborted engine restart attempt.

[0172] Example 7: The computer system according to any one of Examples 1 to 6, wherein in response to the determined abort of a clutch-controllable engine restart attempt, the processing circuit is further configured to perform an additional engine restart attempt.

[0173] Example 8: The computer system according to Example 7, wherein the processing circuit is configured to determine to defer an additional engine restart attempt for a predefined period of time; determine to lower an engine speed threshold for a time period that continues to allow fuel injection into the engine; after the predefined period of time has expired, perform a second engine restart attempt by controlling a controllable clutch to restart the engine, while further allowing a fuel injector to inject a first portion of fuel into the engine at the lowered engine speed threshold.

[0174] Example 9: wherein the processing circuit is configured to inject a first portion of fuel at a lowered engine speed corresponding to the engine speed used when starting with the in-use starter motor 76.

[0175] Example 10: The computer system according to Example 7, wherein the additional engine restart attempt is performed by the starter motor 76.

[0176] Example 11: The computer system according to any one of Examples 1 to 10, wherein the processing circuit is configured to automatically initiate an engine restart attempt by receiving a control command from an automatically controlled engine starting system 54.

[0177] Example 12: A power transmission system comprising a computer system according to any one of Examples 1 to 11, an internal combustion engine, a controllable clutch, a transmission, the transmission being coupled to the engine via the controllable clutch, and wherein the transmission further includes an output shaft configured to be coupled to a driven axle of a set of wheels.

[0178] Example 13: The power transmission system according to Example 12, further comprising a starter motor.

[0179] Example 14: A vehicle 1 comprising a computer system according to any one of Examples 1 to 10 and / or a power transmission system according to any one of Examples 12 to 13.

[0180] Example 15: The vehicle according to Example 14, wherein the vehicle is a non-electric heavy vehicle.

[0181] Example 16: A computer-implemented method for controlling an engine restart attempt of a vehicle while the vehicle is in motion, the method comprising: obtaining, by a processing system 102 of a computer system, S10 data including a real-time rotational speed level of a powertrain shaft mechanically connected to one or more wheels 21 and any one of one or more wheels 20, 21, 22; controlling, by the processing system 102 of the computer system, an S20 controllable clutch to a torque transfer position to allow the controllable clutch to change torque transfer between the engine and the wheels; determining, by a processing circuit 102 of the computer system, an S30 speed reduction of the rotational speed level based on the received data; determining, by the processing circuit 102 of the computer system, an S40 period of time during which the speed reduction extends; determining, by the processing circuit 102 of the computer system, whether S50 the determined speed reduction exceeds a predetermined threshold level; determining, by the processing circuit 102 of the computer system, whether S60 the determined period of time during which the speed reduction extends is within a predetermined threshold period of time; and determining, by the processing circuit 102 of the computer system, S70 to abort an engine restart attempt.

[0182] Example 17: A computer program product comprising program code that, when executed by a processing circuit, performs the method according to Example 16.

[0183] Example 18: A non-transitory computer-readable storage medium comprising instructions that, when executed by a processing circuit, cause the processing circuit to perform the method according to Example 16.

[0184] As used herein, the term "operatively connected" generally means that a first component has an operative relationship with another second component. For example, the term "operatively connected" means that the first component is connectable to or connected to the second component in a manner that permits rotational movement and / or rotational torque to be transferred from the first component to the second component. Thus, the term encompasses a functional configuration in which the two components are connected such that the rotational speed of the first component corresponds to the rotational speed of the second component. However, the term also encompasses a functional configuration in which there is a ratio between the rotational movement of the first component and the rotational movement of the second component (i.e., the rotational speed of the second component is proportional to the rotational speed of the first component).

[0185] The terms used herein are for the purpose of describing particular aspects only and are not intended to limit the present disclosure. As used herein, unless the context clearly dictates otherwise, the singular forms "a" and "the" are intended to include the plural forms as well. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It should also be understood that the terms "comprises," "comprising," "includes," and / or "including," when used herein, specify the presence of stated features, integers, acts, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, acts, steps, operations, elements, components, and / or groups thereof.

[0186] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, without departing from the scope of the present disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0187] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of one element to another element, as shown in the figures. It should be understood that these terms, as well as those discussed above, are intended to cover different device orientations in addition to the orientation depicted in the figures. It should be understood that when an element is referred to as "connected" or "coupled" to another element, the element may be directly connected or directly coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as "directly connected" or "directly coupled" to another element, no intervening elements are present.

[0188] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It should also be understood that, unless explicitly defined herein, the terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense.

[0189] It should be understood that the present disclosure is not limited to the aspects described above and shown in the figures; rather, those skilled in the art will recognize that many changes and modifications can be made within the scope of the present disclosure and the appended claims. In the figures and the specification, the aspects have been disclosed for illustrative purposes only and not for purposes of limitation, and the scope of the disclosure is set forth in the appended claims.

Claims

1. A computer system (100) for controlling an engine restart attempt of a vehicle (10) while the vehicle (10) is moving, the computer system comprising a processing circuit (102) configured to: - obtaining data including a driveline shaft mechanically connected to one or more wheels and a real-time rotational speed level of any of the one or more wheels; - controlling a controllable clutch (14) to a torque transfer position, allowing the controllable clutch to vary the torque transfer between the engine and the one or more wheels; - determining a speed reduction of said rotational speed level based on the received data; - determining the time period for which said speed reduction is extended; - determining whether the determined speed reduction exceeds a predetermined threshold level; - determining whether the determined time period for which the speed reduction is extended is within a predetermined threshold time period; as well as - confirming that said attempt to restart the engine is aborted.

2. The computer system of claim 1, wherein the driveline shaft mechanically connected to one or more wheels is any one of an internal shaft of a transmission device, an output shaft of a transmission device, and a driven wheel axle.

3. The computer system of claim 1 or 2, wherein the real-time rotational speed level of the powertrain shaft is obtained from a sensor configured to measure a speed parameter.

4. The computer system of any one of claims 1 to 3, wherein the real-time rotation speed level of the one or more wheels is obtained from one or more wheel sensors.

5. The computer system of claim 4, wherein the speed reduction is determined by comparing the rotational speed level of the driven wheels (21) with the rotational speed level of the non-driven wheels (22).

6. The computer system of any one of claims 1 to 5, wherein in response to the determined abort of the clutch-controlled restart engine attempt, the processing circuit is configured to alert a user of the vehicle of the aborted restart engine attempt.

7. The computer system of any one of claims 1 to 6, wherein in response to the determined suspension of the clutch-controlled restart engine attempt, the processing circuit is further configured to perform an additional restart engine attempt.

8. A computer system according to claim 7, wherein the processing circuit is configured to determine to postpone the additional engine restart attempt for a predefined time period; reduce the engine speed threshold for a period of time that allows fuel to be injected into the engine; and after the expiration of the predefined time period, perform the additional engine restart attempt by controlling a controllable clutch to restart the engine, while further allowing a fuel injector to inject a first fuel portion into the engine at the reduced engine speed threshold.

9. The computer system of claim 7, wherein the additional engine restart attempt is performed by a starter motor (76).

10. The computer system of any one of claims 1 to 9, wherein the processing circuit is configured to automatically initiate the engine restart attempt by receiving a control command from an automatically controlled engine starting system (54).

11. A powertrain system (11) comprising a computer system according to any one of claims 1 to 10, an internal combustion engine, a controllable clutch, a transmission device, the transmission device being coupled to the engine via the controllable clutch, and wherein the transmission further comprises an output shaft configured to be coupled to a driven wheel axle.

12. A vehicle (10) comprising a computer system according to any one of claims 1 to 10 and / or a powertrain according to claim 11.

13. A computer-implemented method for controlling engine restart attempts of a vehicle while the vehicle is moving, wherein the method comprises: obtaining (S10) data by a processing circuit (102) of a computer system, the data comprising a real-time rotational speed level of a driveline shaft mechanically connected to one or more wheels and any of the one or more wheels; controlling (S20) a controllable clutch to a torque transfer position by the processing system (102) of the computer system, allowing the controllable clutch to change the torque transfer between the engine and the one or more wheels; determining (S30) a speed reduction of the rotation speed level based on the received data by the processing circuit (102) of the computer system; determining (S40), by the processing circuit (102) of the computer system, a time period for which the speed reduction is extended; determining (S50), by the processing circuit (102) of the computer system, whether the determined speed reduction exceeds a predetermined threshold level; determining (S60), by the processing circuit (102) of the computer system, whether the determined time period for which the speed reduction is extended is within a predetermined threshold time period; as well as A determination (S70) is made by the processing circuit (102) of the computer system to abort the attempt to restart the engine.

14. A computer program product comprising program code for performing the method according to claim 13 when the program code is executed by the processing circuit.

15. A non-transitory computer-readable storage medium comprising instructions that, when executed by the processing circuit, cause the processing circuit to perform the method of claim 13.

Images