Predictive engine start-stop based on clutch energy

Abstract

A predictive engine start-stop based on clutch energy is accomplished by a computer system (100) including processing circuitry (102) configured to determine an energy level in a controllable clutch (14) between a gearbox (16) and an internal combustion engine (12) of a vehicle powertrain, the energy level indicates energy generated in the clutch during a duration before determining the energy level; at least one of an engine start function (54, 104) and an engine shutdown function (54, 106) is controlled in accordance with the determined relationship of the energy level to the energy threshold level.

Description

Technical Field

[0001] The present disclosure generally relates to controlling internal combustion engine starting and stopping. In particular aspects, the present disclosure relates to predictive engine stop-start based on clutch energy. The present disclosure may be applicable to heavy vehicles such as trucks, buses, and construction equipment, as well as other vehicle types. 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] During vehicle idling, the internal combustion engine can be shut down to save fuel. When the engine is started again, a starter motor is usually employed to spin up the engine. However, the life of a starter motor is limited, and overuse of the starter motor runs the risk of draining the battery that powers the starter motor.

[0003] While another option is to start the engine using the clutch, this may wear out the clutch unnecessarily quickly. Summary of the invention

[0004] According to a first aspect of the present disclosure, a computer system is provided comprising a processing circuit configured to: determine an energy level in a controllable clutch between a transmission and an internal combustion engine of a vehicle powertrain system, the energy level indicating energy generated in the clutch during a duration prior to determining the energy level; and control at least one of an engine start function and an engine shut down function based on a relationship between the determined energy level and an energy threshold level.

[0005] A first aspect of the present disclosure may seek to enable efficient use of a clutch for engine starting and engine stopping. Technical advantages may include reduced wear on the clutch when using the clutch to start the engine.

[0006] Optionally, in some examples, including in at least one preferred example, the processing circuit may also be configured to determine energy levels and control engine start and engine shutoff functions during coasting of the vehicle. Vehicle coasting is an advantageous situation in which the clutch may be advantageously used for engine starting.

[0007] Optionally, in some examples, including in at least one preferred example, the processing circuit can also be configured to control at least one of the engine start function and the engine shutoff function only when the determined energy level is below a threshold energy level. Technical advantages can include reduced wear on the clutch because the engine start and engine shutoff functions are used only when the energy level is below the threshold.

[0008] Optionally, in some examples, including at least one preferred example, the processing circuit can also be configured to: calculate a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy resulting from using the clutch to perform the engine starting function; determine that the predicted energy level is below an energy threshold level; and control the clutch to perform the engine starting function. Technical advantages can include that the clutch can be used to start the engine only when wear of the clutch can be kept low, thereby minimizing wear while still allowing use of the clutch while avoiding use of the starter motor.

[0009] Optionally, in some examples, including at least one preferred example, the processing circuit can also be configured to: calculate a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to perform the engine starting function; determine that the predicted energy level exceeds or equals an energy threshold level; and control the starter motor to perform the engine starting function. Technical advantages can include avoiding excessive wear of the clutch, thereby extending its service life.

[0010] Optionally, in some examples, including at least one preferred example, the processing circuit can also be configured to: calculate a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to enable the engine start function; determine that the predicted energy level exceeds or equals an energy threshold level; and control the engine shutoff function and the engine start function to avoid engine shutoff. Technical advantages can include avoiding excessive wear on the clutch and starter motor because the engine remains on.

[0011] Optionally, in some examples, including at least one preferred example, the processing circuit can also be configured to: calculate a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to enable the engine start function; determine that the predicted energy level is below an energy threshold level; and control the engine shutoff function and the engine start function to shut down the engine. Technical advantages can include reduced fuel consumption.

[0012] Optionally, in some examples, including at least one preferred example, the processing circuit can also be configured to: determine the energy level in the clutch in response to at least one of the following occurring: a vehicle driving start with the internal combustion engine running; using the clutch to start the internal combustion engine while the vehicle is moving; and a gear shift that uses the clutch to achieve engine acceleration without the need for fuel injection. Technical advantages can include that the processing circuit only needs to operate the method when it is most needed, thereby optimizing the use of the processing circuit.

[0013] A vehicle powertrain system is also provided, comprising a gearbox, an internal combustion engine and a controllable clutch, wherein the gearbox is connected to the internal combustion engine via the controllable clutch, and the vehicle powertrain system further comprises the computer system of any one of the first aspects.

[0014] There is also provided a vehicle comprising the computer system and / or the powertrain of the first aspect.

[0015] According to a second aspect of the present disclosure, a computer-implemented method is provided, comprising: determining, by a processing circuit of a computer system, an energy level in a controllable clutch between a transmission and an internal combustion engine of a vehicle powertrain system, the energy level indicating energy generated in the clutch during a duration before the energy level is determined; and controlling, by the processing circuit, at least one of an engine start function and an engine shutdown function based on a relationship between the determined energy level and an energy threshold level.

[0016] A second aspect of the present disclosure may seek to achieve efficient use of a clutch for engine starting and engine stopping. Technical advantages may include reduced wear on the clutch when using the clutch to start the engine.

[0017] Optionally, in some examples, including in at least one preferred example, the method may include: determining, by the processing circuit, the energy level and controlling the engine start function and the engine stop function during coasting of the vehicle. Vehicle coasting is one advantageous situation in which the clutch may be advantageously used for engine starting and / or engine stopping.

[0018] Optionally, in some examples, including in at least one preferred example, the method may include controlling, by the processing circuit, at least one of an engine start function and an engine shutoff function only when the determined energy level is below a threshold energy level. Technical advantages may include reduced wear on the clutch because engine start and engine shutoff are used only when the energy level is below a threshold.

[0019] Optionally, in some examples, including in at least one preferred example, the method may include: calculating, by the processing circuit, a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy resulting from using the clutch to perform the engine starting function; determining, by the processing circuit, that the predicted energy level is below a threshold energy level; and controlling, by the processing circuit, the clutch to perform the engine starting function. Technical advantages may include that the clutch may be used to start the engine only when wear of the clutch can be kept low, thereby minimizing wear while still allowing use of the clutch while avoiding use of the starter motor.

[0020] Optionally, in some examples, including at least one preferred example, the method may include: calculating, by the processing circuit, a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to perform the engine starting function; determining, by the processing circuit, that the predicted energy level exceeds or equals an energy threshold level; and controlling, by the processing circuit, the starter motor to perform the engine starting function. Technical advantages may include avoiding excessive wear of the clutch, thereby extending its useful life.

[0021] Optionally, in some examples, including at least one preferred example, the method may include: calculating, by the processing circuit, a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to enable the engine starting function; determining, by the processing circuit, that the predicted energy level exceeds or equals an energy threshold level; and controlling, by the processing circuit, the engine shutoff function and the engine starting function to avoid engine shutoff. Technical advantages may include avoiding excessive wear on the clutch and starter motor because the engine remains on.

[0022] Optionally, in some examples, including at least one preferred example, the method may include: calculating, by the processing circuit, a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy resulting from using the clutch to enable the engine start function; determining, by the processing circuit, that the predicted energy level is below an energy threshold level; and controlling, by the processing circuit, the engine shutoff function and the engine start function to shut down the engine. Technical advantages may include reduced fuel consumption.

[0023] Optionally, in some examples, including at least one preferred example, the method may include: determining, by the processing circuit, an energy level in the clutch in response to at least one of the following occurring: a vehicle driving start with the internal combustion engine running; using the clutch to start the internal combustion engine while the vehicle is moving; and a gear shift that uses the clutch to achieve engine acceleration without the need for fuel injection. Technical advantages may include that the processing circuit only needs to operate the method when it is most needed, thereby optimizing the use of the processing circuit.

[0024] There is also provided a computer program product comprising program code which, when executed by a processing circuit, performs the method of the second aspect.

[0025] There is also provided a non-transitory computer-readable storage medium comprising instructions which, when executed by a processing circuit, cause the processing circuit to perform the method of the second aspect.

[0026] The disclosed aspects, examples (including any preferred examples) and / or the appended claims can be appropriately combined with each other, which is obvious to any ordinary technician in the art. Additional features and advantages are disclosed in the detailed description, claims and drawings, and will be partly obvious to those skilled in the art or recognized by practicing the present disclosure as described herein.

[0027] Also disclosed herein are computer systems, control units, code modules, computer-implemented methods, computer-readable media and computer program products associated with the technical advantages discussed above. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 An exemplary vehicle including a computer system according to an example is schematically shown.

[0029] Figure 2 is a flowchart of an exemplary method for controlling engine start and engine shutdown.

[0030] Figure 3 is according to an example according to Figure 1 Another view of the computer system is shown.

[0031] Figure 4 is a flowchart of an exemplary method for controlling engine start and engine shutdown according to an example.

[0032] Figure 5 is a schematic diagram of an exemplary computer system for implementing the examples disclosed herein. DETAILED DESCRIPTION

[0033] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the present disclosure.

[0034] The present disclosure is at least partly based on the recognition that restarting the engine while the vehicle is in motion can still be challenging for providing the 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 of internal combustion engines and reducing emissions. One technology designed to improve fuel efficiency and reduce emissions is an automatically controlled engine start system. The automatically controlled engine start system is herein a component of the so-called automatic and predictive engine stop-start system of the vehicle. The 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 the engine.

[0035] While the use of automatic and predictive engine stop-start systems in heavy-duty vehicles has provided a positive impact on the operation of the vehicle, challenges remain in further improving the operation of restarting the engine.

[0036] In one example, the engine may be restarted by a conventional starter motor. In other examples, the engine may be restarted by controlling a clutch between the engine and the transmission. In other words, an automatic and predictive engine stop-start system may be designed to start the engine by closing the clutch. A potential disadvantage is that starting the engine with the clutch means generating heat in the clutch, raising the temperature of its surface, and clutch wear is largely dependent on its temperature.

[0037] To solve this problem, the present disclosure provides a control strategy to control engine starting and engine stopping according to the current energy level in the clutch.

[0038] The present disclosure may seek to improve or at least ensure that engine starting and engine stopping are properly controlled using a clutch or starter motor in an efficient manner to ensure that the energy generated in the clutch remains below a threshold.

[0039] Using the clutch to restart the engine while the vehicle is moving is particularly useful for heavy vehicles that operate in a so-called idling mode. Idling in the context of the present disclosure refers to a mode of operation 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 the engine power output. This is in contrast to normal operation of the vehicle, in which the engine is engaged and provides power to the wheels to propel the vehicle forward.

[0040] The purpose of idling a heavy vehicle is to save fuel and reduce engine load under certain driving conditions. It is often used when the vehicle is driving downhill or on a slope. By disengaging the engine and allowing the vehicle to coast freely, a heavy vehicle can use gravity to maintain or increase speed while consuming minimal fuel. This is particularly useful for improving fuel efficiency and reducing wear on the brake system during downhill driving.

[0041] Idle may 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 initiates idle, the transmission is typically shifted to a neutral or coasting position, decoupling the engine from the driveline. In some cases, the engine may idle at a minimum rpm to maintain basic functions such as power steering and braking.

[0042] Idling can also include (in addition to disengaging the transmission) a specific operating mode in which the engine is stopped. This operating mode can be expressed as an idling mode when the engine is stopped. When restarting the engine after an idling period in which the engine is stopped, it may be beneficial to use a clutch rather than a starter motor to speed up the engine. The reason for using a clutch to restart the engine is that the life of the starter motor may be more limiting than the life of the clutch system. Another reason is that due to the fact that the energy used to actuate the starter motor passes through the AC generator, it is generally more fuel-efficient and less energy lost overall to start the engine with a clutch rather than a starter motor. However, this article proposes using a clutch based on the relationship between the energy in the clutch and the threshold.

[0043] Additionally, the starter motor may also be dependent on the battery system's state of charge. Since the battery system also powers other functions within the vehicle, if the system voltage is low, there may be a risk of partial power outage during an attempt to start the engine using the starter motor.

[0044] To this end, the present disclosure proposes determining an energy level in a controllable clutch between a transmission and an internal combustion engine of a vehicle powertrain, the energy level being indicative of energy generated in the clutch during a duration prior to determining the energy level. The duration immediately precedes the instance of determining the energy level and may reflect the time when energy is generated in the clutch. Controlling at least one of an engine start function and an engine shut-off function is then dependent on the relationship of the determined energy level to an energy threshold level. 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 vehicle.

[0045] Figure 1 An exemplary vehicle 10 is schematically shown. Figure 1 The vehicle 10 in FIG. 1 includes a power transmission system 11 . The power transmission system 11 is suitable for providing power to the vehicle 10 .

[0046] In addition, if Figure 1 , the vehicle 10 includes a computer system 100. In this example, the powertrain 11 includes the computer system 100. In other examples, the computer system 100 is a separate part of the vehicle that is configured to communicate with the powertrain 11. The computer system 100 can also be a remote server configured to communicate with the powertrain 11.

[0047] The computer system 100 is configured to control the powertrain 11. In addition, the computer system 100 is intended to control an engine start function and an engine stop function of the vehicle 10. Thus, the computer system 100 is configured to control the start and stop of the engine 12 of the vehicle 10.

[0048] Computer system 100 here includes processing circuitry 102. The operation of processing circuitry 102 will be further described herein.

[0049] exist Figure 1 In the embodiment, the computer system 100 also includes a memory 104 and a system bus 106. Figure 5 Further optional technical details of these components and computer system 100 are described.

[0050] Go to again Figure 1 , the powertrain 11 includes an internal combustion engine 12. For ease of reference, the internal combustion engine will be referred to as the engine. The engine 12 includes at least one cylinder 74 having a combustion chamber 70 and a reciprocating piston 72. More specifically, the engine 12 includes a plurality of cylinders 74, each cylinder having a corresponding combustion chamber 70 and a corresponding piston 72 disposed therein.

[0051] The powertrain system 11 also includes a fuel injector 78, such as Figure 1 As shown. The fuel injector 78 is an integral part of the engine 12. The fuel injector 78 is configured to inject fuel into the engine 12. The fuel injector 78 can be any suitable type of injector capable of injecting fuel (such as diesel, gaseous fuel, etc.). Typically, the fuel injector 78 is arranged in the cylinder 74 and is axially located above the piston 72. Each of the cylinders 74 of the engine 12 includes a corresponding fuel injector 78. The fuel injector 78 can be controlled by the computer system 100. For example, the fuel injector 78 can be controlled by the processing circuit 102 of the computer system 100.

[0052] The engine 12 is configured to output a rotational speed via an engine output shaft 13, such as Figure 1 Therefore, the power transmission system 11 includes an engine output shaft 13 .

[0053] The engine 12 is typically configured to operate in a conventional four-stroke manner, i.e., 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 operate according to the diesel process. For example, the engine 12 is a compression ignition internal combustion engine. The engine 12 may also be configured to operate in other types of configurations or by other types of fuels. The components of the engine are well known and therefore will not be further described herein.

[0054] 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 12 to allow the starter motor 76 to rotate and start the engine 12, as is well known in the art. Thus, the starter motor 76 is configured to rotate and start the engine 12. Engine rotation starting is performed by controlling the starter motor 76 to engage the flywheel to initiate combustion.

[0055] In addition, the powertrain 11 includes a transmission device 17. The transmission device 17 includes a transmission or gearbox 16 and a controllable clutch 14.

[0056] 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.

[0057] The transmission device 17 is operatively connected to the engine 12 via a transmission input shaft 15. 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.

[0058] 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.

[0059] As Figure 1 shown, the vehicle 10 includes a pair of front wheels 22 and the pair of rear wheels 21 herein. In addition, the rear wheels 21 are driven wheels herein, while the front wheels 22 are non-driven wheels. The driven wheels 21 are operatively connected to corresponding rotating driven axles 24. The non-driven wheels 22 are operatively connected to corresponding rotating non-driven axles 26. Generally, the vehicle 10 includes one or more driven wheels and one or more non-driven wheels. The driven wheels 21 are driven by the powertrain 11.

[0060] Thus, the pair of front wheels 22 are operatively connected to the corresponding non-driven axles 26 herein. In a similar manner, the pair of rear wheels 21 are operatively connected to the corresponding driven axles 24 herein.

[0061] The transmission device 17 is one of a semi-automatic transmission device or an automatic transmission device. Automatic transmission devices are commonly used in heavy vehicles to control the engagement and disengagement of, for example, an automatic disc clutch between the engine and the transmission device. The automatic transmission device is generally composed of an input shaft 15, an intermediate shaft 16a, and an inner main shaft (not shown), the intermediate shaft having at least one gear engaged with a gear on the input shaft 15, and the inner main shaft having a gear engaged with a gear on the intermediate shaft 16a. The inner main shaft is also connected to a transmission output shaft 18, which is coupled to a drive wheel 21 via, for example, a drive shaft 24.

[0062] The drive shaft 24 rotates at a certain rotation speed when the vehicle 10 moves. Therefore, the drive shaft 24 has a corresponding rotation speed. The drive shaft 24 is another example of a drivetrain shaft.

[0063] In one example, when the transmission device 17 includes the intermediate shaft 16a disposed in the transmission device 17, the transmission intermediate shaft 16a rotates at a certain rotation speed when the vehicle moves. Therefore, the transmission intermediate shaft 16a has a corresponding rotation speed. The transmission intermediate shaft 16a is another example of a powertrain shaft.

[0064] The transmission device 17 may be an automatic manual transmission (AMT) configured to transmit torque to the drive wheels 21. Typically, the transmission device 17 is configured to transmit torque to the drive wheels 21 via a transmission output shaft 18, via one or more driven wheel shafts 24, etc. In other words, the vehicle 10 is typically provided with an engine 12 that is operably connected to the transmission device 17, such as an automatic manual transmission (AMT), for transmitting torque to the vehicle driven wheels 21.

[0065] As mentioned above and also Figure 1 As shown, the powertrain 11 also includes a clutch 14. The clutch 14 is a controllable clutch. The controllable clutch 14 can be controlled by the processing circuit 102 of the computer system 100, for example, as will be further described herein. Therefore, the term controllable clutch refers to a clutch that is configured to be controllable by a processing circuit (such as the processing circuit 102). For ease of reference, the controllable clutch may be referred to as the clutch 14. The clutch 14 can be arranged in the powertrain 11 in several ways. In Figure 1, a controllable clutch 14 is arranged between the engine 12 and the gearbox 16 of the transmission device 17. The controllable clutch 14 is configured to operably connect the transmission device 17 with 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 gear is 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 known in the art, the transmission device 17 and the clutch 14 are thereby operable to select a gear ratio between the engine 12 and a pair of driven wheels 21.

[0066] Although Figure 1 An example is schematically shown in which the transmission device 17 comprises a controllable clutch 14 , but the controllable clutch 14 may also be a separate device of the drivetrain 11 .

[0067] The controllable clutch 14 may include various components, including a pressure plate 14b and a clutch plate 14a (also referred to as a friction plate) between a flywheel (not shown) of the engine and an input shaft 15 of the transmission. When the clutch 14 is engaged, the clutch plate 14a is pressed against the flywheel, thereby achieving power transmission. The pressure plate 14b is responsible for applying force to the clutch plate 14a to keep it engaged with the flywheel. The controllable clutch 14 may also generally include a bearing (such as a thrust bearing) and a clutch fork. These components are well-known components of the clutch. The relative speed between the pressure plate 14b and the clutch plate 14a is referred to as, for example, a slip speed, a clutch slip, or a slip speed.

[0068] The controllable clutch 14 further comprises 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 14b, as is known in the art.

[0069] 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. Therefore, 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 multiple clutch unit.

[0070] 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, such as Figure 1shown.

[0071] The controllable clutch 14 allows the computer system 100 to engage or disengage the power of the engine to the wheels 20. Thus, the controllable clutch 14 is configured to engage and disengage the engine 12 from the gearbox 16. The controllable clutch 14 can also be used to achieve a smooth start through a clutch control that 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 can be used to restart the engine 12.

[0072] Optionally, the vehicle 10 further comprises a differential function 19 arranged between the pair of driven wheels 21 and the transmission arrangement 17. The differential function 19 operatively connects the output shaft 18 of the transmission arrangement 17 with the driven axle 24. The differential function 19 is a well-known standard component and is therefore not further described herein.

[0073] The vehicle 10 may optionally include a service brake unit (not shown). The service brake unit may be a wet brake type or a dry brake type. The service brake unit is typically configured to perform a brake function. For example, the service brake unit is a wheel brake. In addition, a service brake unit may also be provided for each wheel.

[0074] The powertrain 11 also includes one or more sensors configured to measure a speed parameter. The vehicle 10 includes one or more sensors configured to measure a speed parameter. Figure 1 , 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 a speed parameter, 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. Thus, the processing circuit 102 is configured to obtain the real-time rotational speed level of the input shaft 15 from the sensor 40. For example, the processing circuit 102 may calculate the rotational speed difference of the input shaft 15 between two different time instances.

[0075] Additionally, the speed sensor 39 is configured to measure the rotational speed of the output shaft 13 , for example, by measuring the speed at a flywheel of the engine 12 .

[0076] Additionally or alternatively, Figure 1, the powertrain 11 optionally includes a speed sensor 41 configured to determine the rotational speed of the output shaft 18 of the transmission 18. 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 may be transmitted to the processing circuit 102. Thus, the processing circuit 102 is configured to obtain the real-time rotational speed level of the output shaft 18 from the sensor 41.

[0077] Additionally or alternatively, Figure 1 , the powertrain 11 optionally includes a speed sensor 43 configured to determine the rotational speed of the intermediate shaft 16a of the transmission 18. 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 can be transmitted to the processing circuit 102. Thus, the processing circuit 102 is configured to obtain the real-time rotational speed level of the intermediate shaft 16a from the sensor 43.

[0078] Most importantly, the slip or slip speed of clutch 14 (ie, the differential speed between pressure plate 14 b and clutch plate 14 a ) can be determined based on the difference between the speed measured by sensor 40 and the speed measured by sensor 39 .

[0079] If desired, the rotational speed of input shaft 15 may be calculated based on the rotational speed at one or more of shafts 16a and based on knowledge of the gear ratio and / or transmission of gearbox 16. For completeness, the vehicle may include wheel speed sensors 42.

[0080] Each of the sensors 39 and 40, and optionally the sensors 41 and 43, are configured to communicate with the processing circuit 102 of the computer system 100. In this manner, each of the sensors 39, 40, and optionally the sensors 41 and 43, are configured to measure the rotational speed level of the corresponding axle and / or wheel and transmit the rotational speed level to the processing circuit 102. Thus, the processing circuit 102 is configured to obtain real-time data about the rotational speed level of the corresponding axle and / or wheel.

[0081] Turning again to the transmission device 17. The transmission device 17 may be configured to be controlled by the driver and / or automatically via an electronic control unit (ECU). An example of an ECU is a transmission control unit. Figure 1 In the embodiment, the powertrain system 11 includes a transmission control unit (TCU) 50. For example, the TCU 50 is a component of the computer system 100. The TCU 50 is configured to control the transmission device 17. Therefore, the TCU 50 is configured to control the controllable clutch 14 and the gearbox 16.

[0082] The computer system 100 may also include an automatically controlled engine start and stop system 54. The automatically controlled engine start and stop system 54 is configured to automatically control the operation of restarting the engine 12 when the vehicle 10 is moving. The automatically controlled engine start and stop system 54 is herein a component of an automatic and predictive engine stop-start system. Such a system is configured to predict appropriate circumstances in which the engine may be stopped and restarted while the vehicle 10 is moving, and is also configured to control the stopping and restarting of the engine 12 while the vehicle 10 is moving. The automatically controlled engine start system 54 may include a predictive cruise control system, or at least be configured to communicate with a predictive cruise control system of the vehicle 10. Thus, the computer system 100 may also include a predictive cruise control system. The predictive cruise control system is configured to control the powertrain 11 based on predicted changes associated with the route ahead of the vehicle 10. Predictive cruise control systems may generally be configured to control the vehicle 10 based on terrain and route data. Predictive cruise control systems may include or communicate with: radar or lidar sensors for detecting vehicles and obstacles ahead; camera systems for providing visual data about road and traffic conditions; GPS (Global Positioning System) for determining the vehicle's location. Predictive cruise control systems may also be configured to provide or obtain information about 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.

[0083] like Figure 1 , the TCU 50 is also configured to communicate with an automatically controlled engine start and stop system 54. Thus, the TCU 50 can control the controllable clutch 14 in response to data from the automatically controlled engine start and stop system 54. In addition, the TCU 50 is configured here to communicate with an electronic brake system (EBS) 52. The processing circuit 102 can be an integral part of the TCU, or a separate part configured to communicate with the TCU 50.

[0084] An exemplary set of operations for controlling engine starting and engine stopping according to examples herein will be further described below. The engine start and stop function 54 is executed and controlled by the computer system 100 .

[0085] Processing circuit 102 is configured to determine an energy level in a controllable clutch 14 between a gearbox 16 and an internal combustion engine 12 of a powertrain 11 of a vehicle 10. The energy level indicates energy produced in the clutch 14 during a duration prior to determining the energy level.

[0086] This duration immediately precedes the determination of the energy level and reflects the time window to accurately determine the energy.

[0087] Determining the energy level may be based on various parameters and calculating the energy level (such as thermal energy) in the clutch itself is known in the art, and a few examples will be briefly discussed herein. For example, the processing circuit 102 may calculate the generated energy based on the thermal energy generated therein due to friction between the sliding surfaces of the clutch.

[0088] Energy can be calculated based on the friction coefficient between the clutch plate 14a and the pressure plate 14b, the contact force between the clutch plate 14a and the pressure plate 14b, the friction radius of the clutch plates 14a-14b, and the sliding speed between the clutch plates 14a and the pressure plate 14b, integrated over a time window during which the clutch is slipping or sliding and the duration energy is calculated. The sliding speed is the relative sliding speed (in rad / s) between the mating surfaces of the clutch plate 14a and the pressure plate 14b.

[0089] The slip speed may also be referred to as clutch slip and slip speed, and is typically the relative rotational speed between the clutch plate 14a and the pressure plate 14b of the clutch 14, and may be calculated based on measurement data provided from a sensor 40 measuring the rotational speed of the input shaft 15 and measurement data provided from a sensor 39 measuring the rotational speed of the output shaft 13.

[0090] The power delivered to the clutch via the engine's output shaft 13 can be calculated from the torque generated by the engine based on the amount of fuel injected by the fuel injector 78. The energy in the clutch 14 can be calculated by multiplying the clutch torque (Nm) by the clutch slip speed (rad / s) and integrating over the time window of clutch slip or slippage.

[0091] In another possible approach, the engine's moment of inertia and the engine's friction torque are measured in the laboratory using a rig, and the slip velocity in the clutch is used to calculate the average torque across the clutch over a time window. The torque acting on the engine can be calculated by the rotational version of Newton's second law of motion:

[0092] The total torque acting on the engine [Nm] = the moment of inertia in the engine [kg*m^2] * the average angular acceleration in the engine [rad / s^2].

[0093] The average torque in the clutch [Nm] becomes =

[0094] Moment of inertia in the engine [kg*m^2] * average angular acceleration in the engine [rad / s^2] + friction torque of the engine [Nm] – average combustion torque [Nm].

[0095] If no fuel is injected, the sum of the actuation torque on the engine is the clutch torque and the friction torque of the engine 12. In this case, the combustion torque is negligible or zero. Therefore, the average torque in the clutch [Nm] becomes =

[0096] The moment of inertia in the engine [kg*m^2] * the average angular acceleration in the engine [rad / s^2] + the friction torque of the engine [Nm].

[0097] The friction torque is measured in bench testing and is known. The moment of inertia of the engine is known from drawings (e.g., CAD) or from measurements made previously. The average angular acceleration is calculated from the start and end speeds of the clutch 14 and the time of the process. The slip speed is measured at the beginning and end of the process, giving the average slip speed.

[0098] The heat energy generated [J] becomes =

[0099] Average slip speed [rad / s] * average clutch torque [Nm] * time [s].

[0100] The processing circuit 102 controls at least one of an engine start function and an engine shut down function of the engine system 54 based on the determined relationship of the energy level to the energy threshold level.

[0101] Generally speaking, clutch wear depends on the energy level in the clutch. The higher the energy level, the more severe the clutch wear. Therefore, it is desirable to avoid high energy in the clutch.

[0102] Preferably, the energy threshold level is associated with excessive clutch wear. That is, the energy threshold level is set to minimize or maintain low clutch wear while still allowing the clutch to start the engine without shortening the predetermined life of the clutch 14.

[0103] The energy threshold level associated with excessive clutch wear may be adjusted based on the specific vehicle type and vehicle usage to ensure the clutch does not wear too quickly and can be used as expected for normal operation or life expectancy.

[0104] The plates of the clutch are provided with a clutch friction lining or friction facing of a given thickness. The combination of the initial clutch friction lining or facing thickness and the expected or estimated use of the clutch can provide an estimated life of the clutch under normal use. The energy threshold level can be set so that the expected life of the clutch is not degraded beyond a certain limit.

[0105] Additionally or alternatively, expected clutch life can be based on clutch lining or facing data. Clutch wear can be calculated and calibrated based on bench testing and related to the energy in the clutch. Appropriate energy threshold levels can be determined based on testing.

[0106] The energy threshold level is based on clutch lining or facing data and a clutch usage load set for a given vehicle and vehicle usage. The load set indicates the clutch slip energy and the number of clutch actuations over the life of the vehicle. Based on this, it can be determined how much clutch friction lining or facing is available for the engine starting function, and thus also the energy threshold level.

[0107] The processing circuit 102 may be configured to determine energy levels and control the engine start function and the engine shutoff function 54 during coasting of the vehicle 10. A coasting vehicle is a moving vehicle with the clutch 14 disengaged.

[0108] A moving vehicle is opposite to a stationary vehicle, which is in a stationary vehicle state. A moving vehicle is in a non-stationary state. Therefore, the computer system 100 is preferably configured to control an engine restart attempt of the vehicle 10 when the vehicle 10 is moving. Generally, the processing circuit 102 of the computer system 100 may perform the following operations to control an engine restart attempt of the vehicle 10 when the vehicle 10 is moving.

[0109] The processing circuit 102 may be configured to control at least one of the engine start function and the engine shutoff function of the engine start and stop system 54 only when the determined energy level is below the energy threshold level. Preferably, this involves using the clutch 54 to start the engine and provides advantages associated with avoiding excessive clutch wear. However, in this case, the processing circuit 102 may be allowed to use the starter motor 76 to start the engine 12 instead.

[0110] The processing circuit 102 may be configured to calculate a predicted energy level in the clutch 14. The predicted energy level is the sum of the determined energy level and the potential additional energy generated by using the clutch 14 to achieve the engine starting function. That is, the current energy level in the clutch and the increase in the predicted additional energy generated in the clutch if the clutch is used to start the engine 12.

[0111] In the event that the engine has been shut down (ie, in an off state), the comparison of the predicted energy level to the energy threshold level may have two outcomes.

[0112] First, the processing circuit 102 may determine that the predicted energy level is below the energy threshold level. In this case, the processing circuit 102 controls the clutch 14 via the engine start and stop function 54 to perform the engine start function.

[0113] Second, the processing circuit 102 may determine that the predicted energy level exceeds or is equal to the energy threshold level. In this case, the processing circuit 102 controls the starter motor 76 via the engine start and stop function 54 to perform an engine start function.

[0114] In order to engage the clutch 14, the processing circuit 102 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 wheel 20, more specifically the driven wheel 21 (also corresponding to the rear wheel here). Therefore, by controlling the controllable clutch 14 to reach the torque transfer position, the controllable clutch 14 is allowed 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 in addition, the controllable clutch 14 can be controlled to change the torque transfer between the engine 12 and the wheel 21 in a step-by-step manner. Therefore, the clutch 14 can be set to a partially engaged state or a fully engaged state in order to initiate an engine restart attempt.

[0115] The predicted energy level includes the decay of energy or heat in the clutch from the time of the determined energy level. That is, the determined energy level can be determined at a first time instance. After the first time instance when the clutch 14 cools, the energy level in the clutch decays. When determining the potential additional energy in the clutch, it may include the decay of energy. For example, the decay can be estimated as heat convection from the clutch 14 to the surrounding air. If the clutch 14 is used, the potential additional energy is the calculated energy in the clutch 14 given the current speed of the shaft 15. Therefore, if the clutch 14 is currently engaged, the potential additional energy is the energy generated given the decay.

[0116] In other examples, the processing circuit 102 may be configured to calculate a predicted energy level in the clutch. Again, the predicted energy level is the sum of the determined energy level and the potential additional energy generated by using the clutch 14 to achieve the engine starting function.

[0117] In this case, the engine 12 is on, ie, the engine 12 is in operation and provides output torque by burning fuel. In this case where the engine is on, the comparison of the predicted energy level with the energy threshold level may have two results.

[0118] First, the processing circuit 102 may determine that the predicted energy level exceeds or is equal to the energy threshold level. In other words, the use of the clutch 14 to start the engine should be avoided. In this case, the processing circuit 102 controls the engine shutdown function and the engine start function 54 to avoid engine shutdown. In other words, the engine 12 remains on. This may be particularly useful when the processing circuit determines based on the GPS data that the engine 12 will be needed again soon.

[0119] Secondly, the processing circuit 102 may determine that the predicted energy level is below the energy threshold level. In this case, the clutch 14 may be used for the upcoming engine start without the risk of the generated energy in the clutch 14 exceeding the threshold level. The processing circuit 102 then controls the engine shutoff function and the engine start function 54 to shut down the engine.

[0120] The processing circuit 102 can be configured to determine the energy level in the clutch 14 in response to at least one of the following: the vehicle is started with the internal combustion engine running; the internal combustion engine is started using the clutch while the vehicle is moving; and a gear shift that uses the clutch to achieve engine acceleration. Generally speaking, the software controlling the transmission 17 has different states. Each of the at least one of the above conditions has its own state. The clutch thermal energy in these states is calculated according to the above method.

[0121] A vehicle powertrain 11 is also provided, comprising a transmission 16 , an internal combustion engine 12 , and a controllable clutch 14 , the transmission 16 being coupled to the internal combustion engine 12 via the controllable clutch 14 , and a computer system 100 .

[0122] A vehicle 10 is also provided that includes the computer system 100 and / or the powertrain 11 .

[0123] Figure 2 is a flow chart of method steps for a computer-implanted method for controlling engine starting and shutting down.

[0124] In step S102, processing circuit 102 of computer system 100 determines an energy level in a controllable clutch between transmission 16 and internal combustion engine 12 of vehicle powertrain 11. The energy level indicates energy generated in clutch 14 during a duration prior to determining the energy level.

[0125] If the determined energy level is below the energy threshold level, the processing circuit 102 controls at least one of an engine start function and an engine stop function provided by the engine start and stop system 54 in step S104 .

[0126] In step S106, the processing circuit 102 calculates a predicted energy level in the clutch 14. The predicted energy level is the sum of the determined energy level and the potential additional energy generated by using the clutch 14 to achieve the engine starting function.

[0127] If the engine is off (as assessed by processing circuit 102 in step S107 ), and processing circuit 102 determines in step S108 that the predicted energy level is below the energy threshold level, processing circuit 102 controls clutch 14 to perform an engine start function in step S110 .

[0128] However, if the processing circuit 102 determines in step S108 that the predicted energy level exceeds or is equal to the energy threshold level, then the processing circuit 102 controls the starter motor 76 to perform an engine starting function in step S112 .

[0129] Returning to the processing circuit 102 determining the state of the engine 12 in step S107, if the engine 12 is on and the processing circuit 102 determines in step S114 that the predicted energy level exceeds or equals the energy threshold level, the processing circuit 102 controls the engine shutoff function and the engine start function 54 to avoid engine shutoff in step S116.

[0130] On the other hand, when the processing circuit 102 determines in step S114 that the predicted energy level is lower than the energy threshold level, the processing circuit 102 controls the engine shutoff function and the engine start function 54 to shut down the engine 12 .

[0131] In a possible implementation, the method can be triggered to determine the energy level in the clutch in response to at least one of the following occurring: a vehicle rolling start with the internal combustion engine running; starting the internal combustion engine using the clutch while the vehicle is moving; and a gear shift that uses the clutch to achieve engine acceleration without the need for fuel injection.

[0132] Figure 3 Based on the example Figure 1 Another view of . Figure 3 is a system diagram of a computer system 100 including a processing circuit 102 configured to: determine an energy level in a controllable clutch 14 between a transmission 16 and an internal combustion engine 12 of a vehicle powertrain 11, the energy level indicating energy generated in the clutch 14 during a duration prior to determining the energy level; and control at least one of an engine start function 108 and an engine shutoff function 110 based on a relationship of the determined energy level to an energy threshold level associated with excessive clutch wear.

[0133] Figure 4is a flow chart of a method according to an example. In step S402, a processing circuit of a computer system determines an energy level in a controllable clutch between a transmission and an internal combustion engine of a vehicle powertrain, the energy level indicating energy generated in the clutch during a duration prior to determining the energy level. In step S404, the processing circuit controls at least one of an engine start function and an engine shutoff function based on a relationship of the determined energy level to an energy threshold level associated with excessive clutch wear.

[0134] Figure 5 5 is a schematic diagram of a computer system 500 for implementing the examples disclosed herein. The computer system 500 is suitable for executing instructions from a computer-readable medium to perform these and / or any functions or processes described herein. The computer system 500 can be connected (e.g., networked) to other machines in a LAN (local area network), a LIN (local interconnect network), an automotive network communication protocol (e.g., FlexRay), an intranet, an extranet, or the Internet. Although only a single device is shown, the computer system 500 may include any collection of devices that execute an instruction set (or multiple instruction sets) individually or jointly to perform any one or more of the methods discussed herein. Therefore, any reference to a computer system, a computing system, a computer device, a computing device, a control system, a control unit, an electronic control unit (ECU), a processor device, a processing circuit, etc. in the present disclosure and / or claims includes a reference to one or more such devices to execute an instruction set (or multiple instruction sets) individually or jointly to perform any one or more of the methods discussed herein. For example, the control system may include a single control unit or multiple control units connected to each other or otherwise communicatively coupled, so that any executed function can be distributed between the control units as needed. Furthermore, such devices may communicate with each other or other devices through various system architectures, such as directly or via a controller area network (CAN) bus, etc.

[0135] The computer system 500 may include at least one computing device or electronic device that can include firmware, hardware and / or execute software instructions to implement the functionality described herein. The computer system 500 may include a processing circuit 502 (e.g., a processing circuit including one or more processor devices or control units), a memory 504, and a system bus 506. The computer system 500 may include at least one computing device having a processing circuit 502. The system bus 506 provides an interface for system components including, but not limited to, the memory 504 and the processing circuit 502. The processing circuit 502 may include any number of hardware components for performing data or signal processing or for executing computer code stored in the memory 504. The processing circuit 502 may include, for example, 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 containing a processing component, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic devices designed to perform the functions described herein, discrete gate or transistor logic, discrete hardware components, or any combination thereof. The processing circuit 502 may also include computer executable code that controls the operation of the programmable device.

[0136] The system bus 506 can be any of several types of bus structures, which can also be interconnected to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 504 can be one or more devices for storing data and / or computer code to complete or facilitate the methods described herein. The memory 504 may include a database component, an object code component, a script component, or other types of information structures for supporting various activities herein. Any distributed or local memory device can be utilized with the systems and methods of the present specification. The memory 504 can be communicatively connected to the processing circuit 502 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for performing one or more processes described herein. The memory 504 may include nonvolatile memory 508 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.) and volatile memory 510 (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 that can be accessed by a computer or other machine having the processing circuit 502. A basic input / output system (BIOS) 512 may be stored in the nonvolatile memory 508 and may include basic routines that help transfer information between elements within the computer system 500.

[0137] The computer system 500 may also include or be coupled to a non-transitory computer-readable storage medium such as storage device 514, which may 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. Storage device 514 and other drives associated with computer-readable media and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, and the like.

[0138] Hard-coded or soft-coded computer code may be provided in the form of one or more modules. The modules may be implemented as software and / or hard-coded in circuitry to implement, in whole or in part, the functionality described herein. These modules may be stored in storage device 514 and / or volatile memory 510, which may include operating system 516 and / or one or more program modules 518. All or part of the examples disclosed herein may be implemented as a computer program 520 stored on a transitory or non-transitory computer-usable or computer-readable storage medium such as storage device 514 (e.g., a single medium or multiple media), the computer program including complex programming instructions (e.g., complex computer-readable program code) that cause processing circuitry 502 to perform the actions described herein. Thus, the computer-readable program code of computer program 520 may include software instructions for implementing the functionality of the examples described herein when executed by processing circuitry 502. In some examples, storage device 514 may be a computer program product (e.g., a readable storage medium) on which computer program 520 is stored, where at least a portion of computer program 520 may be loadable (e.g., loaded into a processor) for implementing the functionality of the examples described herein when executed by processing circuitry 502. Processing circuitry 502 may serve as a controller or control system for computer system 500, the controller or control system for implementing the functionality described herein.

[0139] The computer system 500 may include an input device interface 522 configured to receive input and selections to be transmitted to the computer system 500 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices can be connected to the processing circuit 502 through an input device interface 522 coupled to the system bus 506, but can be connected through other interfaces (such as a parallel port, an Institute of Electrical and Electronics Engineers (IEEE) 1394 serial port, a universal serial bus (USB) port, an IR interface, etc.). The computer system 500 may include an output device interface 524, which is configured to forward output to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 500 may include a communication interface 526 suitable for communicating with a network as appropriate or required.

[0140] The operational actions described in any of the exemplary aspects of this article are described to provide examples and discussions. These actions can be performed by hardware components, can be embodied in machine executable instructions to enable a processor to perform these actions, or can be performed by a combination of hardware and software. Although a specific order of method actions can be shown or described, the order of actions can be different. In addition, two or more actions can be performed simultaneously or partially simultaneously.

[0141] Example 1: A computer system including a processing circuit configured to: determine an energy level in a controllable clutch between a transmission and an internal combustion engine of a vehicle powertrain, the energy level indicating energy generated in the clutch during a duration prior to determining the energy level; and control at least one of an engine start function and an engine shutoff function based on a relationship between the determined energy level and an energy threshold level associated with excessive clutch wear.

[0142] Example 2: The computer system of Example 1, wherein the processing circuit is further configured to: determine the energy level and control the engine start function and the engine shutoff function during coasting of the vehicle.

[0143] Example 3: A computer system as described in any of Examples 1 to 2, wherein the processing circuit is further configured to: control at least one of the engine start function and the engine shutdown function only when the determined energy level is lower than the energy threshold level.

[0144] Example 4: A computer system as described in any of Examples 1 to 3, wherein the processing circuit is further configured to: calculate a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to implement the engine starting function; determine that the predicted energy level is lower than the energy threshold level; and control the clutch to perform the engine starting function.

[0145] Example 5: A computer system as described in any of Examples 1 to 3, wherein the processing circuit is further configured to: calculate a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to implement the engine starting function; determine that the predicted energy level exceeds or is equal to the energy threshold level; and control the starter motor to perform the engine starting function.

[0146] Example 6: A computer system as described in any of Examples 1 to 3, wherein the processing circuit is further configured to: calculate a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to implement an engine starting function; determine that the predicted energy level exceeds or equals the energy threshold level; and control the engine shutdown function and the engine start function to avoid engine shutdown.

[0147] Example 7: A computer system as described in any of Examples 1 to 3, wherein the processing circuit is further configured to: calculate a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to implement an engine starting function; determine that the predicted energy level is lower than the energy threshold level; and control the engine shutdown function and the engine start function to shut down the engine.

[0148] Example 8: A computer system as described in any of Examples 1 to 7, wherein the processing circuit is further configured to determine the energy level in the clutch in response to at least one of the following: starting the vehicle while the internal combustion engine is running; starting the internal combustion engine using the clutch while the vehicle is moving; and shifting gears, wherein the gear shift uses the clutch to achieve engine acceleration without the need for fuel injection.

[0149] Example 9: A vehicle powertrain system comprising a transmission, an internal combustion engine, and a controllable clutch, the transmission being coupled to the internal combustion engine via the controllable clutch, the vehicle powertrain system further comprising the computer system of any one of Examples 1 to 7.

[0150] Example 10: A vehicle comprising the computer system of any one of Examples 1 to 8 and / or the powertrain of Example 9.

[0151] Example 11: A computer-implemented method comprising: determining, by a processing circuit of a computer system, an energy level in a controllable clutch between a transmission and an internal combustion engine of a vehicle powertrain system, the energy level indicating energy generated in the clutch during a duration prior to determining the energy level; and controlling, by the processing circuit, at least one of an engine start function and an engine shutoff function based on a relationship between the determined energy level and an energy threshold level associated with excessive clutch wear.

[0152] Example 12: The method of Example 11 further comprising: determining, by the processing circuit, the energy level and controlling the engine start function and the engine shutoff function during coasting of the vehicle.

[0153] Example 13: The method of any one of Examples 11 to 12, comprising controlling the at least one of the engine start function and the engine shut down function by the processing circuit only when the determined energy level is below the energy threshold level.

[0154] Example 14: A method as described in any one of Examples 11 to 13, comprising: calculating by the processing circuit a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to implement an engine starting function; determining by the processing circuit that the predicted energy level is lower than the energy threshold level; and controlling by the processing circuit the clutch to perform the engine starting function.

[0155] Example 15: A method as described in any one of Examples 11 to 14, comprising: calculating by the processing circuit a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to implement an engine starting function; determining by the processing circuit that the predicted energy level exceeds or is equal to the energy threshold level; and controlling by the processing circuit a starter motor to perform the engine starting function.

[0156] Example 16: A method as described in any one of Examples 11 to 14, comprising: calculating by the processing circuit a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to implement an engine starting function; determining by the processing circuit that the predicted energy level exceeds or is equal to the energy threshold level; and controlling by the processing circuit the engine shutdown function and the engine start function to avoid engine shutdown.

[0157] Example 17: A method as described in any one of Examples 11 to 14, comprising: calculating by the processing circuit a predicted energy level in the clutch, the predicted energy level being the sum of the determined energy level and potential additional energy generated by using the clutch to implement an engine starting function; determining by the processing circuit that the predicted energy level is lower than the energy threshold level; and controlling by the processing circuit the engine shutoff function and the engine starting function to shut down the engine.

[0158] Example 18: A method as described in any of Examples 11 to 17, comprising: determining the energy level in the clutch by the processing circuit in response to at least one of the following: starting the vehicle with the internal combustion engine running; starting the internal combustion engine using the clutch when the vehicle is moving; and shifting gears, wherein the gear shift uses the clutch to achieve engine acceleration without the need for fuel injection.

[0159] Example 19: A computer program product comprising program code, which when executed by a processing circuit performs the method of any one of Examples 11 to 18.

[0160] Example 20: A non-transitory computer-readable storage medium comprising instructions that, when executed by a processing circuit, cause the processing circuit to perform the method of any one of Examples 11 to 18.

[0161] The terms used herein are only for the purpose of describing specific aspects and are not intended to limit the present disclosure. As used herein, unless the context clearly indicates 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 term "comprises, comprising, includes and / or including" when used herein indicates the presence of stated features, integers, actions, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components and / or their groups.

[0162] It should be understood that although the terms first, second, etc. can be used to describe various elements in this article, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without departing from the scope of the present disclosure, the first element can be referred to as the second element, and similarly, the second element can be referred to as the first element.

[0163] 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 and those discussed above are intended to cover different device orientations in addition to the orientations depicted in the figures. It should be understood that when an element is referred to as being "connected" or "coupled" to another element, the element may be directly connected or directly coupled to the other element, or there may be intervening elements. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements.

[0164] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those commonly understood by those skilled in the art to which the present disclosure belongs. It should also be understood that, unless otherwise clearly defined herein, the terms used herein should be interpreted as meanings consistent with their meanings in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense.

[0165] It should be understood that the present disclosure is not limited to the aspects described above and shown in the accompanying drawings; rather, those skilled in the art will recognize that many changes and modifications may be made within the scope of the present disclosure and the appended claims. In the drawings and description, various aspects have been disclosed for illustrative purposes only and not for limiting purposes, and the scope of the disclosure is set forth in the appended claims.

Claims

1. A computer system (100) comprising a processing circuit (102), the processing circuit being configured to: determining an energy level in a controllable clutch (14) between a transmission (16) and an internal combustion engine (12) of a vehicle powertrain, the energy level being indicative of energy generated in the clutch during a time duration prior to determining the energy level, At least one of an engine start function (54, 104) and an engine shut down function (54, 106) is controlled based on the determined relationship of the energy level to the energy threshold level.

2. The computer system (100) of claim 1, wherein the processing circuit (102) is further configured to: The energy level is determined and the engine start function and the engine stop function are controlled during coasting of the vehicle (10).

3. The computer system (100) of any one of claims 1 to 2, wherein the processing circuit (102) is further configured to: The at least one of the engine start function and the engine shut down function is controlled only when the determined energy level is below the energy threshold level.

4. The computer system (100) of any one of claims 1 to 3, wherein the processing circuit (102) is further configured to: calculating a predicted energy level in the clutch (14), the predicted energy level being the sum of the determined energy level and potential additional energy resulting from using the clutch (14) to perform an engine starting function, determining that the predicted energy level is below the energy threshold level, and The clutch (14) is controlled to perform the engine starting function.

5. The computer system (100) of any one of claims 1 to 3, wherein the processing circuit (102) is further configured to: calculating a predicted energy level in the clutch (14), the predicted energy level being the sum of the determined energy level and potential additional energy resulting from using the clutch (14) to perform an engine starting function, determining that the predicted energy level exceeds or equals the energy threshold level, and A starter motor (76) is controlled to perform the engine starting function.

6. The computer system (100) of any one of claims 1 to 3, wherein the processing circuit (102) is further configured to: calculating a predicted energy level in the clutch (14), the predicted energy level being the sum of the determined energy level and potential additional energy resulting from using the clutch (14) to perform an engine starting function, determining that the predicted energy level exceeds or equals the energy threshold level, and The engine shut-off function and the engine start-up function are controlled to prevent the engine (12) from shutting down.

7. The computer system (100) of any one of claims 1 to 3, wherein the processing circuit (102) is further configured to: calculating a predicted energy level in the clutch (14), the predicted energy level being the sum of the determined energy level and potential additional energy resulting from using the clutch (14) to perform an engine starting function, determining that the predicted energy level is below the energy threshold level, and The engine shutoff function and the engine start function are controlled to shut down the engine (12).

8. The computer system (100) of any one of claims 1 to 7, wherein the processing circuit (102) is further configured to determine the energy level in the clutch (14) in response to at least one of the following occurring: The vehicle starts running while the internal combustion engine (12) is running; starting the internal combustion engine (12) using the clutch (14) while the vehicle is moving; and A gear shift is performed, wherein the gear shift uses the clutch (14) to achieve acceleration of the engine (12).

9. A vehicle powertrain system (11), comprising a gearbox, an internal combustion engine (12) and a controllable clutch (14), wherein the gearbox is connected to the internal combustion engine (12) via the controllable clutch (14), and the vehicle powertrain system further comprises a computer system (100) as claimed in any one of claims 1 to 7.

10. A vehicle (10) comprising the computer system (100) according to any one of claims 1 to 8 and / or the powertrain (11) according to claim 9.

11. A computer-implemented method comprising: determining, by processing circuitry (102) of a computer system (100), an energy level in a controllable clutch (14) between a transmission and an internal combustion engine (12) of a vehicle powertrain, the energy level being indicative of energy generated in the clutch (14) during a time duration prior to determining the energy level, and At least one of an engine start function and an engine shut down function is controlled by the processing circuit (102) based on the determined relationship of the energy level to the energy threshold level.

12. The method of claim 11, comprising: The energy level is determined by the processing circuit (102) and the engine start function and the engine shutoff function are controlled during coasting of the vehicle.

13. The method according to any one of claims 11 to 12, comprising: The at least one of the engine start function and the engine shut down function is controlled by the processing circuit (102) only when the determined energy level is below the energy threshold level.

14. A computer program product comprising program code which, when executed by a processing circuit (102), performs the method of any one of claims 11 to 13.

15. A non-transitory computer-readable storage medium (104) comprising instructions which, when executed by a processing circuit (102), cause the processing circuit (102) to perform the method of any one of claims 11 to 13.

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