METHOD FOR USING STOP SIGN AND TRAFFIC LIGHT DETECTION TO IMPROVE FUEL ECONOMY AND SAFETY

Abstract

Method for operating a vehicle comprising: adjusting the operation of the vehicle in response to whether a detected traffic control device is a stop sign or a traffic light, wherein the control strategy comprises minimizing energy extraction when the vehicle is approaching the intersection and while the vehicle is stopped at the intersection.

Description

REFERENCE TO RELATED REGISTRATIONS

[0001] The present application claims priority over United States preliminary patent application No. 61 / 643 166, filed on May 4, 2012, the entire contents of which are incorporated herein by reference for all purposes. BACKGROUND AND SUMMARY

[0002] Traffic control devices such as stop signs and traffic lights are used to regulate, warn, or guide vehicular traffic. However, problems arise when drivers disregard these devices, whether intentionally or unintentionally. For example, if drivers fail to stop at stop signs or accelerate when a traffic light is red or about to turn red, accidents and fatalities can occur, along with costs associated with repairs and hospital bills for injured parties. Another example is when drivers accelerate as they approach an intersection and then brake suddenly upon seeing a stop sign, or brake suddenly when a traffic light changes from green to yellow to red before they reach the intersection.Abrupt braking in this manner can waste fuel and cause unnecessary wear and tear on vehicle components. Consequently, drivers' failure to follow traffic control devices can lead to safety hazards and inefficient fuel consumption.

[0003] Several methods for reducing the safety hazards and fuel inefficiencies associated with traffic control devices are known. One method, described in US 2010 / 0070128, involves providing drivers with information about intersections along their route, thereby enabling them to operate their vehicles in a way that improves fuel economy and / or road safety. For example, a computing device receives traffic-related data from multiple sensors at traffic signal locations, analyzes the data, and wirelessly transmits relevant information to in-vehicle technology, which can then automatically adjust vehicle operating parameters or prompt the driver to manually adjust them. This traffic-related data may include the signaling status of a traffic light, such as when the light will turn green.However, this method does not include traffic-related data on static traffic control devices, such as stop signs.

[0004] The inventors recognized the potential advantages of developing different vehicle control strategies for different traffic control devices. Specifically, they recognized that a type of traffic control device (e.g., a stop sign or traffic light) can be determined when a vehicle approaches an intersection, and a control strategy can be applied that is tailored to promote fuel efficiency and safety for known vehicle behavior when approaching that type of traffic control device (e.g., mandatory stopping at a stop sign and conditional stopping at a traffic light depending on its state).

[0005] In an exemplary embodiment, a method for operating a vehicle includes adjusting the vehicle's operation in response to whether a detected traffic control device is a stop sign or a traffic light. For example, if the detected traffic control device is a stop sign, the method may further include evaluating a current vehicle state, where the current vehicle state is based on the distance between the vehicle and an intersection associated with the stop sign, the distance between the vehicle and the next vehicle ahead, the vehicle's speed, and the vehicle's rate of deceleration, and determining a vehicle control strategy based on the current vehicle state.

[0006] If the detected traffic control device is a traffic light, the method may alternatively further include evaluating a current vehicle state, wherein the current vehicle state is based on a distance between the vehicle and an intersection associated with the traffic light, a distance between the vehicle and the next vehicle in front, a speed of the vehicle and a deceleration rate of the vehicle, determining a current traffic light state, predicting a time of a traffic light state change and determining a vehicle control strategy based on the current vehicle state, the current traffic light state and the predicted time of the traffic light state change.

[0007] The inventors further noted that in hybrid vehicles, it may be advantageous for the vehicle control strategy to include adjusting the actuation of a disconnect clutch based on the type of traffic control device detected at an approaching intersection. For example, one method may include detecting a traffic control device at an intersection the vehicle is approaching and disengaging and engaging a disconnect clutch located in the vehicle's drivetrain between a power unit and a starter / generator, based on the type of traffic control device detected.

[0008] Naturally, the above summary is intended to introduce, in simplified form, a selection of concepts that are further described in the detailed description. It is not intended to identify any key or essential features of the claimed subject matter, the scope of which is defined solely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that overcome any disadvantages specified above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Fig. Figure 1 shows a schematic diagram of a power machine;

[0010] Fig. Figure 2 shows an example vehicle powertrain configuration;

[0011] Fig. Figure 3 shows an example procedure for adjusting vehicle operation based on a type of detected traffic control device;

[0012] Fig. Figure 4 shows an example procedure for controlling a vehicle when a stop sign is detected, in conjunction with the procedure of Fig. 3 is to be used;

[0013] Fig. Figure 5 shows an example procedure for controlling a vehicle when a traffic light is detected, which, in conjunction with the procedure of Fig. 3 is to be used;

[0014] Fig. Figure 6 shows an example procedure for adjusting vehicle operation, including adjusting the actuation of a vehicle disconnect clutch, based on a type of detected traffic control device;

[0015] Fig. Figure 7 shows an example procedure for operating a vehicle, including adjusting the actuation of a vehicle's disconnect coupling when a stop sign is detected, in conjunction with the procedure of Fig. 6 is to be used;

[0016] Fig. Figure 8 shows an example method for operating a vehicle, including adjusting the actuation of a disconnect coupling of the vehicle when a traffic light is detected, in conjunction with the method of Fig. 6 is to be used; and

[0017] Fig. Figure 9 shows another example method for adjusting vehicle operation, including adjusting the actuation of a vehicle disconnect coupling, based on a type of detected traffic control device. DETAILED DESCRIPTION

[0018] The following description relates to methods for adjusting vehicle operation, including adjusting the actuation of a disconnect clutch, which in some examples is arranged in a vehicle drivetrain, based on the detection of a traffic control device. In particular, vehicle operation is adjusted differently depending on the type of traffic control device detected. Although stop signs and traffic lights are described here in particular, it should be noted that the disclosed methods can be modified so that they apply to other types of traffic control devices, e.g., yield signs, without deviating from the scope of protection of this disclosure.

[0019] In some examples, the vehicle may be a hybrid vehicle. An example of a hybrid vehicle includes a vehicle with a combustion engine that can be selectively coupled with an electric motor and a transmission according to vehicle operating conditions, as in Fig. 1– Fig. Figure 2 shows that the electric motor can be selectively coupled to the electric motor and transmission via an electrically or hydraulically actuated disconnect clutch. The disconnect clutch allows the electric motor to deliver torque to the vehicle wheels during low torque demand conditions without having to operate the electric motor and without having to provide torque to rotate the electric motor when it is not burning an air / fuel mixture. The disconnect clutch can also be used to restart the electric motor from a non-rotating state via the electric motor.It can be seen that, although the present disclosure describes the actuation of the disconnecting clutch in connection with controlling the operation of a vehicle when it approaches an intersection regulated by a traffic control device, such actuation is only one of many examples of disconnecting clutch actuation in a hybrid vehicle powertrain.

[0020] In the embodiments described here, the engine can be operated with or without an integrated starter / generator (DISG) during vehicle operation. The integrated starter / generator is part of the drivetrain and rotates as soon as the torque converter impeller turns.

[0021] As described here, the engine can be shut down to zero speed (and the disconnect clutch opened) to reduce fuel consumption when the driver releases the accelerator pedal. Consequently, the engine will shut down when the vehicle comes to a standstill, or at other times when the engine's torque is sufficient to accelerate the vehicle or overcome driving resistance. The engine can also shut down after the vehicle has come to a standstill. The selection of the engine shutdown and restart procedures, including the condition under which the engine shuts down / restarts and whether it shuts down / restarts at all, is based on various parameters, including the driver's accelerator and brake pedal depressor positions, vehicle speed, ambient temperature, engine temperature, battery charge level, and so on.For example, if the driver depresses the accelerator pedal and the desired torque exceeds that which the engine can provide, the power unit restarts to supplement the engine's output torque. Additionally, the power unit can restart during overrun conditions if the battery charge level falls below a minimum threshold, in which case the power unit restarts and provides torque to operate the engine as a generator to recharge the battery. During the power unit restart process, either the disconnect clutch or a separate starter motor can be used to start the power unit, depending on operating conditions, as described here.Once combustion begins, either the power unit is accelerated to match the engine's input speed, or the engagement / slippage of the disconnect clutch is controlled by controlling the clutch pressure to bring the power unit up to the engine's input speed.

[0022] With reference to Fig. 1. An internal combustion engine 10 with several cylinders, one of which is in Fig. 1 shown, by an electronic power machine control unit 12 controlled. The power machine 10 includes a combustion chamber 30 and cylinder walls 32 , wherein a piston 36 is arranged therein and with a crankshaft 40 is connected. A flywheel 97 and a ring gear 99 are connected to the crankshaft 40 coupled. A starter 96 includes a pinion shaft 98 and a sprocket 95 The pinion shaft 98can selectively change the pinion gear 95 advance it to engage with the ring gear 99 to intervene. The starter 96 It can be mounted directly on the front or rear of the power unit. In some examples, the starter can 96 selectively applies a torque to the crankshaft 40 deliver via a belt or chain. The combustion chamber 30 is equipped with an intake manifold 44 and an exhaust manifold 48 via a respective inlet valve 52 and exhaust valve 54 shown in conjunction. Each intake and exhaust valve can be actuated by an intake cam. 51 and an exhaust cam 53 be actuated. The position of the inlet cam. 51 can be done via an inlet cam sensor 55 The position of the exhaust cam can be determined. 53 can be achieved through an exhaust cam sensor 57 be determined.

[0023] A fuel injector 66 is for injecting fuel directly into the cylinder 30 The position shown is what is known to those skilled in the field as direct injection. Alternatively, fuel can be injected into an intake port, which is known to those skilled in the field as port injection. The fuel injector 66 delivers liquid fuel in proportion to the pulse width of an FPW signal from the control unit 12 The fuel is delivered to the fuel injector via a fuel system (not shown) with a fuel tank, a fuel pump and a fuel distribution line (not shown). 66 supplied. The fuel injector 66 is supplied with operating current from the driver 68 supplied, which is connected to the control unit 12 reacted. Furthermore, the intake manifold is 44 with an optional electronic throttle valve 62shown in conjunction, which represents the position of a throttle plate 64 adjusts to control the airflow from the air intake 42 to the intake manifold 44 to control. In one example, a low-pressure direct injection system can be used, where the fuel pressure can be increased to approximately 20–30 bar. Alternatively, a high-pressure dual-stage fuel system can be used to generate higher fuel pressures. In some examples, the throttle valve can be controlled. 62 and throttle plate 64 between the inlet valve 52 and the intake manifold 44 be arranged so that the throttle valve 62 a canal throttle valve.

[0024] A distributorless ignition system 88 provides an ignition spark to the combustion chamber 30 via a spark plug 92 in response to the control unit 12 A universal exhaust gas oxygen sensor (UEGO sensor) 126is connected to the exhaust manifold 48 upstream of a catalyst 70 shown coupled. Alternatively, the UEGO sensor can be used. 126 It should be replaced with an exhaust gas oxygen sensor with two states.

[0025] The catalyst 70 In one example, it can comprise several catalyst components. In another example, several exhaust gas purification devices, each with several components, can be used. The catalyst 70 This could be, for example, a three-way catalyst.

[0026] The control unit 12 is in Fig. 1 shown as a conventional microcomputer, which includes: a microprocessor unit 102 , Input / Output ports 104 , a read-only memory 106 , a random access memory 108 , a holding storage device 110 and a conventional data bus. The control unit 12is various signals from sensors connected to the power machine 10 are coupled, in addition to the previously discussed signals shown receiving, including: the engine coolant temperature (ECT) from the temperature sensor 112 , which is equipped with a cooling sleeve 114 is coupled; a position sensor 134 , which has a foot pedal 130 coupled, to capture the movement through a foot 132 applied force; a measurement of the engine manifold pressure (MAP) from the pressure sensor 122 , which is connected to the intake manifold 44 coupled; a power machine position sensor from a Hall effect sensor 118 , which determines the position of the crankshaft 40 recorded; a measurement of the air mass entering the engine by the sensor 120 ; and a measurement of the throttle valve position from the sensor 58 The air pressure can be used for processing by the control unit. 12can also be detected (sensor not shown). In a preferred aspect of the present description, the power machine position sensor generates 118 a predetermined number of equally spaced pulses for each revolution of the crankshaft, from which the engine speed (RPM) can be determined.

[0027] In some examples, the engine can be coupled with an electric motor / battery system in a hybrid vehicle, as in Fig. 2 shown. Furthermore, other engine configurations can be used in some examples, for example a diesel engine.

[0028] During operation, each cylinder within the engine 10 It typically undergoes a four-stroke cycle: the cycle comprises the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke. During the intake stroke, the exhaust valve generally closes. 54 and the inlet valve52 It opens. Air is drawn in through the intake manifold. 44 into the combustion chamber 30 inserted and the piston 36 moves to the bottom of the cylinder to increase the volume inside the combustion chamber 30 to enlarge. The position in which the piston is located. 36 near the bottom of the cylinder and at the end of its stroke (e.g., when the combustion chamber 30 The point at which the cylinder is located (at its largest volume) is typically referred to by those skilled in the field as bottom dead center (BDC). During the compression stroke, the intake valve 52 and the exhaust valve 54 closed. The piston 36 moves towards the cylinder head to draw air into the combustion chamber 30 to compress. The point at which the piston 36 at the end of its stroke and closest to the cylinder head (e.g. when the combustion chamber 30The point at which the combustion chamber reaches its smallest volume is typically referred to by those skilled in the art as top dead center (TDC). In a process referred to below as injection, fuel is introduced into the combustion chamber. In a process referred to below as ignition, the injected fuel is ignited by ignition devices such as a spark plug. 92 Ignited, which leads to combustion. During the expansion stroke, the expanding gases push the piston. 36 Back to the BDC. The crankshaft 40 It converts the piston movement into a torque of the rotating shaft. During the exhaust stroke, the exhaust valve finally opens. 54 , to direct the burnt air / fuel mixture to the exhaust manifold 48to release, and the piston returns to TDC. It should be noted that the above description is merely an example and that the intake and exhaust valve opening and / or closing times may vary, for example, to accommodate positive or negative valve overlap, late intake valve closing, or various other examples.

[0029] Fig. Figure 2 is a block diagram of a vehicle powertrain. 200 The drivetrain 200 can be achieved through the power machine 10 are driven, which power the engine 10 from Fig. can correspond to 1. The power machine 10 can be used with a power-driven starting system such as the one in Fig. 1 shown or via a DISG 240 can be started. Furthermore, the power engine can 10 a torque via a torque actuator 204 such as creating or adjusting a fuel injector, a throttle valve, etc.

[0030] A power engine output torque can be transferred to one input side of a dual-mass flywheel. 232 The engine speed, as well as the dual-mass flywheel input side position and speed, can be transmitted via the engine position sensor. 118 to be determined. The dual-mass flywheel 232 It may include springs and separate masses (not shown) for damping drivetrain torque disturbances. The output side of the dual-mass flywheel 232 is connected to the input side of a disconnect coupling 236 Shown mechanically coupled. The disconnect coupling 236 It can be electrically or hydraulically operated. A position sensor 234 is on the disconnect clutch side of the dual-mass flywheel 232 arranged to determine the starting position and speed of the dual-mass flywheel 232 to capture. The downstream side of the disconnect coupling 236 is connected to the DISG input shaft237 shown mechanically coupled.

[0031] The DISG 240 can be operated to provide torque to the drivetrain 200 to deliver or convert drivetrain torque into electrical energy, which is stored in an electrical energy storage device 275 to be saved. The DISG 240 It has a higher output torque capacity than the one in Fig. 1 starter shown 96 Furthermore, the DISC 240 directly the drivetrain 200 on or is directly from the drivetrain 200 driven. There are no belts, gears, or chains to drive the DISG. 240 with the drivetrain 200 to couple. Rather, the DISG rotates. 240 at the same rate as the drivetrain 200 The electrical energy storage device 275 It could be a battery, a capacitor, or an inductor. The downstream current side of the DISG. 240is with the pump wheel 285 of the torque converter 206 over a wave 241 mechanically coupled. The upstream side of the DISG. 240 is with the disconnect coupling 236 mechanically coupled. The torque converter 206 includes a turbine wheel 286 , to apply torque to the input shaft 270 to output. The input wave 270 couples the torque converter 206 mechanically with an automatic transmission 208 The torque converter 206 also includes a torque converter lock-up clutch (TCC) 212 A torque is generated directly by the pump impeller. 285 to the turbine wheel 286 transferred when the TCC 212 is locked. The TCC 212 is controlled by the control unit 12 electrically operated. Alternatively, the TCC can 212 They can be hydraulically locked. For example, the torque converter can be... 206It can be described as a component of the transmission. The torque converter turbine wheel speed and position can be determined via the position sensor. 239 can be determined. In some examples, however, the sensors can be 238 and / or 239 Torque sensors can be, or can be, a combination of position and torque sensors.

[0032] If the TCC 212 When fully disengaged, the torque converter transmits 206 a power engine torque to the automatic transmission 208 via a fluid transfer between the torque converter turbine wheel 286 and the torque converter pump wheel 285 , which enables a multiplication of torque. If, on the other hand, the TCC 212 When fully engaged, the engine output torque is transmitted directly via the TCC. 212 to an input wave 270 of the gearbox 208 transferred. Alternatively, the TCC can 212It can be partially engaged, allowing the amount of torque transmitted directly to the gearbox to be adjusted. The control unit 12 can be configured to control the amount of torque supplied by the torque converter 206 is transmitted by setting the TCC 212 to be adjusted in response to different engine operating conditions or based on an engine operating requirement on a driver basis.

[0033] The automatic transmission 208 includes gear clutches 211 (e.g. for gears 1–6) and a forward clutch 210 The gear clutches 211 and the forward clutch 210 They can be selectively engaged to propel a vehicle. This comes from the automatic transmission. 208 The output torque can then be transferred to the wheels. 216 be forwarded to the vehicle via the output shaft 260 to power the automatic transmission.208 In particular, an input drive torque can be applied to the input shaft. 270 in response to a vehicle driving condition before the transmission of an output drive torque to the wheels 216 transmitted.

[0034] Furthermore, a frictional force can act on the wheels. 216 by engaging wheel brakes 218 be applied. In one example, the wheel brakes can be used. 218 as a reaction to the driver pressing their foot on a brake pedal (not shown). In other examples, the control unit can 12 or one with the control unit 12 The linked control unit engages the wheel brakes. Similarly, the wheel brakes can be disengaged. 218 as a reaction to the driver releasing his foot from the brake pedal, a frictional force is exerted on the wheels. 216 This can be reduced. Furthermore, the wheel brakes can exert a frictional force on the wheels. 216via the control unit 12 as part of an automated power machine stop procedure.

[0035] A mechanical oil pump 214 can be used with the automatic transmission 208 in fluid connection to generate hydraulic pressure for engaging various clutches, such as the forward clutch. 210 , the gear clutches 211 and / or the TCC 212 to deliver. The mechanical oil pump 214 can according to the torque converter 206 can be operated, for example, by rotating the engine or the DISG via the input shaft. 241 to be driven. Consequently, the mechanical oil pump can 214 The generated hydraulic pressure increases when the engine speed and / or DISG speed increases, and can decrease when the engine speed and / or DISG speed decreases.

[0036] The control unit 12can be configured to receive input from the power machine 10 to receive, as in Fig. 1 shown in more detail, and consequently to control the output torque of the engine and / or the operation of the torque converter, the transmission, the DISG, the clutches and / or the brakes. As an example, an engine output torque can be controlled by adjusting a combination of the ignition timing, the fuel pulse width, the fuel pulse timing and / or the air charge, by controlling the throttle opening and / or the valve timing, the valve lift and the boost pressure for turbocharged or supercharged engines. In the case of a diesel engine, the control unit can 12The engine output torque is controlled by adjusting a combination of fuel pulse width, fuel pulse timing, and air charge. In all cases, engine control can be performed on a cylinder-by-cylinder basis to control the engine output torque. The control unit 12 It can also control the output torque and the generation of electrical energy from the DISG by adjusting the current flowing to and from the field and / or armature windings of the DISG, as is known in the field.

[0037] With reference to Fig. Figure 3 shows an example procedure for adjusting vehicle operation based on a type of detected traffic control device. The procedure of Fig. 3 can be stored as executable instructions in non-volatile memory in Fig. 1– Fig. 2 control units shown 12 be stored.

[0038] At 302The procedure includes 300Determining whether a traffic control device is detected. A stop sign, for example, can be detected via one or more navigation systems using a database lookup (e.g., a lookup in a public database), onboard radar detection, a passive response system embedded in the stop sign, and / or a camera and image processing, among other examples. Furthermore, the method can include evaluating the stop sign using image processing as a final data checkpoint to fine-tune subsequent calculations.A traffic light can be detected via one or more methods, including visual recognition (including identification of the image and distance of the traffic light), signals transmitted between the vehicle and a transmitter attached to the traffic light, triangulation based on remote broadcast transmitters (via a mobile phone mast or other common ground-based broadcast systems), a connection of a GPS-equipped wireless device (to an in-vehicle or external database lookup of traffic light systems), and / or transmission of the vehicle's location (using GPS information together with navigation or roadside identification systems, etc.) to a central database, which transmits whether the signal is nearby, among other examples.It can be seen that each of the methods for detecting a traffic control device can be used independently of each other or as multiple redundant checks to improve robustness and safety.

[0039] If a traffic control device is detected, the answer is yes, and the procedure 300 goes to 304 continue. Otherwise, the answer is no, and the procedure 300 ends.

[0040] At 304 The procedure includes 300 Determining whether the detected traffic control device is a stop sign. If the answer is 304 Yes, the procedure is possible. 300 to 306 further, in order to operate the vehicle in accordance with the procedure 400 from Fig. 4 to adjust as explained in detail below. If the answer at 304 No, the procedure is not going to work. 300 otherwise to 308 further.

[0041] At 308 The procedure includes 300 Determining whether the detected traffic control device is a traffic light. If the answer is 308 Yes, the procedure is possible. 300 to 310 further, in order to operate the vehicle in accordance with the procedure 500 from Fig. 5 to adjust as explained in detail below. If the answer at 308 No, the procedure ends. 300 otherwise.

[0042] In some examples, the steps can be 304 and 308 in a different order or simultaneously. Unlike determining whether the detected traffic control device is a stop sign and then determining whether the detected traffic control device is a traffic light, both of these steps can also be performed in step 302 take place (e.g., step can 302including identifying the type of detected traffic control device after the detection of a traffic control device).

[0043] With reference to Fig. 4 shows an example procedure 400 to control a vehicle when a stop sign is detected, which is in conjunction with the procedure 300 from Fig. 3 is to be used. The procedure 400 can, for example, in step 306 the procedure 300 be carried out. The procedure of Fig. 4 can be stored as executable instructions in non-volatile memory of the control unit. 12 , which in Fig. 1– Fig. 2 is shown, it should be saved.

[0044] At 402 The procedure includes 400The evaluation of a vehicle's current state is based on the distance between the vehicle and an intersection associated with the detected stop sign, the distance between the vehicle and the nearest vehicle ahead (i.e., a vehicle in front of the driver's vehicle and in the same lane), the vehicle's speed, and the vehicle's rate of deceleration. Depending on the stop sign detection method, the distance between the vehicle and the intersection associated with the stop sign can be determined using a visual recognition method, among other examples. The distance between the vehicle and the nearest vehicle ahead (if one exists) can be determined using a method such as that used in adaptive cruise control systems, for example.A radar system mounted on the vehicle, which identifies the distance between the driver's vehicle and the next vehicle in front, can be used, among other examples. Regarding the vehicle's speed and deceleration rate, the values ​​of these parameters can be stored in the control system (e.g., in the memory of the control unit). 12 ) are stored so that they can be easily accessed when the current vehicle condition is assessed.

[0045] After 402 Does the procedure 400 to 404 next. At 404 The procedure includes 400 Determining a vehicle control strategy based on the current vehicle state (e.g., based on the above for step 402(described various parameters that define the current vehicle state). In one example, the vehicle control strategy can be partially based on the time it takes for the vehicle to reach the stop sign at its current speed and deceleration rate (here referred to as parameter Z). If X represents the distance from the vehicle to the intersection, and Y represents the distance to the nearest vehicle ahead (Y = 0 if there is no nearest vehicle ahead), parameter Z can be calculated using a function expression with X and Y (e.g., a function expression with the difference between X and Y, such that Z is a function of X minus Y) as well as the vehicle's current speed and deceleration rate.Once Z is determined, it may be possible to determine a maximum possible duration for switching off the engine and / or a strategy for minimizing energy extraction as the vehicle approaches and stops at the intersection, as detailed below. Alternatively or additionally, a lookup table or other data structure may be stored in the memory of the vehicle's control system, and a control strategy corresponding to the various current vehicle state parameters may be determined by accessing a corresponding address in the control system's memory. 404 The procedure 400 to 406 on.

[0046] At 406 The procedure includes 400Determining whether the steering strategy is executed via an automatic mode or a driver guidance mode. As used here, automatic mode can be a mode in which the steering system takes actions to minimize energy consumption and save fuel independently of the driver (e.g., without requesting permission from the driver or requiring input from the driver). In contrast, executing the steering strategy in driver guidance mode can involve advising the driver on recommended steering actions to maximize fuel efficiency / minimize energy consumption, with the driver being able to choose whether or not to take the recommended actions. The advice can be provided, for example, via text displayed on a vehicle instrument panel and visible to the driver, or via audio alerts audible to the driver.In some examples, the driver can choose between automatic mode and driver assistance mode, for example, by modifying a setting on the vehicle's instrument panel, and this mode is always used when the vehicle approaches an intersection with a traffic control device. However, in other examples, the control unit may be authorized to determine which mode to use, independently of the driver, based on various factors. For instance, if the vehicle is rapidly approaching a stop sign, it may be preferable to use automatic mode, as there may not be enough time for the driver to react to the vehicle steering advice provided by the driver assistance mode.However, if the vehicle is slowly approaching a stop sign and there is sufficient time for the driver to react to a visual or audible recommendation from the control system, it may be preferable to operate in driver guidance mode. In some cases, the control unit may therefore be authorized to operate the vehicle in automatic mode during a rapid approach to a stop sign, whereas driver guidance mode may be used during a slow approach.

[0047] If it is determined that the tax strategy should be executed in automatic mode, the procedure continues. 400 to 408further, to execute the control strategy in automatic mode. Executing the control strategy in automatic mode can include, for example, shutting off the engine for the maximum possible duration as the vehicle approaches the intersection and while the vehicle is stopped at the intersection. In hybrid vehicles and vehicles that use engine stop / start control methodologies, for example, the advance detection of an approaching stop sign can allow the control system to shut off the engine for the maximum possible duration. The engine can be shut off, for example, as the vehicle approaches the stop sign because the vehicle must stop at the stop sign for a certain duration.

[0048] Alternatively or additionally, executing the control strategy in automatic mode can include minimizing energy consumption as the vehicle approaches the intersection and while stopped at the intersection. Minimizing energy consumption can involve, for example, disabling and / or modifying the operation of inhibiting subsystem behaviors, such as those found in climate control, battery state management, etc., to achieve engine shutdown. Taking such measures can, among other advantages, increase the potential duration of battery-consuming vehicle operation.

[0049] If it is otherwise determined that the steering strategy should be executed via the driver consultation mode, the procedure continues. 400 to 410further, to execute the control strategy in driver guidance mode. Executing the control strategy in driver guidance mode may, for example, include advising the driver to take actions that shut off the engine for the maximum possible duration as the vehicle approaches the intersection and while the vehicle is stopped at the intersection (e.g., advising the driver via a display such as the vehicle's instrument panel or via audio alerts, as discussed above). Alternatively or additionally, executing the control strategy in driver guidance mode may include advising the driver to take actions that minimize energy consumption as the vehicle approaches the intersection and while the vehicle is stopped at the intersection.

[0050] With reference to Fig. 5 shows an example procedure 500to control a vehicle when a traffic light is detected, in conjunction with the procedure 300 from Fig. 3 is to be used. The procedure 500 can, for example, in step 310 the procedure 300 be carried out. The procedure of Fig. 5 can be stored as executable instructions in non-volatile memory of the control unit. 12 , which in Fig. 1– Fig. 2 is shown, it should be saved.

[0051] At 502 The procedure includes 500 similar to step 402 the procedure 400 The evaluation of a vehicle's current state based on the distance between the vehicle and an intersection assigned to the traffic light, the distance between the vehicle and the next vehicle in front, the vehicle's speed, and the vehicle's deceleration rate. 502 The procedure 500 to 504on.

[0052] At 504 The procedure includes 500Determining the current traffic light state. The current traffic light state can be red, yellow, or green, each referring to a specific wavelength of light emitted by the traffic light. As a person skilled in the art would recognize, a red traffic light state indicates that vehicles approaching the traffic light should stop at the intersection; a green traffic light state indicates that vehicles should proceed through the intersection; and a yellow traffic light state indicates that vehicles should slow down and stop at the intersection, if possible, as the traffic light state will soon change to red. Determining the traffic light state can be accomplished through various methods. For example, the traffic light state can be determined using a visual detection method that employs sensors to detect the traffic light state.As another example, the traffic light state can be determined using a signal transmitted between the vehicle and a transmitter attached to the traffic light. As yet another example, the vehicle's location can be transmitted to a central database (e.g., using GPS information, a road wheel identification system, etc.), and the central database can then transmit the traffic light state of a nearby traffic light to the vehicle. It can be seen that the various methods for determining the traffic light state can be used independently or as multiple redundant checks to improve robustness and safety. 504 The procedure 500 to 506 on.

[0053] At 506 The procedure includes 500Predicting the timing of a traffic light state change. Once the current traffic light state has been determined, one or more timers can be triggered to predict the time of the next traffic light state change. The timer(s) can perform future algorithm assumptions based on a calibrated minimum time expected between state changes, as the traffic light timing can be variable. Optionally, timing information based on the traffic light's location can be stored in an adaptive, vehicle-internal or external database, which the control unit can access for predicting the timing of a traffic light state change.In another example, signals transmitted between the vehicle and a transmitter attached to the traffic light (as discussed above) can indicate the remaining time until the next change of state, in addition to indicating the current traffic light state. The transmitter can detect the approaching vehicle and transmit signals to the vehicle to provide it with data regarding the current traffic light state, the remaining time until the next change of state, the current distance between the vehicle and the intersection, and so on. Finally, in examples where the traffic light timing is centrally controlled, the vehicle's location (as determined using GPS information, a roadside identification system, or another similar method) can be used to retrieve the current traffic light state and the remaining time until the next change of state, among other information.

[0054] It can be seen that each of the above methods for predicting the timing of a traffic light state change can be used independently or as multiple redundant checks to improve robustness and safety. Furthermore, the vehicle can be configured to evaluate the traffic light using image processing as the final data checkpoint to fine-tune subsequent calculations regarding the timing of the next traffic light state change.

[0055] After 506 The procedure 500 to 508 on. At 508 The procedure includes 500 Determining a vehicle control strategy based on the current vehicle state, the current traffic light state, and the predicted time of the traffic light state change. During step 404 the procedure 400Determining a vehicle control strategy based on the current vehicle state includes step 508 Determining a vehicle control strategy based on the current vehicle state, as well as on the additional factors of the current traffic light state and the predicted time of the traffic light state change (e.g., since a vehicle must always stop at a stop sign, whereas a vehicle behaves differently when approaching a traffic light, depending on the state / time sequence of the traffic light). As shown, this step optionally includes calculating a speed at which the vehicle will arrive at the traffic light when the traffic light is green. The above regarding the procedure 400The described parameter Z can, for example, be used to calculate the speed at which the vehicle must travel to arrive at the traffic light when it is green (e.g., to avoid fuel and energy inefficiencies associated with braking and then accelerating shortly afterward due to arriving at the traffic light just before it changes from red to green). If the speed limit at the vehicle's current location is known, this speed limit can also be included in the calculation of the speed at which the vehicle must travel to arrive at the traffic light when it is green, along with the calibration of a minimum desired speed. Such calculations can enable the control of vehicle speed, engine on / off state, and braking to ensure that the vehicle reaches the intersection with the desired performance.The desired performance can include minimizing fuel consumption, for example by stopping the engine for a desired duration.

[0056] After 508 The procedure 500 to 510 on. At 510 The procedure includes 500 similar to step 406 the procedure 400Determining whether the control strategy is executed via an automatic mode or a driver guidance mode. In some examples, the driver can choose between automatic and driver guidance modes. In other examples, the control unit can determine which mode to execute independently of the driver. For example, if the vehicle is rapidly approaching a traffic light, it may be preferable to execute automatic mode, as there may not be enough time for the driver to react to steering advice provided by the driver guidance mode.

[0057] If it is determined that the tax strategy will be executed in automatic mode, the procedure proceeds 500 to 512 to execute the steering strategy in automatic mode. Optionally, this can control the vehicle so that it travels at the speed specified in step 1. 508The calculation includes the possibility that the vehicle arrives at the intersection when the traffic light is green. Other examples may be similar to step [number]. 408 the procedure 400 The execution of the control strategy in automatic mode includes switching off the engine for the maximum possible duration as the vehicle approaches the intersection and while the vehicle is stopped at the intersection. For example, if the current vehicle state and the current traffic light state preclude the possibility of the vehicle arriving at the traffic light when it is green, the control strategy may include switching off the engine as the vehicle approaches the traffic light in order to advantageously minimize energy consumption.

[0058] If it is otherwise determined that the steering strategy is executed in driver consultation mode, the procedure proceeds 500 to 514to execute the steering strategy in driver guidance mode. Optionally, this may include recommending to the driver that they use the steering strategy described in step 508The system will drive at the calculated speed. The driver can then follow the advice to arrive at the traffic light when it is green, or the driver can ignore the advice if desired. For example, under certain circumstances, a driver may prefer to stop at a traffic light despite the fuel and / or energy savings that could result from following the advice offered by the driver advice mode. A driver might, for instance, prefer to stop at an intersection to buy a newspaper from a vendor located there, to apply lipstick, to light a cigarette, or to insert a compact disc into a vehicle's compact disc player, etc.Consequently, the driver guidance mode can advantageously provide the driver with a means to save fuel and energy while preserving the driver's freedom to choose when to stop at a traffic light. In other examples, similar to step 1, the following applies: 410 the procedure 400The execution of the control strategy in automatic mode may include recommending to the driver that actions be taken to shut off the engine for the maximum possible duration as the vehicle approaches the intersection and while stopped at the intersection. For example, if the current vehicle and traffic light states preclude the possibility of the vehicle arriving at the traffic light when it is green, the control strategy may include recommending that the driver take actions to shut off the engine as the vehicle approaches the traffic light in order to advantageously minimize energy consumption.

[0059] According to another example control strategy (not shown), the vehicle can operate in an automatic mode unless the driver overrides or cancels the controls. In one example, the engine might automatically shut off when the vehicle coasts to a stop at an intersection, but the driver can override or cancel this control to keep the engine running during the coasting period. In another example, a powertrain coasting rate might be set while the driver's foot is lifted from the accelerator pedal to arrive at a traffic light with a desired characteristic stop algorithm to achieve a desired fuel economy and bring the vehicle to a stop within a desired time.

[0060] The powertrain coasting rate can be a function of time (e.g., remaining time to a destination such as an intersection or the vehicle's final location), distance (e.g., remaining distance to a destination such as an intersection or the vehicle's final location), the desired rest period, and so on. Furthermore, the powertrain coasting rate can incorporate considerations to maximize recharging, regeneration, and so forth. However, when the driver depresses the accelerator pedal, the vehicle's control system switches to driver assistance mode until the accelerator pedal is released. The information used by driver assistance mode is adjusted based on the vehicle's new speed and acceleration rate resulting from the accelerator pedal being released.

[0061] With reference to Fig. 6 shows an example procedure 600for adjusting vehicle operation, including adjusting the actuation of a vehicle disconnect clutch based on a type of detected traffic control device. The disconnect clutch can, for example, be the disconnect clutch 236 from Fig. 2 correspond. The procedure of Fig. 6 can be stored as executable instructions in non-volatile memory in Fig. 1– Fig. 2 control units shown 12 be stored.

[0062] At 602 The procedure includes 600 Determining whether a traffic control device is detected. A traffic control device can be detected, for example, via the aforementioned references to Fig. The 3 described methods can be detected.

[0063] If the answer is at 602 No, the procedure ends. 600 Otherwise, the procedure continues. 600 to 604 next. At 604 The procedure includes 600Determining whether the detected traffic control device is a stop sign. If the answer is 604 Yes, the procedure is possible. 600 to 606 further, to discontinue the operation of the vehicle, including discontinuing the actuation of a disconnect coupling of the vehicle, in accordance with the procedure 700 from Fig. 7, as explained in detail below. If the answer is 604 No, the procedure is not going to work. 600 otherwise to 608 further.

[0064] At 608 The procedure includes 600 Determining whether the detected traffic control device is a traffic light. If the answer is 608 Yes, the procedure is possible. 600 to 610 further, to discontinue the operation of the vehicle, including discontinuing the actuation of a disconnect coupling of the vehicle, in accordance with the procedure 600 from Fig. 6, as explained in detail below. If the answer is 608 No, the procedure ends. 600 otherwise.

[0065] In some examples, the steps can be 604 and 608 in a different order or simultaneously. Unlike determining whether the detected traffic control device is a stop sign and then determining whether the detected traffic control device is a traffic light, both of these steps can also be performed in step 602 take place (e.g., step can 602 including identifying the type of detected traffic control device after the detection of a traffic control device).

[0066] With reference to Fig. 7 shows an example procedure 700 for operating a vehicle and a vehicle disconnect coupling when a stop sign is detected. The procedure of Fig. 7 can be stored as executable instructions in non-volatile memory in Fig. 1– Fig. 2 control units shown 12 be stored.

[0067] At 702 The procedure includes 700 similar to step 402 the procedure 400 The evaluation of a current vehicle state based on the distance between the vehicle and the intersection associated with the detected stop sign, the distance between the vehicle and the next vehicle in front (if one exists), the vehicle's speed, and the vehicle's rate of deceleration. 702 Does the procedure 700 to 704 further.

[0068] At 704 The procedure includes 700Determining a desired time to disconnect a coupling based on the current vehicle state and disconnecting the coupling at the desired time. As above with reference to Fig. As described in section 2, disengaging the disconnect clutch separates the engine from the vehicle drivetrain, and consequently, the engine can be switched off to improve fuel efficiency while the disconnect clutch is disengaged. Therefore, the desired time to disengage the disconnect clutch can correspond to a desired time to switch off the engine, based on the current vehicle state. The current vehicle state can determine a maximum possible engine shutdown duration—for example, if the distance between the vehicle and the intersection associated with the stop sign is relatively small, the maximum possible engine shutdown duration may be shorter compared to a scenario with a longer distance between the vehicle and the intersection associated with the stop sign, depending on the values ​​of the other parameters of interest (e.g.,Deceleration rate, distance between the vehicle and the next vehicle in front, etc.). After . 704 Does the procedure 700 to 706 further.

[0069] At 706 The procedure includes 700 The conversion of torque from the vehicle wheels into electrical energy via the starter / generator. The starter / generator can, for example, be the DISG transmission. 240 from Fig. 2. During conditions under which the disconnect clutch is disengaged, the engine is decoupled from the starter / generator and consequently the conversion of wheel torque into electrical energy can be carried out (as described here with reference to Fig. 2 described). After 706 Does the procedure 700 to 708 further.

[0070] At 708 The procedure includes 700 the storage of electrical energy (i.e. the electrical energy resulting from the conversion of wheel torque at706 results) in an electrical energy storage device. The electrical energy storage device can, for example, be the electrical energy storage device 275 from Fig. 2. Advantageously, the electrical energy stored in the electrical energy storage device can be used to supply torque to the vehicle wheels during low torque demand conditions without having to operate the power unit. The stored energy can also assist in restarting the power unit from a state of no rotation, as described above in relation to Fig. 2 described.

[0071] After 708 Does the procedure 700 to 710 next. At 710 The procedure includes 700The engagement of the disconnect clutch connects the engine to the drivetrain after the vehicle has stopped at the intersection for a desired duration. Engaging the disconnect clutch allows torque to be transferred from the engine to the vehicle's wheels, enabling the engine to propel the vehicle forward for the required time after it has stopped at the stop sign.

[0072] With reference to Fig. 8 shows an example procedure 800 for operating a vehicle and a disconnect coupling of the vehicle when a traffic light is detected. The procedure of Fig. 8 can be stored as executable instructions in non-volatile memory in Fig. 1– Fig. 2 control units shown 12 be stored.

[0073] At 802 The procedure includes 800 similar to step502 the procedure 500 The assessment of a vehicle's current state based on the distance between the vehicle and the intersection, the distance between the vehicle and the next vehicle in front, the vehicle's speed, and the vehicle's rate of deceleration. After 802 The procedure 800 to 804 on.

[0074] At 804 The procedure includes 800 similar to the steps 504 and 506 the procedure 500 Determining the current state of a traffic light and predicting the time of a change in its state. After 804 The procedure 800 to 806 on.

[0075] At 806 The procedure includes 800Determining whether stopping at an intersection achieves the desired performance is based on the current vehicle state, the current traffic light state, and the predicted time of the traffic light state change. Depending on the current vehicle state, the current traffic light state, and the predicted time of a traffic light state change, the vehicle's performance (e.g., fuel economy and / or energy efficiency) may or may not be improved by stopping at the intersection. For example, if the traffic light state is predicted to change from red to green soon, stopping at the intersection may not achieve the desired performance (e.g., because the engine shutdown time would be too short to justify switching the engine on and off in light of the impending traffic light state change).If, on the other hand, a relatively long time is predicted before the traffic light turns green, stopping at the intersection can achieve the desired performance, as a longer engine shutdown time may be possible. Although these examples, for the sake of simplicity, describe a determination based solely on the predicted time of the traffic light change, it is clear that the determination also depends on other factors, including the current vehicle state and the current traffic light state.

[0076] After 806 The procedure 800 to 808 on. At 808 Does the procedure 800 depending on the result of the step 806 carried out determination either to 810 or to 812 further. That is, if stopping at the intersection achieves the desired vehicle performance, the process continues. 800 to 810 on. At810 The procedure includes 800 similar to step 704 the procedure 700 Determining a time to disconnect the coupling in order to stop the vehicle at the intersection, and disconnecting the coupling at that time. After 810 The procedure ends 800 .

[0077] If stopping at the intersection does not achieve the desired vehicle performance, the procedure continues. 800 otherwise from 808 to 812 on. At 812 The procedure includes 800 similar to step 508 the procedure 500 Calculating the speed at which the vehicle arrives at the intersection when the traffic light is green. After 812 Does the procedure 800 to 814 further.

[0078] At 814 The procedure includes 800Determining whether the calculated speed is achievable if the disconnect clutch is disengaged for at least a minimum duration. For example, if the current vehicle speed is 50 mph, the vehicle is not currently decelerating, and the calculated speed is 20 mph, it may be possible to reach the calculated speed by disengaging the disconnect clutch for a minimum duration (since a significant reduction in speed is required to reach the calculated speed). However, if the current vehicle speed is 25 mph and the vehicle is decelerating at a rate of 1 mph per second, and the calculated speed is 20 mph, it may not be possible to reach the calculated speed by disengaging the disconnect clutch for a minimum duration (e.g., because a large reduction in speed is required to reach the calculated speed).5 seconds) to achieve this, as this would cause the vehicle's speed to fall below the calculated speed.

[0079] If the answer is at 814 No, the procedure is not going to work. 800 to 816 next. At 816 The procedure includes 800 Driving at the calculated speed (e.g., driving at the speed indicated by the speed limit) 814 calculated speed and not disconnecting the coupling). After 816 The procedure ends 800 .

[0080] If the answer is at 814 Yes, the procedure is possible. 800 otherwise to 818 next. At 818 The procedure includes 800Driving at the calculated speed and disengaging the disconnect clutch for at least the minimum duration. Disengaging the disconnect clutch for at least the minimum duration can, for example, allow the engine to be switched off for at least the minimum duration, thereby improving fuel economy and energy efficiency. After 818 Does the procedure 800 to 820 further.

[0081] At 820 The procedure includes 800 similar to the steps 706 and 708 the procedure 700 , while the disconnect clutch is disengaged, the conversion of torque from the vehicle wheels into electrical energy via the starter / generator and the storage of electrical energy in an electrical energy storage device. After 820 The procedure ends 800 .

[0082] With reference to Fig. Figure 9 shows another example method for adjusting vehicle operation, including adjusting the actuation of a vehicle's disconnect clutch based on a type of detected traffic control device. The method of Fig. 9 can be used as executable instructions in non-volatile memory in Fig. 1– Fig. 2 control units shown 12 be stored.

[0083] At 902 The procedure includes 900 Determining whether a traffic control device is detected at an intersection the vehicle is approaching. If a traffic control device is detected, the answer is yes, and the procedure 900 goes to 904 continue. Otherwise, the answer is no, and the procedure 900 ends.

[0084] At 904 The procedure includes 900Obtaining vehicle data. Vehicle data can include, for example, vehicle speed, vehicle acceleration, and vehicle location. After 904 The procedure 900 to 906 on.

[0085] At 906 The procedure includes 900 similar to the steps 402 , 502 and 702 the procedure 400 , 500 or 700 assessing the condition of the vehicle based on the 904 Vehicle data received. After 906 The procedure 900 to 908 on.

[0086] At 908 The procedure includes 900 Determining whether the detected traffic control device is a stop sign or a traffic light, e.g., in the procedures described above. 300 and 600 As described. If a stop sign is detected, the procedure proceeds. 900 to 910 on.

[0087] At 910 The procedure includes 900 Determining whether to use an automatic mode or a driver assistance mode, e.g., in the procedures described above. 400 and 500 as described. If the answer at 910 If you use automatic mode, the procedure is as follows: 900 to 912 further.

[0088] At 912 The procedure includes 900 Determining and executing a control strategy in automatic mode. The control strategy could, for example, calculate the maximum possible duration for switching off the engine based on the vehicle's state (e.g., the state of the engine). 906 (assessed vehicle condition). Furthermore, the control strategy may include disengaging the disconnect clutch and shutting down the engine for the maximum possible duration, as above with reference to Fig. 4 described. After 912The procedure ends 900 .

[0089] If the answer is at 910 To use the driver consultation mode, the procedure is as follows: 900 otherwise to 914 next. At 914 The procedure includes 900 Determining and executing a control strategy in driver assistance mode. The control strategy could, for example, calculate the maximum possible duration for switching off the engine based on the vehicle's state (e.g., the state of the vehicle). 906 (assessed vehicle condition). Furthermore, the control strategy may include advising the driver to take actions that will disengage the disconnect clutch and shut off the engine for the maximum possible duration, as described above with reference to Fig. 4 described. After 914 The procedure ends 900 .

[0090] However, if at 908Once it is determined that a traffic light has been detected, the procedure continues. 900 to 916 next. At 916 The procedure includes 900 Determining whether to use an automatic mode or a driver assistance mode, e.g., in the procedures described above. 400 and 500 as described. If the answer at 916 If you use automatic mode, the procedure is as follows: 900 to 918 further.

[0091] At 918 The procedure includes 900 Determining and executing a control strategy in automatic mode. The control strategy can, for example, calculate the maximum possible duration for switching off the engine based on the vehicle's state (i.e., the state at which the engine is switched off). 906 assessing the vehicle's condition and the traffic light's condition. In contrast to step 912, in which the maximum possible duration for switching off the engine is based solely on the vehicle's condition, takes into account step 918 Consequently, the state of the traffic light is also considered when determining the maximum possible duration for switching off the engine. Furthermore, the control strategy can include disengaging the disconnect clutch and switching off the engine for the maximum possible duration, as described above with reference to Fig. 4 described. After 918 The procedure ends 900 .

[0092] If the answer is at 916 To use the driver consultation mode, the procedure is as follows: 900 otherwise to 920 next. At 920 The procedure includes 900 Determining and executing a control strategy in driver assistance mode. The control strategy can, for example, calculate a maximum possible duration for switching off the engine based on the vehicle state (i.e., the state at which the engine is switched off).906 The control strategy may include the assessed vehicle condition and the condition of a traffic light. Furthermore, it may include advising the driver to take actions that disengage the disconnect clutch and shut off the engine for the maximum possible duration, as described above with reference to Fig. 4 described. After 920 The procedure ends 900 .

[0093] It can be seen that in further embodiments, automatic and driver guidance control modes can emphasize safety in addition to or instead of fuel economy and energy efficiency.

[0094] For example, if the vehicle is approaching an intersection with a stop sign, a driver alert (such as an instrument panel or audio alarm) can inform the driver of the upcoming stop sign. This way, a driver who might otherwise be distracted can recognize the need to stop at the intersection, rather than endangering their own safety and the safety of other drivers and pedestrians by failing to stop. Alternatively, if the vehicle is approaching an intersection with a traffic light, the driver alert can inform the driver about the upcoming traffic light, including information about the current traffic light status and the predicted time of the next change.In this way, the driver can make an informed decision, for example, whether to maintain / accelerate the current vehicle speed (if there is enough time for the vehicle to safely pass through the intersection while the traffic light is green or yellow) or to brake (if there is not enough time for the vehicle to safely pass through the intersection before the traffic light changes from yellow to red).

[0095] As a further example, parenteral warning and control modes are envisaged. While the term "parenteral" in this context can refer to the parents of a younger (e.g., teenage) driver, it can also refer more broadly to the monitoring and control of a driver's behavior of any age. For example, while operating in a parenteral warning mode, the vehicle can be configured to transmit a text message, email, etc., or to record an incident report if the vehicle fails to stop at a stop sign for a required duration or fails to stop at the stop sign at all. Furthermore, the vehicle can be configured to send a text message, email, etc.to transmit or save an incident report if the vehicle disregards a traffic signal by proceeding through the intersection when the traffic signal is red (and / or when the traffic signal is yellow and the remaining time before the next traffic signal change is less than a predetermined time). According to a parental control mode, a predetermined vehicle rest period can be automatically enforced when the vehicle arrives at an intersection with a stop sign. Similarly, a vehicle stop can be enforced when the vehicle arrives at an intersection with a red traffic signal if a suitable braking distance is detected. In both cases (stop sign or traffic light), a driver intervention option may be available. The driver intervention option can be initiated by the driver pressing and then releasing the brake and / or accelerator pedal, or by detection of an impending collision (e.g.,a rear-, side-, or front-end collision), lane departure, override button activation, abrupt steering, ABS / traction control activation, etc. Furthermore, the desired vehicle performance can be tailored by the driver to prioritize or configure a desired response according to their preferences.

[0096] For example, if a vehicle is about to approach an intersection with a stop sign, the vehicle should stop for a certain duration upon arrival. In principle, upon detection of an approaching stop sign, the vehicle can be steered in a way that increases safety and fuel efficiency in light of the impending stop. Conversely, if it is determined that the vehicle is about to approach an intersection with a traffic light, a further determination can be made as to whether or not the vehicle must stop upon arrival at the intersection, and if so, for how long, based on various factors such as the state of the traffic signal (e.g., the color of the light and the remaining time until the color changes) and the distance between the vehicle and a vehicle ahead in the same lane (if one exists).Based on such provisions, a suitable steering strategy can be used when the vehicle approaches and arrives at the intersection with the traffic light.

[0097] It should be noted that the procedures described here are intended as examples and are therefore not meant to be limiting. Consequently, the procedures described here can, of course, be supplemented by additional and / or alternative steps to those described in Fig. 3– Fig. The processes described in section 9 are included without deviating from the scope of this disclosure. Furthermore, it can be seen that the processes described here are not limited to the sequence shown; rather, one or more steps can be rearranged or omitted without deviating from the scope of this disclosure.

[0098] It should be noted that the example control and estimation routines contained herein can be used with various power machine and / or vehicle system configurations. The specific routines described here can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. In principle, various steps, operations, or functions shown in the sequence can be performed in parallel or, in some cases, omitted. Likewise, the order of processing is not necessarily required to achieve the features and benefits of the example implementations described here, but is provided for ease of explanation and description.Depending on the specific strategy used, one or more of the depicted steps or functions can be performed repeatedly. Furthermore, the example routines can graphically represent code to be programmed into the computer-readable storage medium in the control unit.

[0099] It is evident that the configurations and routines disclosed herein are essentially exemplary and that these specific embodiments should not be considered limiting, as numerous variations are possible. For example, the above technology can be applied to V6, R4, R6, V12, 4-cylinder boxer engines, and other types of power engines. The subject matter of this disclosure includes all new and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0100] The following claims specifically indicate certain combinations and subcombinations that are considered novel and not obvious. These claims may refer to “one” element or “a first” element, or the equivalent thereof. Such claims should be understood as the comprehensive integration of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application. Such claims, whether broader, narrower, the same, or different in scope compared to the original claims, shall also be considered to be included in the subject matter of the present disclosure. QUOTES INCLUDED IN THE DESCRIPTION

[0101] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0102] US 2010 / 0070128

[0003]

Claims

[1] Method for operating a vehicle comprising: Stopping the operation of the vehicle in response to whether a detected traffic control device is a stop sign or a traffic light. [2] The method of claim 1, further comprising the following if the detected traffic control device is a stop sign: Assessing a current vehicle condition, where the current vehicle condition is based on a distance between the vehicle and an intersection associated with the stop sign, a distance between the vehicle and the next vehicle in front, a speed of the vehicle, and a deceleration rate of the vehicle; and Determining a vehicle control strategy based on the current vehicle condition. [3] Method according to claim 2, wherein either the control strategy is carried out automatically or a driver of the vehicle is advised to take actions based on the control strategy. [4] Method according to claim 3, wherein the control strategy comprises switching off a power engine of the vehicle for a maximum possible duration when the vehicle is approaching the intersection and while the vehicle is stopped at the intersection. [5] Method according to claim 3, wherein the control strategy comprises minimizing energy extraction when the vehicle approaches the intersection and while the vehicle is stopped at the intersection. [6] The method of claim 1, further comprising the following if the detected traffic control device is a traffic light: Evaluating a current vehicle state, where the current vehicle state is based on a distance between the vehicle and an intersection associated with the traffic light, a distance between the vehicle and the next vehicle in front, a speed of the vehicle, and a deceleration rate of the vehicle; Determining the current traffic light state; predicting the time of a traffic light state change; and Determining a vehicle control strategy based on the current vehicle state, the current traffic light state, and the predicted time of the traffic light state change. [7] Method according to claim 6, wherein either the control strategy is carried out automatically or a driver of the vehicle is advised to take actions based on the control strategy. [8] Method according to claim 7, wherein the control strategy comprises calculating a speed at which the vehicle will arrive at the traffic light when the traffic light state is green and controlling the vehicle to travel at that speed. [9] Methods for operating a vehicle comprising: Detecting a traffic control device at an intersection towards which the vehicle is approaching; and Disconnecting and connecting a disconnect coupling located in a vehicle's drivetrain between a power unit and a starter / generator, based on a type of detected traffic control device. [10] Method according to claim 9, wherein disconnecting the disconnecting clutch disconnects the power engine from the drive train, and wherein closing the disconnecting clutch connects the power engine to the drive train. [11] The method of claim 10, further comprising the following if the detected traffic control device is a stop sign: Assessing the current state of a vehicle, where the current state of the vehicle is based on a distance between the vehicle and the intersection, a distance between the vehicle and the next vehicle in front, a speed of the vehicle, and a rate of deceleration of the vehicle; Determining a desired time to disconnect the coupling based on the current vehicle state; and Disconnecting the coupling at the desired time. [12] The method of claim 11, further comprising: after disconnecting the coupling: Converting torque from the vehicle wheels into electrical energy via the starter / generator; Storing electrical energy in an electrical energy storage device; and Closing the disconnect clutch to connect the engine to the drivetrain after the vehicle has stopped at the intersection for a desired duration. [13] The method of claim 10, further comprising the following if the detected traffic control device is a traffic light: Assessing the current state of a vehicle, where the current state of the vehicle is based on a distance between the vehicle and the intersection, a distance between the vehicle and the next vehicle in front, a speed of the vehicle, and a rate of deceleration of the vehicle; Determining the current traffic light state; predicting the time of a traffic light state change; Determining whether stopping at the intersection achieves the desired vehicle performance, based on the current vehicle state, the current traffic light state, and the predicted time of the traffic light state change; and The disconnect clutch closes based on whether stopping at the intersection achieves the desired vehicle performance. [14] The method of claim 13, wherein the actuation of the disconnect clutch based on whether stopping at the intersection achieves the desired vehicle performance comprises the following: When stopping at the intersection achieves the desired vehicle performance, determine a time to disengage the disconnect clutch in order to stop the vehicle at the intersection, and disengage the disconnect clutch at that time; and if stopping at the intersection does not achieve the desired vehicle performance, Calculating the speed at which the vehicle arrives at the intersection when the traffic light is green; and Drive at the calculated speed. [15] Method according to claim 14, further comprising determining whether the calculated speed can be achieved if the disconnecting coupling is released for at least a minimum duration, and if so, disconnecting the disconnecting coupling for at least the minimum duration. [16] The method of claim 15, further comprising: while the disconnect coupling is released: Converting torque from the vehicle wheels into electrical energy via a starter / generator; and Storing electrical energy in an electrical energy storage device. [17] Method for operating a vehicle comprising: Detecting a traffic control device at an intersection towards which the vehicle is approaching; Obtaining vehicle data; Assessing a vehicle's condition based on vehicle data; Determining a steering strategy for the vehicle, the determination being based at least on whether the detected traffic control device is a stop sign or a traffic light; and Execution of the tax strategy. [18] Method according to claim 17, wherein the determination of the control strategy is further based on the selection of an automatic mode or a driver guidance mode by a vehicle driver and the selection of one or more safety modes and fuel efficiency modes by the vehicle driver. [19] Method according to claim 18, wherein the execution of the control strategy comprises disconnecting and closing a disconnecting clutch arranged in a drive train of the vehicle between a power engine and a starter / generator, wherein disconnecting the disconnecting clutch disconnects the power engine from the drive train, and wherein closing the disconnecting clutch connects the power engine to the drive train. [20] The method of claim 19, wherein the execution of the tax strategy further comprises: If the traffic control device is a stop sign, calculate a maximum possible duration for switching off the engine based on the vehicle's condition; If the traffic control device is a traffic light, calculate a maximum possible duration for switching off the engine based on the vehicle state and a traffic light state; and disengage the disconnect clutch and switch off the engine for the maximum possible duration.