WO2020072828A1

WO2020072828A1 - System and method for prioritizing cylinder de-activation of an engine

Info

Publication number: WO2020072828A1
Application number: PCT/US2019/054580
Authority: WO
Inventors: Thomas M. Yonushonis; Bin L. LIU; Jianyong TIAN; Weiguang ZHOU; Lei Shi
Original assignee: Cummins Inc.; Light-Holets, Jennifer Kay
Priority date: 2018-10-04
Filing date: 2019-10-03
Publication date: 2020-04-09

Abstract

In some examples, a method and system for prioritizing a cylinder de-activation of an engine is provided. For example, the method and system may determine a condition corresponding to a shutdown opportunity for a multi-cylinder engine. The shutdown opportunity may correspond to executing the multi-cylinder engine in a stop/start mode. In response to the condition, the method and system may generate a command to execute the multi-cylinder engine in a cylinder de-activation mode. In the cylinder de-activation mode, the engine may maintain operation of at least one cylinder, and may also de-activate at least one cylinder. The method and system may provide the command to the multi-cylinder engine.

Description

SYSTEM AND METHOD FOR PRIORITIZING CYLINDER DEACTIVATION OF AN

ENGINE

FIELD OF THE DISCLOSURE

[0001] The present disclosure generally relates to combustion engines, and more specifically to a combustion engine that operates in a stop-start mode and/or in a cylinder deactivation mode.

BACKGROUND OF THE DISCLOSURE

[0002] A vehicle may include a stop/ start system that increases the fuel efficiency of the vehicle by selectively shutting down the engine and disabling the provision of fuel to the engine while the vehicle ignition system is activated. For example, a vehicle may come to a red light, and be forced to stop. During the red light, the vehicle, using the stop/ start system, may shut down the engine, saving fuel. Upon a green light, when the driver presses the accelerator pedal, the vehicle may start the engine again.

[0003] However, in some instances, the vehicle might not be able to operate in a stop/ start mode. For example, when the battery of the vehicle indicates a low state of charge (SOC), the vehicle might not be able to shut down the engine because the battery may not have sufficient energy to re-start the engine. In such instances, even during a stop (e.g., a red light), the vehicle may be forced to ran the engine, wasting fuel. Accordingly, in some examples, it is desirable to develop a system and method that prioritizes cylinder deactivation of an engine over shutting down the engine.

SUMMARY OF THE DISCLOSURE

[0004] In some examples, a method and apparatus for prioritizing a cylinder deactivation of an engine is provided. For example, the method and apparatus may determine a condition corresponding to a shutdown opportunity for a multi-cylinder engine. The shutdown opportunity may correspond to executing the multi-cylinder engine in a stop/ start mode. In response to the condition, the method and apparatus may generate a command to execute the multi -cylinder engine in a cylinder deactivation mode. In the cylinder deactivation mode, the engine may maintain operation of at least one cylinder, and may also de-activate at least one cylinder. The method and apparatus may provide the command to the multi -cylinder engine. [0005] In some instances, the method and apparatus may determine the condition by receiving, from a battery system of the vehicle, whether a low state of charge of a battery exists. The method and apparatus may generate the command based on whether the low state of charge of the battery exists. In some variations, the method and apparatus may determine the condition by determining a number of times that the multi-cylinder engine has been shut off within a threshold (e.g., a time period and/or a distance). The method and apparatus may generate the command based on comparing the number of times that the engine has been shut off within the time period with a threshold.

[0006] In some instances, the method and apparatus may determine the condition by receiving, from an inhibit switch sensor, an indication that an inhibit switch for the stop/start mode has been set. The method and apparatus may generate the command based on the indication that the inhibit switch for the stop/start mode has been set. In some variations, the method and apparatus may receive, from a global positioning system, a geographical location of the vehicle. The method and apparatus may generate the command based on the geographical location of the vehicle.

[0007] In some instances, the method and apparatus may determine the condition by- receiving, from a temperature sensor associated with an after-treatment system, a temperature reading associated with the after-treatment system. The method and apparatus may generate the command based on comparing the temperature reading with a temperature threshold. In some variations, the method and apparatus may determine the condition by determining an event corresponding to the after-treatment system. The method and apparatus may generate the command based on the event corresponding to the after-treatment system.

[0008] In some instances, the method and apparatus may determine the condition by determining a mass of the vehicle. The method and apparatus may generate the command based on comparing the mass of the vehicle with a threshold. In some variations, the method and apparatus may determine the condition by receiving information associated with environmental conditions including one or more of a terrain condition, a road condition, a traffic condition, and a weather condition. The method and apparatus may generate the command based on

determining that the start/stop mode should not be employed under the environmental conditions.

[0009] In some examples, a method and apparatus may receive a user input indicating prioritizing a cylinder deactivation mode. In response to the user input, the method and apparatus may determine a first geographical location of a vehicle and store the first geographical location in memory. The method and apparatus may also receive information indicating a current geographical location of the vehicle. The method and apparatus may prioritize the cylinder deactivation mode based on comparing the current geographical location of the vehicle with the first geographical location. The method and apparatus may then cause an engine to execute in the cylinder deactivation mode, where the engine shuts down at least one cylinder from a plurality of cylinders.

[00010] In some instances, the method and apparatus may determine a first time of day corresponding to the user input and store the first time of day in the memory. The method and apparatus may also receive information indicating a current time of day of the vehicle. As such, prioritizing the cylinder deactivation mode may be further based on comparing the current time of day of the vehicle with the first time of day.

[00011] In some examples, a method and apparatus may receive a time duration of a vehicle stop for a vehicle. The method and apparatus may compare the time duration of the vehicle stop with a threshold. In response to the time duration being greater than the threshold, the method and apparatus may determine a first geographical location of the vehicle and store the first geographical location in memory. The method and apparatus may also receive information indicating a current geographical location of the vehicle. The method and apparatus may prioritize a cylinder deactivation mode based on comparing the current geographical location of the vehicle with the first geographical location. The method and apparatus may then cause an engine to execute in the cylinder deactivation mode based on the prioritizing the cylinder deactivation mode.

[00012] In some instances, the method and apparatus may determine a first time of day corresponding to the vehicle stop and store the first time of day in the memory. The method and apparatus may also receive information indicating a current time of day of the vehicle. As such, prioritizing the cylinder deactivation mode may be further based on comparing the current time of day of the vehicle with the first time of day.

[00013] In some examples, a method and apparatus may receive an indication that a user- disable trigger has been activated for each of a plurality of conditions. The activation of the user-disable trigger indicates that a start/ stop mode for an engine has been disabled. The method and apparatus may determine a number of times that the user-disable trigger has been activated for each of the plurality of conditions and rank the determined number of times that the user- disable trigger has been activated for each of the plurality of conditions. The method and apparatus may prioritize a cylinder deactivation mode for the engine based on the ranking. The method and apparatus may then cause the engine to execute in the cylinder deactivation mode, where the engine shuts down at least one cylinder from a plurality of cylinders.

[00014] In some instances, the user-disable trigger is activated when a user turns on an inhibit switch for the start/ stop mode and/or when the user restarts the engine after an engine shutdown and places the engine in a neutral transmission gear position. The plurality of conditions may include any combination of environmental conditions such as one or more of a terrain condition, a road condition, a traffic condition, and a weather condition

BRIEF DESCRIPTION OF THE DRAWINGS

100015] The above-mentioned and other features of this disclosure and the manner of obtaining them will become more apparent and the disclosure itself will be better understood by reference to the following description of embodiments of the present disclosure taken in conjunction with the accompanying drawings, wfierein:

[00016] FIG 1 shows a block diagram of a cylinder deactivation prioritization system in accordance with one or more embodiments of the present disclosure;

[00017] FIG. 2 shows a flow diagram of a method for prioritizing the cylinder deactivation mode in accordance with one or more embodiments of the present disclosure;

[00018] FIG. 3 shows a more detailed flow diagram of a method for prioritizing the cylinder deactivation mode in accordance with one or more embodiments of the present disclosure; and

[00019] FIG. 4 shows a table for prioritizing the cylinder deactivation mode in accordance with one or more embodiments of the present disclosure.

DETAILED DESCRIPTION OF EMBODIMENTS

[00020] The embodiments disclosed herein are not intended to be exhaustive or to limit the disclosure to the precise forms disclosed in the following detailed description. Rather, the embodiments were chosen and described so that others skilled in the art may utilize their teachings. [00021] FIG. 1 shows a block diagram of a cylinder deactivation prioritization system 100 in accordance with one or more embodiments. The following description is merely exemplary in nature and is in no way intended to limit the disclosure, its application, or uses. It should be understood that steps within a method may he executed in a different order without altering the principl es of the present disclosure

[00022] As shown in FIG. 1, the cylinder deactivation prioritization system 100 includes a controller 102, such as an engine control unit or module (ECU or ECM), a connectivity system 1 17, a hybrid system 118, an after-treatment system 120, a battery/energy storage system 122, an operator/ external system 124, a vehicle/machine system 126, a global positioning system (GPS) 128, and/or a multi -cylinder engine 116. As is generally known in the art, the multi -cylinder engine 116 is a combustion engine that combusts an air/fuel mixture to produce drive torque for a vehicle. The torque output by the multi-cylinder engine 1 16 is selectively transferred to a load, such as a transmission (not shown) via a torque transfer device (not shown). A vehicle, such as a standard and/or hybrid vehicle (e.g., a vehicle using two or more energy sources, such as diesel and electric), uses the torque output by the engine 116 to move the vehicle. In some instances, the fuel used by the engine is diesel fuel; however, any suitable fuel may be used in the engine 1 16. In some examples, the GPS 128 is optional, and the cylinder deactivation prioritization system 100 might not include the GPS 128.

[00023] The multi-cylinder engine 1 16 includes multiple cylinders to generate torque for the vehicle. Typically, the more cylinders an engine has, the more torque the engine is able to produce. Further, the more cylinders an engine is operating, typically, the more fuel (e.g., diesel fuel) is required to operate the engine.

[00024] In some examples, the vehicle may shut down and/or de-activate the engine 116 and/or one or more cylinders of the engine 116 based on one or more conditions. For example, in a stop/ start mode and/or system, the vehicle may come to a stop, and the vehicle may shut down the engine (e.g., for an 8-cylinder engine, the engine may shut down all 8-cylinders) However, due to one or more conditions, the vehicle might not be able to shut down the engine 116. Instead and as explained in further detail below, the vehicle may include a cylinder deactivation system and/or operate in a cylinder deactivation mode. In this mode, rather than shutting down the engine, the vehicle may de-activate (e.g., shut down) one or more cylinders (e.g., for an 8-cylinder engine, the engine may shut down 3 or 4 cylinders instead). By using the cylinder deactivation mode, the vehicle may he able to conserve fuel, reduce emissions and/or maintain the temperature in the after-treatment system 120. In some examples, the cylinder deactivation mode may include variable valve timing, variable deactivation, variable

displacement, and/or additional methods and/or modes to shut down one or more cylinders of the engine 116.

[00025] The controller 102 includes cylinder deactivation prioritization logic 104 and memory 112. The controller 102 may be a single device or a distributed device, and the functions of the controller may be performed by hardware and/or by a processor implementing computer instructions on a non-transient computer readable storage medium. The logic 104 includes an engine stop inhibit unit 106, an engine stop/ start opportunity unit 108, and/or a mode selection unit 110. As will be explained in further detail below, the engine stop inhibit unit 106 may communicate (e.g., receive, transmit and/or provide information 156) with the mode selection unit 1 10. Additionally, and/or alternatively, the engine stop inhibit unit 106 may communicate (e.g., receive, transmit, and/or provide information 162) with the engine stop/ start opportunity unit 108. Additionally, and/or alternatively, the engine stop/ start opportunity unit 108 may communicate (e.g., receive, transmit and/or provide information 154) with the mode selection unit 1 10. The mode selection unit 1 10 may provide information 160 to the multi- cylinder engine 116. For example, the mode selection unit 110 may provide one or more commands to the multi -cylinder engine 116, causing the multi-cylinder engine 1 16 to shut down (e.g., executing in a stop-start mode) and/or causing one or more cylinders of the multi-cylinder engine 116 to de-activate (e.g., executing in a cylinder deactivation mode). In some instances, in the cylinder deactivation mode, the command may cause half the cylinders of the multi-cylinder engine 1 16 to de-activate. In other instances, the command may cause a variable number of cylinders (e.g., 2 out of the 6 cylinders) of the engine 116 to de-activate. In various instances, de-activating one or more cylinders of the multi-cylinder engine 116 entails controlling the fuel injectors to stop fuel injections in those cylinders

[00026] Logic and/or unit refers to any suitable logic configuration including, but not limited to, an application specific integrated circuit (ASIC), an electronic circuit, one or more processors (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, state machines, and/or other suitable components that provide the described functionality. Although these sub-units 106, 108, and/or 110 are illustrated as children units subordinate of the parent logic and/or unit, each sub-unit can be operated as a separate unit from the logic 104, and other suitable combinations of sub-units are contemplated to suit different applications

[00027] In some instances, the memory 112 stores computer-executable instructions 114 that when executed cause one or more processors (e.g., logic 104) to implement aspects of embodiments of the system 100 discussed herein and/or to perform aspects of embodiments of methods and procedures discussed herein. In some instances, the memory 112 is random access memory (RAM), read only memory (ROM), or any suitable memory. Further, in some examples, at least one sector of the memory 112 may be comprised of one or more non-volatile memory' sectors that are configured to retain data while the memory 112 is in a powered down state.

[00028] The engine stop/ start opportunity unit 108 communicates (e.g , receives information 130, 132, 134, 136, and/or 138) with the multi -cylinder engine 116. For example, the multi -cylinder engine 116 may include one or more sensors configured to provide one or more signals and/or data. For example, the engine 116 includes an engine speed (“SPD”) sensor 129, a throttle/pedal position (“PED”) sensor 131, a transmission gear position (“TGP”) sensor 133, a brake engaged (“BRK”) sensor 135, and an engine odometer (“ODM”) sensor 137. The engine sensors 129, 131, 133, 135 and/or 137 may communicate (e.g., receive and/or provide) information 130, 132, 134, 136, and/or 138 with the engine stop/ start opportunity unit 108. Additionally, and/or alternatively, in some variations, the engine sensors 129, 131, 133, 135 and/or 137 may communicate with one or more other units (e.g., the mode selection unit 110 and/or the engine stop inhibit unit 106) within the logic 104.

[00029] The SPD sensor 129 may be a conventional sensor configured to produce a signal from which the rotational speed of the engine 116 can be determined and, in certain

embodiments, from which the rotational position, i.e., the crank angle, of the engine 116 relative to a reference position or reference crank angle can be determined. The engine stop/ start opportunity' unit 108 may receive, from the SPD sensor 129, information 130 indicating the rotational speed of the engine (e.g , rotations per minute (RPM)) In some variations, the SPD sensor 129 may be a conventional Hall Effect sensor configured for speed detection; although other conventional sensors may alternatively be used. [00030] The PED sensor 131 may be a conventional valve position sensor configured to produce a signal indicative of the position of an exemplar}_' throttle valve coupled to the engine

1 16. The engine stop/ start opportunity unit 108 may receive, from the PED sensor 131, information 132 indicating a throttle valve position relative to a reference position. In some instances, the PED sensor 131 may also be referred to as an accelerator pedal position sensor configured for pedal position measurement relative to a reference position and to produce one or more signals indicative of the measured pedal position.

[00031] The TGP sensor 133 may be a conventional gear position sensor configured to produce a signal indicative of the position of an exemplary gearshift position of a transmission of the engine 1 16. The engine stop/ start opportunity unit 108 may receive, from the TGP sensor 133, information 134 indicating the actual gear shift position as an operator changes the gearshift (e.g., from“neutral” to a transmission gear position that permits accelerating movement of the vehicle in response to an increase in applied engine throttle).

[00032] The BRK sensor 135 may be a conventional brake pedal position sensor configured to produce a signal indicative of the position or activation state of an exemplar' brake pedal. The engine stop/ start opportunity_' unit 108 may receive, from the BRK sensor 135, information 136 indicating the actual brake pedal position as a user engages/depresses, for example, a conventional friction brake accessible within the vehicle interior. The BRK sensor- 135 may be a conventional electromechanical sensor configured to sense brake pedal motion, although other conventional sensors may alternatively be used.

[00033] The QDM sensor 137 may be a conventional engine odometer sensor configured to produce a signal indicative of the measured distance traveled by a vehicle. The engine stop/ start opportunity unit 108 may receive, from the ODM sensor 137, information 138 indicating the actual distance traveled by the vehicle.

[00034] The engine stop inhibit unit 106 receives and/or provides information 140, 142, 144, 146, 148, 150, 152 from and/or to one or more sub-systems (e.g., the connectivity system

117, the hybrid system 118, the after-treatment system 120, the battery/energy storage system 122, the operator/extemal system 124, the vehicle/machine system 126, and/or the GPS 128) Additionally, and/or alternatively, other units in logic 104 (e.g., the engine stop/ start opportunity unit 108 and/or the mode selection unit 110) may receive and/or provide information to the one or more sub-systems. As shown in FIG. 1, the system 100 includes multiple vehicle sub- systems. Each sub-system (e.g., the connectivity system 117, the hybrid system 1 18, the after- treatment system 120, the battery/energy storage system 122, the operator/external system 124, the vehicle/machine system 126, and/or the GPS 128) may include a plurality of electronic circuits and/or sensors configured to provide information to the engine stop inhibit unit 106.

[00035] The connectivity system 117 is a conventional vehicle telematics unit generally known in the art and may include, for example, one or more communication modules configured to acquire or receive data from various databases that provide real-time information on the road, traffic, weather, etc. The connectivity system 1 17 may communicate with the various databases using a suitable communication protocol (e.g., vehicie-to-everything (V2X) communication).

The connectivity system 1 17 may further include one or more electronic circuits configured to exchange data between the connectivity system 117 and various other systems of the exemplary vehicle. For example, the engine stop inhibit unit 106 may receive, from the connectivity system 1 17, information 140 indicating various environmental conditions, such as terrain conditions (e.g., slope, curvature, length, etc.), road conditions (e.g., road closures, constructions, low' speed zones, etc.), traffic conditions (e.g., congestions, detours, accidents, traffic signals, etc.), and weather conditions (e.g., fog, snow, flood, etc.). In some examples, the connectivity system 117 may provide GPS information.

[00036] The hybrid system 118 is a conventional hybrid control system generally known in the art. and may include, for example, one or more electric drive components such as a motor/generator and a plurality of power electronics circuits that exchange data communications between the hybrid syste 118 and various other systems of the exemplary vehicle. For example, the engine stop inhibit unit 106 may receive, from the hybrid system 118 and/or one or more sensors for the hybrid system 118, information 142. While a hybrid syste 1 18 is described in an exemplary embodiment, it should be understood that the teachings of the present disclosure are equally applicable to non-hybrid vehicles.

[00037] The after-treatment system 120 is a conventional after-treatment system generally- known in the art and may include, for example, exhaust after-treatment devices such as an oxidation catalyst and/or a particulate filter that are configured to engage in one or more temperature managed operations as well as exchange data communications betw'een after- treatment system 120 and various other systems of the exemplary vehi cle. For example, the engine stop inhibit unit 106 may receive, from the after-treatment system 120 and/or one or more sensors for the after-treatment system 120, information 144. In some examples, the after- treatment system 120 may include one or more temperature sensors for measuring temperatures of the after-treatment system 120. The engine stop inhibit unit 106 may receive information 144 indicating temperature readings of the after-treatment system 120.

[00038] The batter /energy storage system 122 is a conventional battery system generally known in the art and may include, for example, a battery charge sensing system configured to detect battery charge (e.g., the state of charge (SOC)) above and/or below a threshold charge and a battery temperature sensing system configured to detect battery temperatures above and/or below threshold temperatures. The battery'/ energy storage system 122 may further include one or more electronic circuits configured to exchange data communications between the battery/energy storage system 122 and various other systems of the exemplary_' vehicle. For example, the engine stop inhibit unit 106 may receive, from the battery/energy storage system 122 and/or one or more sensors for the battery/energy storage system 122, information 146 (e.g., the SOC of a battery).

[00039] The operator/ external system 124 is a conventional operator system generally known in the art and may include, for example, one or more manual operator controlled inhibit switches moveable between an“ON” position and an“OFF” position. The operator/external system 124 may further include a vehicle interlock system having an active and an inactive state wherein the system is configured to be in an active state when, for example, a vehicle

door/entrance is open, an engine access means (e.g vehicle hood/bonnet) is open, a vehicle cabin temperature management system is engaged in a particular operation. Likewise, the

operator/ external system 124 may be in an inactive state when the entrance and/or engine access means is closed and/or the temperature management system is not engaged in a particular operation. The operator/ external system 124 may further include one or more electronic circuits configured to exchange data communications between the operator/external system 124 and various other systems of the exemplary_' ^· vehicle. For example, the engine stop inhibit unit 106 may receive, from the operator/external system 124 and/or one or more sensors for the operator/external system 124, information 148 (e.g., the position of the inhibit switches).

[00040] The vehicle/machine system 126 is a conventional vehicle/machine system generally known in the art and may include, for example, a vehicle power-take-off system configured to transfer mechanical power from the engine 1 16 or a related system to another piece of equipment or machine. In some instances, the vehicle/machine system 126 may further include one or more sensors that cooperate to trigger an engine shutdown opportunity (e.g. the SPD sensor 129, PED sensor 131, TGP sensor 133, BRK sensor 135, and/or ODM sensor 137) as well as a conventional anti-lock braking system and one or more electronic circuits configured to exchange data communications between the vehicle/machine system 126 and various other systems of the exemplary vehicle. In some examples, the vehicle/machine system 126 may include an inertia sensor that estimates and/or measures a weight of the vehicle. For example, the engine stop inhibit unit 106 may receive, from the vehicle/machine system 126 and/or one or more sensors for the vehicle/machine system 126, information 150.

[00041] The GPS 128 is a conventional GPS generally known in the art and may include, for example, a system that detects a location (e.g., geographical location) of the vehicle. The GPS 128 may include one or more electronic circuits configured to exchange data

communications between the GPS 128 and various other systems of the exemplary vehicle. For example, the engine stop inhibit unit 106 may receive, from the GPS 128, information 152 (e.g., geographical location of the vehicle).

[00042] FIG. 2 shows a flow chart illustrating a method 200 for prioritizing the cylinder deactivation mode and will be described below with reference to the cylinder deactivation prioritization system 100. However, any? suitable structure can be employed

[00043] In operation, at step 202, the logic 104 may determine a condition corresponding to a shutdown opportunity? for the multi-cylinder engine 116. The shutdown opportunity, such as a stop opportunity and/or an engine deactivation opportunity, may relate to executing the multi- cylinder engine in a stop-start mode. For example, the engine stop/start opportunity unit 108 may receive information indicating the status of the multi -cylinder engine 116. The engine stop/start opportunity unit 108 may receive information from one or more engine sensors (e.g., the SPD sensor 129, the PED sensor 131, TGP sensor 133, the BRK sensor 135, and/or the ODM sensor 137). Based on the information indicating the status of the multi-cylinder engine 116, the engine stop/start opportunity unit 108 may determine (e.g., detect) a shutdown opportunity for the engine 116. The shutdown opportunity may indicate an opportunity to shut down (e.g., shut down all cylinders) the multi -cylinder engine 1 16. The engine stop/start opportunity? unit 108 may provide information indicating the shutdown opportunity to the mode selection unit 110 and/or the engine stop inhibit unit 106. In some examples, the engine stop/start opportunity unit 108 may receive information from another source, such as the operator/external system 124 (e.g., the operator/ external system 124 may provide user input indicating a stop/ start opportunity to the engine stop/ start opportunity unit 108).

[00044] The engine stop inhibit unit 106 may receive information from one or more sub- systems (e.g., the connectivity system 1 17, the hybrid system 118, the after-treatment system 120, the battery /energy storage system 122, the operator/ external system 124, the

vehicle/machine system 126, and/or the GPS 128). Based on the information from the one or more sub-systems, the engine stop inhibit unit 106 may determine a condition corresponding to the shutdown opportunity. In other words, the engine stop inhibit unit 106 may determine a condition that prevents the engine 116 from shutting down or de-activating. For instance, in some examples, a battery from the battery/energy storage system 122 may indicate a low SOC. The engine stop inhibit unit 106 may receive information 146 indicating the low SOC from the battery/energy storage system 122. Based on this information 146, the engine stop inhibit unit 106 may determine a condition indicating the low SOC that prevents the shutdown of the engine 116. After determining the condition, the engine stop inhibit unit 106 may provide information 156 indicating the condition that prevents the engine 116 shutdown to the mode selection unit 110 and/or the engine stop/ start opportunity unit 108.

[00045] At step 204, in response to the condition, the mode selection unit 110 generates a command to execute the multi-cylinder engine 116 in a cylinder deactivation mode. For example, rather than shutting down the multi -cylinder engine 1 16, in the cylinder deactivation mode, the mode selection unit 110 de-activates at least one cylinder and also maintains operation of at least one cylinder. For example, the mode selection unit 110 may receive information 154 and/or 156 from the engine stop/start opportunity unit 108 and/or the engine stop inhibit unit 106. For instance, the mode selection unit 1 10 may receive information 154 indicating a shutdown opportunity for the engine 116. Additionally, and/or alternatively, the mode selection unit 110 may receive information 156 indicating a condition that prevents the engine 116 from shutting down. Based on the received information, the mode selection unit 1 10 may determine to execute the multi-cylinder engine 116 in a cylinder deactivation mode. In other words, based on the condition that prevents the engine 116 from shutting down and the shutdown opportunity, the mode selection unit 110 determines to de-activate one or more cylinders of the multi-cylinder engine 116 without shutting down all the cylinders of the multi-cylinder engine 1 16. Thus, in the cylinder deactivation mode, a portion of the engine (e.g., 4 cylinders) is still operating, while another portion of the engine (e.g., the other 4 cylinders) is de-activated.

[00046] At step 206, the mode selection unit 1 10 provides information 160 (e.g., the generated command from step 204) to the engine 116. In response to the command, the engine 116 may operate in the cylinder deactivation mode by de-activating one or more cylinders while maintaining operation of one or more other cylinders. By executing in the cylinder deactivation mode when a condition that prevents the engine 116 from shutting down (e.g., a miss of the cylinder deactivation), the vehicle saves fuel. Furthermore, each shutdown of the engine 116 causes wear and tear on the components of the engine 116, battery system 122 and/or other components of the vehicle. Thus, by maintaining operation of one or more cylinders, less wear and tear occurs on the components of the engine 116, battery system 122, and/or vehicle.

[00047] In some examples, the engine stop inhibit unit 106 may determine the condition and/ that prevents the engine 116 from shutting down in response to the information 165 (e.g., the shutdown opportunity). In other examples, the engine stop inhibit unit 106 may determine the condition separate from the engine stop/start opportunity unit 108 determining the shutdown opportunity. For example, the engine stop inhibit unit 106 may periodically receive information from the one or more sub-systems, and periodically determine whether a condition exists. The mode selection unit 110 may receive the condition, and may also receive the shutdown opportunity. In response to receiving the shutdown opportunity, the mode selection unit 1 10 may determine whether it has received one or more conditions that prevents the engine 116 from being shut down. If so, the mode selection unit 1 10 might not shut down the engine 116, but instead operate in a cylinder deactivation mode (e.g., de-activate one or more cylinders of the engine 116). If not, then the mode selection unit 110 may shut down the engine 116 (e.g., all cylinders of the engine 116).

[00048] FIG. 3 shows a flow chart illustrating a method 300, which provides more details on the method 200 of FIG. 2, and will be described below with reference to the cylinder deactivation prioritization system 100. However, any suitable structure can be employed. In operation, at step 302, the logic 104 (e.g., the engine stop inhibit unit 106, the engine stop/start opportunity unit 108, and/or the mode selection unit 110) may determine whether there is an engine stop opportunity as explained above. If there is not an engine stop opportunity, then the method 300 may move to step 304. At step 304, the logic 104 may permit the engine 116 to continue running.

[00049] If there is an engine stop opportunity, then the method 300 may move to step 306. At step 306, the logic 104 may receive information from one or more sub-systems as described above. For example, the logic 104 may receive, from the battery /energy storage syste 122, information 146 indicating the SQC of a battery_{' .}

[00050] At step 308, the logic 104 may determine whether to prioritize the cylinder deactivation mode. For example, the logic 104 may compare the SOC of the battery with a threshold (e.g., a pre-determined and/or pre-programmed threshold). If the SOC of the battery' is below the threshold, then the logic 104 may prioritize the cylinder deactivation mode and the method 300 may move to step 312. If not, then the logic 104 might not prioritize the cylinder deactivation mode, use the stop-start mode instead, and the method 300 may move to step 310. For instance, if the battery of the vehicle is low, then it may be difficult to start the engine 1 16 again after a shut down. As such, rather than shutting down the engine 116, the logic 104 prioritizes the cylinder deactivation mode and the method moves to step 312.

[00051] At step 312, the logic 104 may generate a command to execute the engine 116 in a cylinder deactivation mode as described above. Further, the logic 104 may provide the command to the engine 116, which may cause one or more cylinders of the engine 116 to de activate. Referring back to step 308, if the logic 104 determines not to prioritize the cylinder deactivation mode (e.g., the SOC of the battery_' is not below_' the threshold), the method 300 may move to step 310.

[00052] At step 310, the logic 104 determines whether to shut down the engine 116 (e.g., operate in a stop mode and shut down all the cyli nders of the engine 116). If not, then the method 300 returns to step 304, and the engine 116 continues to run. If so, then the method 300 moves to step 314. At step 314, the logic 104 may generate a command to execute the engine 1 16 in a stop mode. Further, the logic 104 may provide the command to the engine 1 16, which may cause the engine 116 (e.g., all cylinders of the engine) to shut down.

[00053] At step 316, the logic 104 may determine whether to maintain the mode of operation for the engine 116. For example, the logic 104 may determine whether it has received new information from the one or more engine sensors (e.g., the SPD sensor 129, the PED sensor 131, TGP sensor 133, the BRK sensor 135, and/or the ODM sensor 137). Based on the new^? information, the logic 104 may determine to restart the engine and/or re-activate the cylinders of the engine 116. In some examples, the vehicle operator may brake to a stop at a stop light, and logic 104 may de-activate one or more cylinders of the engine 116. After the operator sees a green light and releases the brake pedal and/or taps the accelerator pedal, the logic 104 may receive new information indicating that the operator has removed their input from the brake (e.g., from the BRK sensor 135), a change of position of the acceleration pedal (e.g., from the PED sensor 131), and/or an increase in the speed of the vehicle (e.g., from the SPD sensor 129).

Based on the new information, the method 300 may move to step 318. Otherwise, the method 300 may remain at step 316, and the engine 116 may continue operating with one or more cylinders that are de-activated and/or the engine 1 16 shut down.

[00054] At step 318, the logic 104 may generate a command to restart the engine and/or re-activate one or more cylinders of the engine 116. For example, if the engine 116 was operating in a cylinder deactivation mode, the logic 104 may generate a command to re-activate the cylinders that were de-activated previously. If the engine 1 16 was operating in a stop mode, the logic 104 may generate a command to restart the engine 116. The logic 104 may provide the command to the engine 116, and the engine 116 may restart and/or re-activate the cylinders and/or the engine 1 16. Then, the method 300 may return to step 302, and the process may repeat.

[00055] In some variations, the logic 104 may receive and/or determine that the engine 116 has been shut off too many times within a pre-determined and/or pre-programmed threshold (e.g., a time period and/or a distance). For example, the logic 104 may use a counter to determine a number of times that the engine 116 has been shut down and/or de-activated (e.g., executed a stop in the stop-start mode) within a certain time period, such as the past thirty minutes. Additionally, and/or alternatively, the logic 104 may determine a number of times that the engine 116 has been shut down and/or de-activated within a certain distance (e.g., the number of times that the engine 1 16 has been shut down in the last mile). Based on comparing the number of times that the engine 116 has been shut down and/or de-activated with the threshold (e.g., the time period and/or distance), at step 308, the logic 104 may determine to prioritize the cylinder deactivation mode (e.g., shutting down a few cylinders) rather than operating in a stop- start mode and shutting down the engine 1 16. For example, if the logic 104 determines that the number of times the engine 116 has been shut down and/or de-activated exceeds the threshold, then the method may move to step 312. At step 312, the logic 104 may generate a command to execute the engine 116 in the cylinder deactivation mode, and the method 300 progresses as described above. If the number of time the engine 116 has been shut down and/or de-activated as determined at step 308 is below the threshold, then the method may move to step 310.

[00056] In some examples, the logic 104 may receive information from a sub-system indicating that an inhibit switch for the stop-start mode has been set. As mentioned previously, the operator/ external syste 124 may include an inhibit switch (e.g., original equipment manufacturer (OEM) switch) for the stop-start mode. Based on receiving information indicating the inhibit switch has been set, at step 308, the logic 104 may determine to prioritize the cylinder deactivation mode over the stop-start mode. Then, the method 300 may move to step 312, and the method 300 progresses as described above. Additionally, and/or alternatively, the logic 104 may receive an indication that the inhibit switch has been set via a data link (e.g., a vehicle controller, a display on the vehicle, and/or an external source). For example, even without operator input (e.g., a physical hardwired inhibit switch), the logic 104 may receive information from a vehicle controller (e.g., the ECU 102) and/or an OEM to inhibit the stop-start mode. For instance, based on a variety of conditions (e.g., the conditions described above, below, and/or additional conditions), the vehicle controller and/or OE : may provide information to inhibit the stop-start mode. At step 308 and based on the received information, the logic 104 may determine to prioritize the cylinder deactivation mode, and the method 300 may move to step 312.

[00057] Additionally, and/or alternatively, the logic 104 may receive information that the inhibit switch for the cylinder deactivation mode has not been set. In such instances, at step 308, the logic 104 may determine not to prioritize the cylinder deactivation mode, and instead perform a full shut down of the engine 116. Thus, the method 300 may move to step 310.

[00058] In some instances, the logic 104 may receive information from a sub-system indicating a low traffic density. For example, the logic 104 may receive, from the GPS 128, information indicating a geographical position. Based on the geographical position, at step 308, the logic 104 may determine to prioritize the cylinder deactivation mode. Then, the method 300 may move to step 312, and the method 300 progresses as described above. For instance, in some examples, the geographical position may indicate that the vehicle is in a rural area, and the stop may be caused by a stop sign. Such infrequent stops in rural areas may result in little fuel savings. As such, the logic 104 may determine to prioritize the cylinder deactivation mode, and de-activate one or more cylinders of the engine 116 rather than all the cylinders of the engine 1 16. In some variations, the logic 104 may receive information from a sub-system (e.g., the connectivity system 117) indicating a low traffic density and/or the geographical position. For example, the connectivity system 117 may receive information indicating a low traffic density and/or the geographical position from an intelligent transportation system (ITS) and/or from user input (e.g., from the op era tor/ external system 124).

[00059] In some examples, the logic 104 may receive information (e.g., from the ITS via the connectivity system 117) including population density maps that gives an overview of the population in the area. For example, the logic 104 may receive information indicating a population of the area for the geographical location. The logic 104 may compare the population of the area with a threshold. Based on the population being greater than the threshold, the logic 104 may determine the vehicle is in a rural area, and prioritize the cylinder deactivation mode over the stop-start mode.

[00060] In some instances, the logic 104 may use machine learning to determine whether to prioritize the cylinder deactivation mode over the stop-start mode. For example, the logic 104 receive information indicating a geographical location, a time of the day, and/or an operator or vehicle behavior indicating a vehicle stop.

[00061] For instance, the operator or vehicle behavior may include user input indicating to turn off the stop-start mode and/or user input indicating to prioritize the cylinder deactivation mode. For example, a user may be drivi ng the vehicle in a rural area and may turn off the stop- start mode using the operator/external system 124. Additionally, and/or alternatively, the user may prioritize the cylinder deactivation when they see a stop sign, but not when they see a traffic light. For example, the user may be driving the vehicle and may see a stop sign. The user may provide a user input indicating for the logic 104 to collect the geographical location of the stop sign. The user may also provide a user input indicating to prioritize the cylinder deactivation mode rather than the stop-start mode at the geographical location. The logic 104 may receive the user input, and store a geographical location, operator or vehicle behavior, and/or a time of day. Then, the next time the logic 104 determines the vehicle is at the geographical location and/or determines the time of day matches the previous user input, the logic 104 may turn off the stop- start mode and/or prioritize the cylinder deactivation mode. [00062] In other words, the logic 104 may receive the user input indicating that the user is intending to turn off the stop-start mode and/or collect the geographical location and prioritize the cylinder deactivation mode. In response to receiving the user input, the logic 104 may determine (e.g., obtain) the geographical location of the vehicle and/or a time of day. The logic 104 may store the user input, time of day, and/or the geographical location in memory, such as the memory_' 1 12. Then, the logic 104 may compare the current geographical location and/or the current time of day with the stored geographical location and/or time of day. In response to the logic 104 determining the stored geographical location matches the current geographical location and/or the stored time of day matches the current time of day, the logic 104 may prioritize the cylinder deactivation mode. In some examples, the logic 104 may continuously store the user inputs indicating turning off the stop-start mode, the time of day, and/or the geographical location in the memory_' 112. Further, the logic 104 may continuously compare the stored information with the current information to determine whether to prioritize the cylinder deactivation mode over the stop-start mode

[00063] In some variations, the operator or vehicle behavior may be analyzed in conjunction with environmental conditions to determine whether to prioritize the cylinder deactivation mode over the stop-start mode. FIG. 4 shows a table 400 that lists the number of times that a user-disable trigger wns activated under various environmental conditions (e.g., terrain conditions, road conditions, traffic conditions, and weather conditions as described herein). The user-disable trigger servers as an indication of when the user does not wish to use or employ the stop-start mode. The user-disable trigger can be activated when the user turns on an inhibit switch for the stop-start mode as described above. Additionally, and/or alternatively, the user-disable trigger can be activated when the user restarts the engine in a short amount of time (e.g., < 3 seconds) after an engine shutdown and places the engine in a neural transmission gear position (e.g., idling).

[00064] Under various environmental conditions, the logic 104 counts the number of times that the user-disable trigger has been activated and stores this information in the memory 112. In the table 400, example environmental conditions are shown including a night condition 402 (e.g , driving at night), a traffic jam condition 404, a stop area condition 406 (e.g., school or low speed zones), and a long stop light condition 408 Column 410 indicates the number of times that the user-disable trigger was activated under the traffic jam condition 404. Column 412 indicates the number of times that the user-disable trigger was activated under the night condition 402.

Column 414 indicates the number of times that the user-disable trigger was activated under both the stop area condition 406 and the long stop light condition 408 (e.g., encountering long stop lights in a school zone). Column 416 indicates the number of times that the user-disable trigger was activated under both the night condition 402 and the traffic jam condition 404 (e.g., encountering traffic jams at night). It should be noted that any combination of environmental conditions may be considered in other examples. Further, while only four environmental conditions are shown, additional environmental conditions may be included in other examples.

[00065] The logic 104 ranks the number of times that the user-disable trigger has been activated under each of the environmental conditions. Based on the ranking, the logic 104 determines the prioritization of the cylinder deactivation mode over the stop-start mode. In the example of table 400, the user-disable trigger was activated the most under the traffic jam condition 404. Thus, under traffic jam conditions, the logic 104 may prioritize the cylinder deactivation mode in step 308 and then move to step 312 as described above

[00066] In some variations, the operator or vehicle behavior may indicate a time duration of the stop. For example, the logic 104 may receive a time duration or length of a vehicle stop and/or an engine stop (e.g , caused by executing in the stop-start mode). The logic 104 may compare the time duration with a time threshold. If the time duration is less than the time threshold, the logic 104 may determine the geographical location of the vehicle and/or a time of day. The logic 104 may then store the time duration of the vehicle stop, the geographical location, and/or the time of day in memory 112. Then, similar to above, the logic 104 may compare the current geographical location and/or the current time of day with the stored geographical location and/or time of day. In response to the logic 104 determining the stored geographical location matches the current geographical location and/or the stored time of day matches the current time of day, the logic 104 may prioritize the cylinder deactivation mode.

[00067] In some examples, the logic 104 may prioritize the cylinder deactivation mode over the stop-start mode based on information indicating a turn signal, such as a right turn signal. For example, the vehicle operator may make a right turn upon seeing a stop sign and/or stop light. In such examples, the vehicle might not operate in a cylinder deactivation mode and may prioritize the cylinder deactivation mode. In other words, the logic 104 may receive information indicating a vehicle stop (e.g., based on a vehicle speed, user input described above, and/or an engine speed). The logic 104 may also receive information indicating a turn signal, such as a right turn signal. For example, the vehicle/machine system 126 may include a lever on a steering wheel that indicates a right turn and a left turn. Erased on receiving information indicating the turn signal and the vehicle stop, the logic 104 may prioritize the cylinder deactivation mode over the stop-start mode.

[00068] In some examples, the logic 104 may receive information from a sub-system indicating various environmental conditions. For example, the logic 104 may receive, from the connectivity system 117, information associated with terrain conditions, road conditions, traffic conditions, and weather conditions. The logic 104 may analyze the information to determine whether the stop-start mode should be employed under these conditions. For instance, if the weather conditions indicate that bad weather exists (e.g., rainstorm, fog), or if the terrain conditions indicate that a steep slope is ahead, or if the road conditions indicate that no parking areas are available, then the logic 104 may not permit the use of the stop-start mode in order to ensure the safety of the vehicle. Instead, at step 308, the logic 104 may prioritize the cylinder deactivation mode. After, the method 300 may move to step 312, and progress as described above. In some instances, the information received from the connectivity system 117 may enable the logic 104 to prioritize the cylinder deactivation mode. For example, if the traffic conditions indicate an impending traffic jam or a long stop light, or if the road conditions indicate low speed zones (e.g., school zones), then the logic 104 may prioritize the cylinder deactivation mode at step 308 and progress to step 312 as described above. By using the cylinder deactivation mode, the vehicle may be able to conserve fuel in situations where stops are frequent.

[00069] In some examples, the logic 104 may receive information from a sub-system indicating a temperature reading. For example, the logic 104 may receive, from the temperature sensors of the after-treatment system 120, one or more after-treatment temperatures. The after- treatment temperatures may indicate the temperature of the selective catalytic reduction (SCR) system and/or the temperature of the diesel exhaust fluid injection temperature. The logic 104 may compare the after-treatment temperatures with a threshold temperature (e.g., a pre determined and/or pre-programmed temperature). Then, at step 308, if the after-treatment temperature is below a threshold temperature, then the logic 104 may prioritize the cylinder deactivation mode. After, the method 300 may move to step 312, and progress as described above.

[00070] Additionally, and/or alternatively, the logic 104 may receive information from a sub-system indicating that the after-treatment system 120 is in the middle of an event. For example, the event may indicate that the after-treatment system 120 is in the middle of performing a diesel particulate filter (DPF) regen. At step 308, based on the event, the logic 104 may prioritize the cylinder deactivation mode. After, the method 300 may move to step 312, and progress as described above.

[00071] In some examples, the logic 104 may receive information from a sub-system indicating an estimated and/or actual weight and/or mass of the vehicle. For example, the logic 104 may receive, from the inertia sensor of the vehicie/machine system 126, information indicating a weight and/or mass of the vehicle. The logic 104 may compare the weight and/or mass with a threshold (e.g., a pre-determined and/or pre-programmed threshold). Then, at step 308, if the weight and/or mass of the vehicle above the threshold, then the logic 104 may prioritize the cylinder deactivation mode. For example, for a fully loaded vehicle (e.g., a commercial vehicle), it may take significantly more power to move the fully loaded vehicle versus a lightly loaded vehicle and/or a passenger vehicle. When the logic 104 determines that the vehicle is fully loaded (e.g., above a certain threshold), then the logic 104 may prioritize the cylinder deactivation mode. Additionally, and/or alternatively, instead of receiving information from a sub-system indicating the estimated mass of the vehicle, the logic 104 may determine (e.g., calculate) an estimated mass of the vehicle. For example, the logic 104 may use an engine output torque and/or one or more methods (e.g., a Kalman Filter) to determine an estimated mass of the vehicle. Based on the estimated mass being above a certain threshold, the logic 104 may prioritize the cylinder deactivation mode.

[00072] Additionally, and/or alternatively, the logic 104 may receive information indicating a time of the day. At step 308, based on the time of the day and/or other information (e.g., the estimated and/or actual weight and/or mass of the vehicle), the logic 104 may prioritize the cylinder deactivation mode. Further, in some examples, the logic 104 may receive information indicating an amount of time (e.g., a number of hours) into a work shift for the vehicle. For example, the logic 104 may receive information indicating the vehicle is 6 hours into a work shift. If the amount of time into a work shift is above a threshold, the logic 104 may prioritize the cylinder deactivation mode.

[00073] In some variations, the logic 104 may receive information from a sub-system indicating a fault with one or more components within the sub-system. For example, the battery/energy storage system 122 may include a faulty battery. A battery fault may cause difficulty in restarting the engine 116 after a shutdown, and in such examples, the logic 104 may prioritize the cylinder deactivation mode instead. In other words, the logic 104 may receive information indicating the battery fault from the battery/energy storage system 122. Based on the battery_' fault and at step 308, the logic 104 may prioritize the cylinder deactivation mode. After, the method 300 may move to step 312, and progress as described above.

[00074] Additionally, and/or alternatively, the logic 104 may receive information indicating a starter fault corresponding to the engine 116 For example, the engine 116 may include a starter to assist in restarting the engine 116. However, a starter fault may cause difficulty in restarting the engine 116, and the cylinder deactivation mode may be prioritized. In other words, the logic 104 may receive information indicating the starter fault. Based on the starter fault and at step 308, the logic 104 may prioritize the cylinder deactivation mode. After, the method 300 may move to step 312, and progress as described above.

[00075] It will be appreciated that some embodiments may be comprised of one or more generic or specialized processors (or“processing devices”) such as microprocessors, digital signal processors, customized processors and field programmable gate arrays (FPGAs) and unique stored program instructions (including both software and firmware) that control the one or more processors to implement, in conjunction with certain non-processor circuits, some, most, or all of the functions of the method and/or apparatus described herein. Alternatively, some or all functions could be implemented by a state machine that has no stored program instructions, or in one or more ASICs, in which each function or some combinations of certain of the functions are implemented as custom logic. Of course, a combination of the two approaches could be used.

[00076] Moreover, an embodiment can be implemented as a computer-readable storage medium having computer readable code stored thereon for programming a computer (e.g., comprising a processor) to perform a method as described and claimed herein. Examples of such computer-readable storage media include, but are not limited to, a hard disk, a CD-ROM, an optical storage device, a magnetic storage device, a ROM, a PROM (programmable read only memory), an EPROM (erasable programmable read only memory), an EEPROM (electrically erasable programmable read only memory) and a flash memory. Further, it is expected that one of ordinary skill, notwithstanding possibly significant effort and many design choices motivated by, for example, available time, current technology, and economic considerations, when guided by the concepts and principles disclosed herein will be readily capable of generating such software instructions and programs with minimal experimentation.

[00077] In the foregoing specification, specific embodiments of the present disclosure have been described. However, one of ordinary skill in the art will appreciate that various modifications and changes can be made without departing from the scope of the disclosure as set forth in the claims below'. Accordingly, the specification and figures are to be regarded in an illustrative rather than a restrictive sense. The benefits, advantages, solutions to problems, and any element(s) that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as critical, required, or essential features or elements of any or ail the claims. The invention is defined solely by the appended claims including any amendments made during the pendency of this application and ail equivalents of those claims as issued. No claim element herein is to be construed under the provisions of 35 U.S.C. 112(f) unless the element is expressly recited using the phrase“means for.”

Claims

CLAIMS What is claimed is:

1. A method of operating a vehicle, comprising:

determining a condition corresponding to a shutdown opportunity for a multi-cylinder engine, wherein the shutdown opportunity corresponds to executing the multi-cylinder engine in a stop/ start mode;

in response to the condition, generating a command to execute the multi-cylinder engine in a cylinder deactivation mode, wherein the multi-cylinder engine maintains operation of at least one cylinder in the cylinder deactivation mode; and

providing the command to the multi-cylinder engine.

2. The method of claim 1, wherein the determining the condition comprises receiving, from a battery system of the vehicle, whether a low state of charge of a battery' exists, and

wherein the generating the command is based on whether the low state of charge of the battery' exists.

3. The method of claim 1, wherein the determining the condition comprises determining a number of times that the multi-cylinder engine has been shut off within a time period, and

wherein the generating the command is based on comparing the number of times that the multi -cylinder engine has been shut off within the time period with a threshold.

4. The method of claim 1, wherein the determining the condition comprises receiving, from an inhibit switch sensor, an indication that an inhibit switch for the cylinder deactivation mode has been set, and

wherein the generating the command is based on the indication that the inhibit switch for the cylinder deactivation mode has been set.

5. The method of claim 1, wherein the determining the condition comprises: receiving, from a global positioning system, a geographical location of the vehicle, and wherein the generating the command is based on the geographical location of the vehicle.

6. The method of claim 1, wherein the determining the condition comprises receiving, from a temperature sensor associated with an after-treatment system, a temperature reading associated with the after-treatment system, and

wherein the generating the command is based on comparing the temperature reading with a temperature threshold.

7. The method of claim 1, wherein the determining the condition comprises determining an event corresponding to an after-treatment system, and

wherein the generating the command is based on the event corresponding to the after- treatment system.

8. The method of claim 1, wiierein the determining the condition comprises determining a mass of the vehicle, and

wherein the generating the command is based on comparing the mass of the vehicle with a threshold.

9. The method of claim 1, wherein the determining the condition comprises receiving information comprising population density maps indicating a population level of a geographical area, and

wherein the generating the comm and is based on comparing the population level of the geographical area with a threshold.

10. The method of claim 1 , wherein the determining the condition comprises receiving information associated with environmental conditions, the environmental conditions including one or more of a terrain condition, a road condition, a traffic condition, and a weather condition, and

wiierein the generating the command is based on determining that the start/ stop mode should not be employed under the environmental conditions.

11. A controller for operating a vehicle, comprising:

a processor, and

a memory including instructions that, when executed by the processor, cause the controller to:

determine a condition corresponding to a shutdown opportunity for a multi- cylinder engine, wherein the shutdown opportunity corresponds to executing the multi cylinder engine in a stop/ start mode,

in response to the condition, generate a command to execute the multi-cylinder engine in a cylinder deactivation mode, wherein the multi-cylinder engine maintains operation of at least one cylinder in the cylinder deactivation mode; and

provide the command to the multi-cylinder engine.

12. The controller of clai 11, wherein the instructions, when executed by the processor, to cause the controller to determine condition further cause the controller to receive, from a battery system of the vehicle, whether a low state of charge of a battery exists, and

wherein the instructions, when executed by the processor, to cause the controller to generate the command is based on whether the lo state of charge of the battery exists.

13. The controller of claim 11, wherein the instructions, when executed bv the processor, to cause the controller to determine the condition further cause the controller to determine a number of times that the multi -cylinder engine has been shut off within a time period, and

wherein the instructions, when executed by the processor, to cause the controller to generate the command is based on comparing the number of times that the multi-cylinder engine has been shut off within the time period with a threshold.

14. The controller of claim 11, wherein the instructions, when executed by the processor, to cause the controller to determine the condition further cause the controller to receive, from an inhibit switch sensor, an indication that an inhibit switch for the cylinder deactivation mode has been set, and wherein the instructions, when executed by the processor, to cause the controller to generate the command is based on the indication that the inhibit switch for the cylinder deactivation mode has been set

15. The controller of clai 11, wherein the instructions, when executed by the processor, to cause the controller to determine the condition further cause the controller to receive, from a global positioning system, a geographi cal location of the vehicle, and

wherein the instructions, when executed by the processor, to cause the controller to generate the command is based on the geographical location of the vehicle.

16. The controller of claim 11, wherein the instructions, when executed bv the processor, to cause the controller to determine the condition further cause the controller to receive, from a temperature sensor associated with an after-treatment system, a temperature reading associated with the after-treatment system, and

wherein the instructions, when executed by the processor, to cause the controller to generate the command is based on comparing the temperature reading with a temperature threshold.

17. The controller of claim 11, wherein the instructions, when executed by the processor, to cause the controller to determine the condition further cause the controller to determine an event corresponding to an after-treatment system, and

wherein the instaictions, when executed by the processor, to cause the controller to generate the command is based on the event corresponding to the after-treatment system.

18. The controller of claim 11, wherein the instructions, when executed bv the processor, to cause the controller to determine the condition further cause the controller to determine a mass of the vehicle, and

wherein the instructions, when executed by the processor, to cause the controller to generate the command is based on comparing the mass of the vehicle with a threshold.

19. The controller of claim 11, wherein the instructions, when executed by the processor, to cause the controller to determine the condition further cause the controller to receive information comprising population density maps indicating a population level of a geographical area, and

wherein the instructions, when executed by the processor, to cause the controller to generate the command is based on comparing the population level of the geographical area with a threshold

20 The controller of claim 11, wherein the instructions, when executed by the processor, to cause the controller to determine the condition further cause the controller to receive information associated with environmental conditions, the environmental conditions including one or more of a terrain condition, a road condition, a traffic condition, and a weather condition, and

wherein the instructions, when executed by the processor, to cause the controller to generate the command is based on determining that the start/ stop mode should not be employed under the environmental conditions.