Ambient Air Temperature Sensor Calibration Method

Abstract

The present application relates to an ambient air temperature, i.e., AAT sensor calibration method, and discloses a method and system for performing an AAT sensor test. In one example, a method may include: adjusting a vehicle actuator to reduce a deviation of an AAT measured by an AAT sensor on a vehicle from an expected AAT, and in response to a deviation of the AAT measured by the AAT sensor from the expected AAT being greater than a threshold temperature difference, re-measuring the AAT by the AAT sensor. In this way, excessively increased or decreased AAT measurements at the AAT sensor may be reduced, the accuracy and reliability of the AAT sensor measurements may be increased, vehicle fuel consumption and emissions may be reduced, and vehicle drivability may be improved.

Description

Technical Field

[0001] The present description generally relates to methods and systems for operating a vehicle system to reduce temperature measurement errors associated with an ambient air temperature sensor. Background Art

[0002] In most vehicles, an ambient air temperature (AAT) sensor is used to measure the outside air temperature and display it to the vehicle operator. The measured air temperature is usually used for engine control and on-board diagnostic programs. For example, a fuel system leak test diagnosis can make the test pass / fail threshold based at least in part on the measured AAT. As another example, the engine controller can determine the degree of enrichment of the air-fuel ratio based on the measured AAT. The AAT is usually inferred and / or estimated by an under-hood temperature sensor. However, the AAT measured by the AAT sensor may become larger due to excessive radiant heat transferred to the AAT sensor from the engine, solar load, road surface, etc. Similarly, the AAT measured by the AAT sensor may be reduced due to snow or rain on the contact surface or the AAT sensor, and evaporative cooling of contact precipitation. The erroneous AAT measurement value input to the OBD and engine control may reduce vehicle drivability, increase fuel consumption and increase fuel emissions. In addition, displaying an excessively enlarged AAT on the vehicle dashboard may make the vehicle operator feel uneasy.

[0003] Hamama et al. show an exemplary method for diagnosing a faulty temperature sensor in US 8,608,374. Therein, an outside air temperature (OAT) diagnostic system includes an ambient temperature monitoring module that receives an OAT signal from an OAT sensor and an intake air temperature (IAT) signal from an IAT sensor of an engine. The ambient temperature monitoring module compares the OAT signal with the IAT signal and generates a first difference signal. The performance reporting module determines whether the OAT sensor is exhibiting a fault based on the first difference signal and generates an OAT performance signal. Other attempts to address faulty vehicle ambient temperature sensors include Martin et al. US 9,114,796. Therein, the engine temperature is compared with each of the intake air temperature sensed before the engine is started but after a sufficient engine soak and the intake air temperature sensed after a selected vehicle operating condition has passed since the engine was started. Sensor degradation is determined based on the difference between the air temperature and the engine temperature.

[0004] The inventors herein have recognized potential problems with such systems. As an example, the above method fails to detect erroneous ambient temperature measurements due to excessive radiant heat transferred to the AAT sensor from solar loads, engines, road surfaces, etc. Similarly, the above method fails to detect erroneous ambient temperature measurements due to precipitation from snow or rain contacting the AAT sensor and evaporative cooling of the contact precipitation. In addition, methods for reducing radiant heat transferred to the AAT sensor, reducing contact of precipitation with the AAT sensor, and correcting increased or decreased AAT sensor measurements have not been provided. Thus, radiant heat loads at the AAT sensor may result in false indications of a faulty AAT sensor. Summary of the invention

[0005] In one example, the above problem can be at least partially solved by a method for a vehicle including an ambient air temperature (AAT) sensor, the method comprising: in response to a deviation of the AAT measured by the AAT sensor from the expected AAT being greater than a threshold temperature difference, adjusting a vehicle actuator to reduce the deviation of the AAT measured by the AAT sensor from the expected AAT, and re-measuring the AAT by the AAT sensor after adjusting the vehicle actuator. In this way, the radiant heat load at the AAT sensor can be reduced, the reduced AAT measurement at the AAT sensor can be reduced, and the increased or reduced AAT measurement obtained by the AAT sensor can be corrected, thereby improving the accuracy of the AAT sensor measurement and reducing the risk of misidentifying a faulty AAT sensor. As an example, the deviation of the remeasured AAT from the expected AAT may be less than the threshold temperature difference because adjusting the vehicle actuator helps to isolate the AAT sensor from the radiant heat load or cooling source (such as precipitation). In this way, the integrity of the OBD and engine control method can be maintained, thereby reducing or maintaining fuel consumption, fuel emissions, and vehicle drivability.

[0006] The above advantages and other advantages and features of the present specification can be easily understood from the following detailed description when taken alone or in combination with the accompanying drawings.

[0007] It should be understood that the above summary is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is solely defined by the appended claims. In addition, the claimed subject matter is not limited to implementations that address any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 and Figure 2 An exemplary vehicle propulsion system is schematically illustrated.

[0009] Figure 3 A partial schematic diagram of the vehicle system is shown, including Figure 1 and Figure 2 The vehicle propulsion system and the radiant heat and precipitation incident thereon.

[0010] Figure 4A and Figure 4B It is shown Figure 3 Schematic diagram of the vehicle system, including Figure 1 and Figure 2 vehicle propulsion system.

[0011] Figure 5 , Fig. 6A and Figure 6B Shows the operation Figure 1 and Figure 2 A flow chart of an exemplary method of a vehicle propulsion system.

[0012] Figure 7 and Figure 8 Shown is the Figure 5 , Fig. 6A and Figure 6B An exemplary timeline of the method of operating a vehicle propulsion system is depicted. DETAILED DESCRIPTION

[0013] The following description relates to systems and methods for operating a vehicle system, including performing an ambient air temperature (AAT) sensor test to reduce temperature measurement errors associated with the ambient air temperature sensor. Specifically, the description relates to reducing radiant heat loads at the AAT sensor in response to a measured AAT deviating from an expected AAT by more than a threshold amount. The systems and methods may be applied to vehicle systems such as Figure 1 and Figure 2 Although Figure 1 The vehicle systems depicted in the present disclosure include hybrid vehicle systems, but the illustration of a hybrid vehicle is not meant to be limiting, and the systems and methods described herein may be applied to non-hybrid vehicles without departing from the scope of the present disclosure. Additionally, in some examples, the vehicle may include an autonomous vehicle, where the autonomous driving sensors may generate signals to assist in navigating the vehicle when the vehicle is operating in an autonomous (e.g., unmanned) mode. Figure 2 As depicted in FIG, the engine may be coupled to an emissions control system and a fuel system as well as an engine cooling system. Figure 3 As shown, the engine cooling system may include a cooling fan, one or more active grille shutters (AGS), and an AAT sensor mounted under the hood. Figure 4A and Figure 4B As shown, the AAT sensor may be additionally or alternatively mounted on the underside of one or more vehicle side mirrors. The AAT sensor test may be performed in response to a deviation of the measured AAT from the expected AAT exceeding a threshold temperature difference. Performing the AAT sensor test may include: adjusting a vehicle actuator to reduce radiant heat transferred to the AAT sensor; and re-measuring the AAT via the AAT sensor after adjusting the vehicle actuator. Figure 5 , Fig. 6A and Figure 6B A detailed method for conducting the AAT sensor test procedure is shown in Figure 7 and Figure 8 Described in Figure 5 , Fig. 6A and Figure 6B A timeline of a method for performing an AAT sensor test method in response to a measured AAT deviating from an expected AAT by more than a threshold temperature difference.

[0014] Now go to Figure 1 , which shows an exemplary vehicle propulsion system 100. The vehicle propulsion system 100 includes a fuel combustion engine 110 and a motor 120. As a non-limiting example, the engine 110 includes an internal combustion engine and the motor 120 includes an electric motor. The motor 120 can be configured to utilize or consume a different energy source than the engine 110. For example, the engine 110 can consume a liquid fuel (e.g., gasoline) to produce an engine output, while the motor 120 can consume electrical energy to produce a motor output. Therefore, a vehicle having a propulsion system 100 can be referred to as a hybrid electric vehicle (HEV).

[0015] The vehicle propulsion system 100 may utilize a variety of different operating modes depending on the operating conditions encountered by the vehicle propulsion system. Some of these modes may enable the engine 110 to be maintained in an off state (e.g., set to a deactivated state) wherein fuel combustion at the engine is stopped. For example, under selected operating conditions, when the engine 110 is deactivated, the motor 120 may propel the vehicle via the drive wheels 130 as indicated by arrow 122.

[0016] During other operating conditions, the engine 110 can be set to a deactivated state (as described above), and the motor 120 can be operated to charge the energy storage device 150. For example, as indicated by arrow 122, the motor 120 can receive wheel torque from the drive wheel 130, wherein as indicated by arrow 124, the motor can convert the kinetic energy of the vehicle into electrical energy for storage at the energy storage device 150. This operation can be referred to as regenerative braking of the vehicle. Therefore, in some embodiments, the motor 120 can provide a generator function. However, in other embodiments, the generator 160 can instead receive wheel torque from the drive wheel 130, wherein as indicated by arrow 162, the generator can convert the kinetic energy of the vehicle into electrical energy for storage at the energy storage device 150.

[0017] During still other operating conditions, as indicated by arrow 142, the engine 110 may be operated by burning fuel received from the fuel system 140. For example, when the motor 120 is deactivated, the engine 110 may be operated to propel the vehicle via the drive wheels 130, as indicated by arrow 112. During other operating conditions, as indicated by arrows 112 and 122, respectively, the engine 110 and the motor 120 may each be operated to propel the vehicle via the drive wheels 130. A configuration in which both the engine and the motor may selectively propel the vehicle may be referred to as a parallel-type vehicle propulsion system. It should be noted that in some embodiments, the motor 120 may propel the vehicle via a first set of drive wheels, and the engine 110 may propel the vehicle via a second set of drive wheels.

[0018] In other embodiments, the vehicle propulsion system 100 can be configured as a series-type vehicle propulsion system, whereby the engine does not directly propel the drive wheels. Instead, the engine 110 can be operated to provide power to the motor 120, which can in turn propel the vehicle through the drive wheels 130 as indicated by arrow 122. For example, during selected operating conditions, the engine 110 can drive the generator 160 as indicated by arrow 116, which can in turn supply electrical energy to one or more motors 120 (as indicated by arrow 114) or to the energy storage device 150 (as indicated by arrow 162). As another example, the engine 110 can be operated to drive the motor 120, which can in turn provide a generator function for converting the engine output into electrical energy, where the electrical energy can be stored at the energy storage device 150 for later use by the motor.

[0019] Fuel system 140 may include one or more fuel storage tanks 144 for storing fuel on the vehicle. For example, fuel tank 144 may store one or more liquid fuels, including but not limited to gasoline, diesel and alcohol fuel. In some examples, fuel may be stored on the vehicle as a blend of two or more different fuels. For example, fuel tank 144 may be configured to store a blend of gasoline and ethanol (e.g., E10, E85, etc.) or a blend of gasoline and methanol (e.g., M10, M85, etc.), whereby these fuels or fuel blends may be delivered to engine 110, as indicated by arrow 142. Other suitable fuels or fuel blends may be supplied to engine 110, where they may be burned at the engine to produce engine output. Engine output may be used to propel the vehicle as indicated by arrow 112, or recharge energy storage device 150 by motor 120 or generator 160.

[0020] In some embodiments, the energy storage device 150 may be configured to store electrical energy that may be supplied to other electrical loads resident on the vehicle (in addition to the motor), including cabin heating and air conditioning, engine starting, headlights, cabin audio and video systems, etc. As non-limiting examples, the energy storage device 150 may include one or more batteries and / or capacitors.

[0021] The control system 190 may communicate with one or more of the engine 110, the motor 120, the fuel system 140, the energy storage device 150, and the generator 160. For example, the control system 190 may receive sensory feedback information from one or more of the engine 110, the motor 120, the fuel system 140, the energy storage device 150, and the generator 160. Additionally, in response to the sensory feedback, the control system 190 may send control signals to one or more of the engine 110, the motor 120, the fuel system 140, the energy storage device 150, and the generator 160. The control system 190 may receive an indication of an operator-requested vehicle propulsion system output from the vehicle operator 102. For example, the control system 190 may receive sensory feedback from a pedal position sensor 194 in communication with a pedal 192. The pedal 192 may schematically refer to a brake pedal and / or an accelerator pedal. Additionally, in some examples, the control system 190 can communicate with a remote engine start receiver 195 (or transceiver) that receives a wireless signal 106 from a key fob 104 having a remote start button 105. In other examples (not shown), a remote engine start can be initiated via a cell phone or smartphone-based system in which the user's cell phone sends data to a server and the server communicates with the vehicle to start the engine.

[0022] In the case of an autonomous vehicle (AV), the operator 102 may be replaced by an autonomous vehicle control system 191 included in the control system 190 before the start of the journey or during the designated prompt period. In other words, the AV control system may provide the control system 190 with an indication and / or requested output of the vehicle propulsion system 100. Based on the AV control system request, the control system 190 then actuates various vehicle actuators to propel the vehicle. In the case of an AV, the vehicle system 300 may include various devices for detecting the vehicle's surroundings, such as radar, laser, GPS, odometer, and computer vision sensors. As part of the AV control system, the look-ahead control system may interpret the sensed information to identify appropriate navigation paths, as well as obstacles and related signage (e.g., speed limits, traffic signals, etc.). The AV control system may also include executable instructions capable of analyzing the sensed data to distinguish between different vehicles on the road, which may help plan a path to a desired destination. For example, the AV control system may include executable instructions for detecting road types (e.g., one-way streets, highways, divided highways, etc.) or available parking spaces (e.g., free spaces with sufficient clearance for the vehicle that are not prohibited based on the time of day, or loading areas, etc.). Additionally, the AV control system 191 may include executable instructions for parking the vehicle in a designated or detected available parking space in conjunction with sensory feedback.

[0023] The energy storage device 150 may periodically receive electrical energy from a power source 180 that resides external to the vehicle (e.g., not part of the vehicle), as indicated by arrow 184. As a non-limiting example, the vehicle propulsion system 100 may be configured as a plug-in hybrid electric vehicle (PHEV), whereby electrical energy may be supplied from the power source 180 to the energy storage device 150 via an electrical energy transmission cable 182. During a recharging operation of the energy storage device 150 from the power source 180, the electrical transmission cable 182 may electrically couple the energy storage device 150 and the power source 180. When the vehicle propulsion system is operating to propel the vehicle, the electrical transmission cable 182 may be disconnected between the power source 180 and the energy storage device 150. The control system 190 may identify and / or control the amount of electrical energy stored at the energy storage device, which may be referred to as a state of charge (SOC).

[0024] In other embodiments, the electrical transmission cable 182 may be omitted, where electrical energy may be received wirelessly from the power source 180 at the energy storage device 150. For example, the energy storage device 150 may receive electrical energy from the power source 180 via one or more of electromagnetic induction, radio waves, and electromagnetic resonance. Thus, it should be understood that any suitable method may be used to recharge the energy storage device 150 from a power source that is not part of the vehicle. In this manner, the motor 120 may propel the vehicle by utilizing an energy source other than the fuel used by the engine 110.

[0025] The fuel system 140 may periodically receive fuel from a fuel source residing outside the vehicle. As a non-limiting example, the vehicle propulsion system 100 may be refilled with fuel by receiving fuel via the fuel dispensing device 170, as indicated by arrow 172. In some embodiments, the fuel tank 144 may be configured to store the fuel received from the fuel dispensing device 170 until it is supplied to the engine 110 for combustion. In some embodiments, the control system 190 may receive an indication of the level of fuel stored at the fuel tank 144 via a fuel level sensor. The level of fuel stored at the fuel tank 144 (e.g., as indicated by the fuel level sensor) may be communicated to the vehicle operator, for example, via a fuel gauge or indication in the vehicle instrument panel 196.

[0026] The vehicle propulsion system 100 may also include an ambient temperature / humidity sensor 198 and an active suspension system 111 that enables the control system 190 to adjust the vertical positioning of the wheels 130 relative to the vehicle body. The active suspension system may include an active suspension system having a hydraulic device, an electrical device, and / or a mechanical device, and an active suspension system that controls the vehicle height on a corner-by-corner basis (e.g., a four-corner independently controlled vehicle height), an axle-by-axle basis (e.g., a front axle vehicle height and a rear axle vehicle height), or a single vehicle height for the entire vehicle. The vehicle propulsion system 100 may also include an inertial sensor 199. The inertial sensor may include one or more of the following: a longitudinal sensor, a lateral sensor, a vertical sensor, a yaw sensor, a roll sensor, and a pitch sensor. The vehicle dashboard 196 may include (one or more) indicator lights and / or a display for text-based display in which messages are displayed to the operator. The vehicle dashboard 196 may also include various input portions for receiving operator input, such as buttons, a touch screen, voice input / recognition, etc. For example, the vehicle dashboard 196 may include a fuel refill button 197 that may be manually actuated or pressed by the vehicle operator to initiate fuel refilling. For example, as described in more detail below, in response to the vehicle operator actuating the fuel refill button 197, a fuel tank in the vehicle may be depressurized so that fuel refilling may be performed.

[0027] In an alternative embodiment, the vehicle instrument panel 196 may transmit an audio message to the operator without a display. In addition, the sensor(s) 199 may include a vertical accelerometer to indicate road roughness. These devices may be connected to the control system 190. In one example, the control system may adjust the engine output and / or wheel brakes in response to the sensor(s) 199 to increase vehicle stability.

[0028] Figure 2 Another schematic depiction of a vehicle propulsion system 100 is shown including an engine system 110, a fuel system 340, and a cooling system 204 that may be included in the vehicle propulsion system 100. An energy conversion device, such as a generator (not shown), may be operated to absorb energy from vehicle motion and / or engine operation and then convert the absorbed energy into an energy form suitable for storage by an energy storage device.

[0029] The vehicle propulsion system 100 may include an engine 110 having a plurality of cylinders 330. The engine 110 includes an engine intake 323 and an engine exhaust 325. The engine intake 323 includes an intake throttle 362 fluidly coupled to an engine intake manifold 344 via an intake passage 342. Air may enter the intake passage 342 via an air filter 352. The engine exhaust 325 includes an exhaust manifold 348 leading to an exhaust passage 335, which directs exhaust gas to the atmosphere. The engine exhaust 325 may include one or more emission control devices 370 mounted in a close-coupled position. The one or more emission control devices may include a three-way catalyst, a lean NOx trap, a diesel particulate filter, an oxidation catalyst, etc. As described in further detail herein, it should be understood that other components (such as various valves and sensors) may be included in the engine. In some embodiments where the engine system 110 is a supercharged engine system, the engine system may also include a supercharging device, such as a turbocharger (not shown).

[0030] The engine system 110 is coupled to a fuel system 340. The fuel system 340 includes a fuel tank 320 and a fuel vapor canister 322 coupled to a fuel pump 321. During a fuel tank refill event, fuel can be pumped from an external source into the vehicle through a fuel refill port 379. The fuel tank 320 can accommodate a variety of fuel blends, including fuels with a certain range of alcohol concentrations, such as various gasoline-ethanol blends, including E10, E85, gasoline, etc. and combinations thereof. A fuel level sensor 376 located in the fuel tank 320 can provide an indication of the fuel level ("fuel level input") to the controller 312. As depicted, the fuel level sensor 376 can include a float connected to a variable resistor. Alternatively, other types of fuel level sensors can be used.

[0031] Fuel pump 321 is configured to pressurize fuel for delivery to an injector (such as exemplary injector 366) of engine 110. Although only a single injector 366 is shown, additional injectors are provided for each cylinder. It should be understood that fuel system 340 may be a returnless fuel system, a return fuel system, or various other types of fuel systems. Vapors generated in fuel tank 320 may be directed to fuel vapor canister 322 via conduit 331 before being purged into engine intake 323.

[0032] The fuel vapor canister 322 is filled with a suitable adsorbent that is used to temporarily capture fuel vapor (including vaporized hydrocarbons) generated during the fuel tank refueling operation as well as diurnal vapor. In one example, the adsorbent used is activated carbon. When the purge conditions are met (such as when the canister is saturated), the vapors stored in the fuel vapor canister 322 can be purged to the engine intake 323 by opening the canister purge valve 372. Although a single canister 322 is shown, it should be understood that the fuel system 340 may include any number of canisters. In one example, the canister purge valve 372 may be a solenoid valve, where the opening or closing of the valve is performed by actuating a canister purge solenoid.

[0033] The tank 322 may include a buffer 322a (or buffer area), each of which includes an adsorbent. As shown, the volume of the buffer 322a may be less than the volume of the tank 322 (e.g., a small fraction thereof). The adsorbent in the buffer 322a may be the same or different from the adsorbent in the tank (e.g., both may include charcoal). The buffer 322a may be positioned within the tank 322 so that during tank loading, the fuel tank vapor is first adsorbed within the buffer, and then further fuel tank vapor is adsorbed in the tank when the buffer is saturated. In contrast, during tank purging, the fuel vapor is first desorbed from the tank (e.g., reaching a threshold amount) and then desorbed from the buffer. In other words, the loading and unloading of the buffer is not linearly related to the loading and unloading of the tank. In this way, the role of the tank buffer is to suppress any fuel vapor spikes from flowing from the fuel tank to the tank, thereby reducing the possibility of any fuel vapor spikes reaching the engine.

[0034] Canister 322 includes a vent 327 for directing gas out of canister 322 to the atmosphere when storing or capturing fuel vapor from fuel tank 320. Vent 327 can also allow fresh air to be drawn into fuel vapor canister 322 when the stored fuel vapor is purged to engine intake 323 via purge line 328 and purge valve 372. Although this example shows a vent 327 that is in communication with fresh, unheated air, various modifications can also be used. Vent 327 can include a canister vent valve 374 for adjusting the flow of air and vapor between canister 322 and the atmosphere. The canister vent valve can also be used for diagnostic routines. When a canister vent valve is included, the vent valve can be opened during fuel vapor storage operations (e.g., during refilling of the fuel tank and when the engine is not running) so that air that has removed fuel vapor after passing through the canister can be pushed out to the atmosphere. Similarly, during a purge operation (e.g., during canister regeneration and when the engine is running), the vent valve can be opened to allow fresh air flow to remove fuel vapor stored in the canister. In one example, the tank vent valve 374 may be a solenoid valve, wherein opening or closing of the valve is performed by actuating a tank vent solenoid. In particular, the tank vent valve may be an opening that is closed upon actuation of the tank vent solenoid.

[0035] In this way, the vehicle propulsion system 100 can have a reduced engine operating time because the vehicle is powered by the engine system 110 during some conditions and by the energy storage device under other conditions. Although the reduced engine operating time reduces the overall carbon emissions from the vehicle, they may also result in insufficient purging of fuel vapors from the vehicle's emissions control system. To address this, a fuel tank isolation valve 371 can be optionally included in the conduit 331 so that the fuel tank 320 is coupled to the canister 322 through the valve. During normal engine operation, the isolation valve 371 can remain closed to reduce the amount of diurnal vapor or "running loss" vapor directed from the fuel tank 320 to the canister 322. During fuel refilling operations and during selected purge conditions, the isolation valve 371 can be temporarily opened (e.g., for a certain duration) to direct fuel vapors from the fuel tank 320 to the canister 322. By opening the valve during a purge condition where the fuel tank pressure is above a threshold (e.g., above a mechanical pressure threshold of the fuel tank, above which mechanical damage to the fuel tank and other fuel system components may occur), fuel refill vapors may be released into the canister and the fuel tank pressure may be maintained below the pressure limit. Although the depicted example shows isolation valve 371 positioned along conduit 331, in alternative embodiments, the isolation valve may be mounted on fuel tank 320.

[0036] One or more pressure sensors 382 may be coupled to the fuel system 340 for providing an estimate of the fuel system pressure. In one example, the fuel system pressure is a fuel tank pressure, wherein the pressure sensor 382 is a fuel tank pressure sensor coupled to the fuel tank 320 for estimating the fuel tank pressure or vacuum level. Although the depicted example shows the pressure sensor 382 coupled directly to the fuel tank 320, in alternative embodiments, the pressure sensor may be coupled between the fuel tank and the tank 322, specifically between the fuel tank and the isolation valve 371. In yet other embodiments, a first pressure sensor may be located upstream of the isolation valve (between the isolation valve and the tank) and a second pressure sensor may be located downstream of the isolation valve (between the isolation valve and the fuel tank) to provide an estimate of the pressure difference across the valve. In some examples, the vehicle control system may infer and indicate a fuel system leak based on changes in the fuel tank pressure during a leak diagnostic routine.

[0037] One or more temperature sensors 383 may also be coupled to the fuel system 340 for providing an estimate of the fuel system temperature. In one example, the fuel system temperature is a fuel tank temperature, where the temperature sensor 383 is a fuel tank temperature sensor coupled to the fuel tank 320 for estimating the fuel tank temperature. Although the depicted example shows the temperature sensor 383 coupled directly to the fuel tank 320, in alternative embodiments, the temperature sensor may be coupled between the fuel tank and the tank 322.

[0038] For example, during a purge operation, fuel vapor released from the canister 322 can be directed into the engine intake manifold 344 via the purge line 328. The vapor flow along the purge line 328 can be regulated by a canister purge valve 372 coupled between the fuel vapor canister and the engine intake. The amount and rate of vapor released by the canister purge valve can be determined by the duty cycle of the associated canister purge valve solenoid (not shown). In this way, the vehicle's powertrain control module (PCM) (such as controller 312) can determine the duty cycle of the canister purge valve solenoid in response to engine operating conditions (including, for example, engine speed-load conditions, air-fuel ratio, canister load, etc.). By commanding the canister purge valve to close, the controller can seal and isolate the fuel vapor recovery system from the engine intake. An optional canister check valve (not shown) can be included in the purge line 328 to prevent the intake manifold pressure from causing gas to flow in the opposite direction of the purge flow. Thus, if the canister purge valve control is not timed correctly or the canister purge valve itself may be forced open by high intake manifold pressure, a check valve may be used. An estimate of manifold absolute pressure (MAP) or manifold vacuum (ManVac) may be obtained from a MAP sensor 378 coupled to the intake manifold 344 and in communication with the controller 312. Alternatively, MAP may be inferred based on alternative engine operating conditions, such as mass air flow (MAF) measured by a MAF sensor (not shown) coupled to the intake manifold.

[0039] Controller 312 may operate fuel system 340 in a variety of modes by selectively adjusting various valves and solenoids. For example, the fuel system may be operated in a fuel vapor storage mode (e.g., during a fuel tank refueling operation and with the engine not running) where controller 312 may open isolation valve 371 and canister vent valve 374 while simultaneously closing canister purge valve (CPV) 372 to direct fuel refill vapors into canister 322 while simultaneously preventing fuel vapors from being directed into the intake manifold.

[0040] As another example, the fuel system can be operated in a fuel refill mode (e.g., when a vehicle operator requests a fuel tank refill), where the controller 312 can open the isolation valve 371 and the tank vent valve 374 while maintaining the tank purge valve 372 closed to depressurize the fuel tank before allowing fuel to be added to the fuel tank. In this way, the isolation valve 371 can remain open during the fuel refill operation to allow fuel refill vapors to be stored in the tank. After the fuel refill is completed, the isolation valve can be closed.

[0041] As yet another example, the fuel system may be operated in a canister purge mode (e.g., after the emission control device light-off temperature has been reached and with the engine running), where the controller 312 may open the canister purge valve 372 and the canister vent valve and simultaneously close the isolation valve 371. Here, the vacuum generated by the intake manifold of the operating engine may be used to draw fresh air through the vent 327 and through the fuel vapor canister 322 to purge the stored fuel vapor into the intake manifold 344. In this mode, the fuel vapor purged from the canister is combusted in the engine. The purge may continue until the amount of fuel vapor stored in the canister is below a threshold. During the purge, the learned vapor amount / concentration may be used to determine the amount of fuel vapor stored in the canister, and then during a later portion of the purge operation (when the canister is fully purged or emptied), the learned vapor amount / concentration may be used to estimate the loading state of the fuel vapor canister. For example, one or more oxygen sensors (not shown) may be coupled to canister 322 (e.g., downstream of the canister), or positioned in the engine intake and / or engine exhaust, to provide an estimate of canister load (i.e., the amount of fuel vapor stored in the canister). Based on the canister load and further based on engine operating conditions (such as engine speed-load conditions), a purge flow rate may be determined.

[0042] The vehicle propulsion system 100 may also include a control system 190. The control system 190 is shown receiving information from a plurality of sensors 316 (various examples of which are described herein) and sending control signals to a plurality of actuators 381 (various examples of which are described herein). As one example, the sensors 316 may include an exhaust gas sensor 386, a temperature sensor 388, a MAP sensor 378, a pressure sensor 382, ​​and a pressure sensor 389 located upstream of an emission control device. Other sensors (such as additional pressure sensors, temperature sensors, air-fuel ratio sensors, and composition sensors) may be coupled to various locations in the vehicle propulsion system 100. As another example, the actuators may include a fuel injector 366, an isolation valve 371, a purge valve 372, a vent valve 374, a fuel pump 321, and a throttle 362.

[0043] In the case of an autonomous vehicle (AV), the sensors 316 may also include various radars, lasers, GPS, odometers, light detection and ranging (LIDAR), and computer vision sensors for detecting the vehicle's surroundings. The AV control system 191 may receive input from one or more of these sensors 316 to identify an appropriate navigation path. For example, a light detection and ranging (LIDAR) sensing system may provide accurate 3D information and characterization of the vehicle's surroundings, which may be helpful for object recognition (e.g., vehicles, signs, pedestrians, etc.), motion vector determination, and collision prediction and avoidance strategies. In one example, the LIDAR sensing system 490 may include a rotating scanning mirror assembly located on top of the vehicle to provide a 360-degree view of the environment. In addition, the AV may include additional detectors and digital cameras to increase the accuracy or resolution of the environmental characterization. In order to perform more close-range control in parking, lane changing, or high-traffic environments, multiple radar sensors 494 may be positioned on all sides of the vehicle's outer periphery and integrated into the vehicle. In one example, a LIDAR sensing system 490 in combination with GPS, a digital camera, and / or other detectors can provide an indication of the parking environment near the vehicle to the controller 312. For example, the controller 312 can determine: which parking spaces are empty, parking spaces where the vehicle can be legally parked (e.g., based on visible signage), traffic laws corresponding to GPS information, hazards and obstacles (e.g., fire hydrants, painted curb colors, other parked vehicles, etc.), parking space environment (e.g., shaded by buildings or trees, covered by carports, etc.), and other information. Additional circuitry within the AV can assist with power management, heat dissipation, and other autonomous functions.

[0044] The control system 190 may also receive information about the vehicle's position from an onboard global positioning system (GPS). The information received from the GPS may include vehicle speed, vehicle height, vehicle position, etc. This information may be used to infer engine operating parameters (such as local atmospheric pressure). The control system 190 may also be configured to receive information via the Internet or other communication networks. The information received from the GPS may be cross-referenced with information available via the Internet to determine local weather conditions, local vehicle rules, etc. The control system 190 may use the Internet to obtain updated software modules that may be stored in a non-transient memory. The control system 190 may also include executable instructions stored thereon in a non-transient memory to store regularly scheduled vehicle travel routes and times. For example, conventional routes (such as from home to work, from home to school, etc.) may be stored in coordination with a GPS mapping tool and a schedule planning tool. In this way, the control system 190 may be able to plan vehicle actions associated with a pre-trip period so as to improve vehicle drivability and passenger comfort by preparing or starting vehicle conditions for an upcoming trip. For example, during a pre-trip period (e.g., of short duration) before a regularly scheduled trip begins, when the ambient air temperature is low, the control system 190 may preheat the passenger seats and passenger compartment within the vehicle. In another example, the vehicle may perform various OBD tests to verify functional vehicle systems during the pre-trip period before a regularly scheduled trip begins. For example, during the pre-trip period, the control system 190 may perform an ambient air temperature sensor test (as described below with reference to FIG. 1 ). Figure 5 , Fig. 6A and Figure 6B ) to correct for excessive ambient air temperature measured by ambient air temperature sensor 220. The pre-trip period may include a threshold pre-trip duration before the start of a planned trip. In one example, the threshold pre-trip duration may be a number of minutes before the start of a regularly scheduled trip, such as within 60 minutes of the start of a planned trip, within 30 minutes of the start of a planned trip, within 15 minutes of the start of a planned trip, or within 10 minutes of the start of a planned trip.

[0045] The control system 190 may include a controller 312. The controller 312 may be configured as a conventional microcomputer including a microprocessor unit, input / output ports, read-only memory, random access memory, non-fail-safe memory, a controller area network (CAN) bus, and the like. The controller 312 may be configured as a powertrain control module (PCM). The controller may transition between a sleep mode and a wake-up mode for additional energy efficiency. The controller may receive input data from various sensors, process the input data, and in response to the processed input data, trigger actuators based on instructions or codes programmed therein corresponding to one or more routines. In addition, in the case of an autonomous vehicle system, the controller 312 may receive signals from and send signals to the AV control system 191. In this document and with respect to Figure 5 , Fig. 6A and Figure 6B An exemplary control routine is described.

[0046] The controller 312 may also be configured to intermittently perform a leak detection routine on the fuel system 340 (e.g., a fuel vapor recovery system) to confirm that the fuel system is not degraded. In this way, various diagnostic leak detection tests (engine shutdown leak test) may be performed when the engine is shut down or various diagnostic leak detection tests (engine start leak test) may be performed when the engine is running. A leak test performed when the engine is running may include: applying negative pressure to the fuel system for a certain duration (e.g., until the target fuel tank vacuum is reached), and then sealing the fuel system while monitoring changes in the fuel tank pressure (e.g., the rate of change of the vacuum level or the final pressure value). A leak test performed when the engine is not running may include: sealing the fuel system after the engine is shut down, and monitoring changes in the fuel tank pressure. This type of leak test is referred to herein as an engine shut-down natural vacuum test (EONV). When the fuel system is sealed after the engine is shut down, a vacuum will be generated in the fuel tank as the fuel tank cools and the fuel vapor condenses into liquid fuel. The amount of vacuum and / or the rate of vacuum generation may be compared to the expected values ​​that would occur in a system without a leak and / or a system with a predetermined size leak. After a vehicle shut-off event, the fuel tank pressure will begin to rise as heat continues to be rejected from the engine into the fuel tank. During relatively high ambient temperature conditions, establishing a pressure above the threshold may be considered a pass of the test.

[0047] The EONV test is typically initiated based on the inferred heat expelled into the fuel tank. The expelled heat may be inferred based on engine temperature, distance traveled, total air mass entering the engine, etc. However, an engine capable of operating in a deceleration fuel cutoff mode may meet the distance threshold and / or air mass threshold for initiating the EONV test without generating and expelling enough heat to robustly perform the test. Additionally, a variable displacement engine may generate less heat than an engine operating with all cylinders running continuously. Using the same criteria for a full displacement engine to infer the expelled heat for VDE may result in a false failure because the fuel tank pressure / vacuum threshold may not be reached during the test duration.

[0048] The controller 312 may intermittently perform an evaporative emission detection routine on the fuel system 340 and the evaporative emission control system 251 to confirm that the fuel system and / or the evaporative emission control system are not damaged. In this way, the evaporative emission detection routine may be performed when the engine is turned off (engine off evaporative emission test) using the engine off natural vacuum (EONV) generated by the temperature and pressure changes at the fuel tank after the engine is stopped and / or when the vacuum is supplemented from the vacuum pump. Alternatively, the evaporative emission detection routine may be performed by operating the vacuum pump and / or using the engine intake manifold vacuum when the engine is running. The evaporative emission test may be performed by an evaporative level check monitor (ELCM) 295 communicatively coupled to the controller 312. The ELCM 295 may be coupled in the vent 227 between the canister 222 and the atmosphere. The ELCM 295 may include a vacuum pump for applying a negative pressure to the fuel system when performing the evaporative emission test. In some embodiments, the vacuum pump may be configured to be reversible. In other words, the vacuum pump may be configured to apply a negative pressure or a positive pressure to the fuel system. The ELCM 295 may also include a standard orifice and pressure sensor 296. After applying vacuum to the fuel system, the pressure change (e.g., absolute change or rate of change) at the standard orifice may be monitored and compared to a threshold. Based on the comparison, fuel system degradation may be diagnosed. In another approach, negative pressure may be applied by coupling a vacuum pump to the tank vent line 227.

[0049] The vehicle propulsion system 100 also includes a cooling system 204 that circulates coolant through the internal combustion engine 110 to absorb waste heat and distributes the heated coolant to the radiator 280 and / or the heater core 290 via coolant lines 282 and 284, respectively. Figure 2A cooling system 204 is shown that is coupled to the engine 110 and circulates engine coolant from the engine 110 to the radiator 280 via an engine driven water pump 286 and returns it to the engine 110 via a coolant line 282. The engine driven water pump 286 may be coupled to the engine via a front end accessory drive (FEAD) 288 and rotated in proportion to the engine speed via a belt, chain, or the like. Specifically, the engine driven water pump 286 circulates coolant through passages in the engine block, engine cover, or the like to absorb engine heat, which is then transferred to the ambient air via the radiator 280. In examples where the engine driven water pump 286 is a centrifugal pump, the pressure (and resulting flow) generated at the outlet of the engine driven water pump may be proportional to the crankshaft speed, which is proportional to the crankshaft speed at Figure 2 In one example, the temperature of the coolant (e.g., engine coolant temperature, ECT) may be regulated by a thermostat valve 238 located in cooling line 282, which may remain closed until the coolant reaches a threshold temperature.

[0050] At least one ambient air temperature (AAT) sensor 220 may be mounted under the vehicle hood and positioned between the radiator 280 and the AGS system 210 to measure the AAT. In other words, the AAT sensor 220 may be interposed between the radiator 280 and the AGS system 210 such that the AAT sensor 220 is located in front of the radiator 280 and behind the AGS system 210. The AAT sensor 220 may be conductively coupled to the control system 190 to transmit the measured AAT to the controller 312. The measured AAT may be used by the controller 312 as an input to infer or indicate the AAT for use in evaluating and performing various on-board diagnostics (OBD) and other controller tasks (including adjusting the air-fuel ratio, performing a fuel system leak test, etc.), as further discussed herein. The AAT measured by the AAT sensor 220 may also be displayed to the vehicle operator at the vehicle dashboard 196. As Figure 3 As shown, the AAT sensor 220 can be mounted behind and adjacent to one of the multiple sets of AGS shields 214. In other examples, multiple AAT sensors can be positioned between the radiator 280 and the AGS system 210, with one AAT sensor positioned behind each set of AGS shields 214. The AAT sensor(s) can also be mounted in other orientations. For example, as shown in FIG. 4, the AAT sensor 220 can be mounted at the underside of one or more side mirrors 420 of the vehicle 300.

[0051] In addition to the ambient air temperature measured by the AAT sensor 220, the ambient air temperature may also be estimated based on other temperature sensors on the vehicle 300 and external data sources. For example, the control system 190 may wirelessly communicate with a weather cloud data source to receive current and predicted weather data, such as ambient air temperature, humidity, wind speed, wind direction, solar intensity, cloud cover, etc., from various sources (such as weather cloud stations, weather Internet websites, etc.). In addition, the control system 190 may wirelessly receive ambient air temperature data from real-time crowd sourced vehicle data. In this way, data from one or more external sources may be aggregated (e.g., averaged, weighted averaged, etc.) to infer or predict the expected ambient air temperature AAT at any given time or location of the vehicle. exp The controller 312 may compare the expected AAT to the AAT measured by the AAT sensor 220 to assess whether radiant heat is unduly affecting the AAT sensor measurement or whether the AAT sensor 220 may be faulty. For example, in response to the AAT measured by the AAT sensor 220 deviating from the expected AAT by more than a threshold temperature difference, the control system 190 may perform an AAT sensor test including adjusting vehicle actuators to reduce radiant heat transferred to the AAT sensor 220. The adjustments to the vehicle actuators may vary depending on current vehicle operating conditions determined by the control system 190.

[0052] The engine system 110 may include an electric fan 292 for directing cooling air flow toward the charge air cooler (CAC) 218, the cooling system 204, or other engine system components. In some embodiments, the electric fan 292 may be an engine cooling fan. The engine cooling fan may be coupled to the radiator 280 so as to maintain air flow through the radiator 280 while the engine is running while the vehicle 300 is moving slowly or stopped. Operating the engine cooling fan 292 to maintain air flow through the radiator 280 may also help reduce the AAT measured by the AAT sensor 220. The fan rotation speed or direction may be controlled by the controller 312. In one example, the engine cooling fan may also direct cooling air flow toward the CAC 218. Alternatively, the electric fan 292 may be coupled to the engine FEAD 288 and driven by the engine crankshaft. In other embodiments, the electric fan 292 may serve as a dedicated CAC fan. In this embodiment, the electric fan 292 may be coupled to the CAC 218 or placed in a certain orientation so as to direct air flow directly toward the CAC 218. In yet another embodiment, there may be two or more electric fans 292. For example, one electric fan may be coupled to the radiator (as shown) for engine cooling, while another electric fan may be coupled elsewhere to direct cooling air directly toward CAC 218. In this example, the two or more electric fans 292 may be individually controlled (e.g., at different rotational speeds) to provide cooling to their respective components.

[0053] As described above, coolant may flow through coolant line 282 and / or through coolant line 284 to heater core 290, where heat may be transferred to the passenger compartment via air ducting (not shown), and the coolant flows back to engine 110. In some examples, engine driven water pump 286 may be operated to circulate coolant through coolant lines 282 and 284.

[0054] Now go to Figure 3 , which shows that Figure 1 1 is a partial schematic diagram of a vehicle system 300 of a vehicle propulsion system 100 including an engine system 110, including a CAC 218, a radiator 280, an electric fan 292, an AGS system 210, and the associated ambient air flow 216 therethrough. Other underhood components such as a fuel system 340 (not shown) Figure 3), energy storage device 150, etc.) may also receive cooling ambient air flow 216. Thus, AGS system 210 may assist cooling system 204 in cooling engine 110 and under-hood devices (such as radiator 280, AAT sensor 220, etc.). The flow rate of ambient air flow 216 may be increased by adjusting the AGS to a more open position and by increasing vehicle speed. Ambient air flow 216 may also increase when wind speed increases in the direction of flow into the AGS, when the vehicle is in motion, or when the vehicle is parked.

[0055] exist Figure 2 In the example shown, the AGS system 210 may be a dual active grille shutter system including two sets of one or more grille shutters 214 configured to adjust the amount of ambient air flow 216 received through the grille 212. In another example, the AGS system 210 may be an active grille shutter system including a single set of one or more grille shutters 214. When the grille shutters 214 are open, solar radiation 398 may pass through the AGS system 210 and may heat under-hood devices (such as the AAT sensor 220) located behind the AGS system 210. The under-hood devices (including the AAT sensor 220) may also receive radiant heat 368 transferred from the road surface 360, radiant heat 358 transferred from the energy storage device 150, and radiant heat 318 transferred from the engine 110.

[0056] Excessive radiant heat transferred to the AAT sensor 220 may cause the AAT sensor 220 to measure an AAT that is higher than the expected AAT (and higher than the actual AAT), resulting in a higher, offset measured AAT. Similarly, precipitation of snow, ice or rain falling on the AAT sensor may reduce the AAT measured by the AAT sensor relative to the expected AAT. The increase or decrease in the measured AAT may reduce vehicle driving performance, increase fuel consumption and fuel emissions, and reduce OBD reliability. For example, the cold start engine control routine can determine the enrichment of the air-fuel ratio based on the AAT measured at the AAT sensor. Overestimating or underestimating the AAT due to the radiant heat load at the AAT sensor may increase cold start time, fuel consumption and fuel emissions. As another example, the EVAP fuel system leak diagnosis can adjust its pass threshold / failure threshold depending on the AAT measured by the AAT sensor. An excessively increased or reduced AAT indication due to the radiant heat load at the AAT sensor can lead to an erroneous fuel system leak test result, thereby increasing fuel emissions. Similarly, fuel system leak tests are often required to be performed during a specific temperature window. For example, the California Air Resources Board (CARB) currently requires EVAP leak detection to be performed within a temperature range of 40°F to 95°F; other OBD routines are typically performed within a temperature range of 25°F to 95°F. Performing OBD routines and EVAP leak tests outside these temperature ranges increases warranty risk. If the radiant heat load at the AAT sensor causes the measured AAT to be higher or lower than the actual AAT by more than a threshold temperature difference, the EVAP leak test may be performed under unexpected or inappropriate conditions, which may increase the risk of invalidating the vehicle warranty and may also increase fuel consumption and reduce vehicle drivability. For example, fuel system seals may leak more easily at lower AATs; when the AAT sensor indicates an excessively large AAT, the fuel EVAP leak test may be abandoned, thereby increasing the risk of not detecting a fuel leak at lower AATs. Many other OBD and engine control routines depend at least in part on reliable AAT measurements; when AAT measurements fail, vehicle drivability and vehicle performance (e.g., fuel consumption, vehicle response, reliability, etc.) may be impaired. Thus, in response to detecting that the measured AAT is greater than the expected AAT by an amount greater than the threshold temperature difference, the vehicle control system 190 can perform an AAT sensor test to calibrate the AAT sensor, or determine if the AAT sensor is faulty, including adjusting vehicle actuators to reduce radiant heat transferred to the AAT sensor 220. Figure 5 , Fig. 6A , Figure 6B , Figure 7 and Figure 8 To describe further details about the AAT sensor test.

[0057] Radiant heat 398 from the sun may be blocked or reduced by adjusting the AGS to a more closed position. In other words, by adjusting at least the first set 304 of grille shutters located in front of the AAT sensor 220 to a more closed position, radiant heat 398 from the sun may be isolated from the AAT sensor 220. During higher vehicle speeds and higher engine loads, radiant heat 318 transferred from the engine 110 to the AAT sensor 220 may be higher. For the AAT sensor 220, which may be located on one or more side mirrors 420 of the vehicle 300 (e.g., Figure 4A and Figure 4B ), the exposure of the AAT sensor 220 to solar radiant heat 398 may be higher when the side mirrors are retracted than when the side mirrors are extended, as shown in reference Figure 4B As shown and discussed above. The side mirrors may be retracted at higher vehicle speeds (e.g., when the vehicle speed is greater than a threshold vehicle speed) to reduce vehicle drag and fuel consumption. Additionally, when the vehicle is parked, the side mirrors may be retracted so as to be less obtrusive and reduce the risk of the side mirrors being struck and damaged by other passing vehicles, pedestrians, bicycles, etc. Thus, the controller 312 may adjust the position of one or more side mirrors from a more retracted position to a more extended position to reduce solar radiant heat 398 transferred to the AAT sensor 220. When only one side mirror has an AAT sensor 220 mounted on the bottom side, the controller 312 may adjust only the position of the side mirror in which the AAT sensor 220 is mounted while maintaining the position of the other side mirror.

[0058] Radiant heat 318 from the engine 110 may be reduced by increasing ambient air flow to the AAT sensor 220. Thus, when the vehicle speed is high (e.g., above a threshold vehicle speed), the controller 312 may adjust the AGS grille shutter 214 from a more closed position to a more open position in response to the AAT measured by the AAT sensor 220 increasing above the expected AAT by an amount greater than a threshold temperature difference. In this manner, ambient air flow to the AAT sensor may be increased, thereby reducing radiant heat 318 from the engine 110. In other words, the increased ambient air flow helps to isolate the AAT sensor 220 from the radiant heat 318 emitted from the engine 110.

[0059] Radiant heat 368 from the road surface 360 ​​and radiant heat 358 from the energy storage device 150 (such as a flat high voltage battery under the vehicle body) can also be transferred to the AAT sensor 220. Radiant heat 368 from the road surface 360 ​​can be higher when the vehicle is parked or when the vehicle speed is low (such as below a threshold speed). Raising the active suspension 111 of the vehicle (as described below with reference to Figure 4AThe controller 312 may help reduce radiant heat 368 from the road surface at the AAT sensor 220 by increasing the distance between the AAT sensor 220 and the road surface 360 ​​and effectively increasing the isolation of the AAT sensor 220 from the road surface 360. In one example, for the case of the AAT sensor 220 being positioned under the hood at the front area of ​​the vehicle 300, the controller 312 may only raise the front suspension of the vehicle 300 to reduce radiant heat 368 transferred from the road surface 360 ​​to the AAT sensor. The radiant heat 358 from the energy storage device 150 may be higher when the vehicle is parked and the energy storage device 150 is being charged (such as during a recharging operation of the energy storage device 150 from the power source 180 via the electrical transmission cable 182 that electrically couples the energy storage device 150 to the power source 180 for a PHEV). Radiant heat 358 transferred from energy storage device 150 to AAT sensor 220 may be reduced by turning on a cooling fan, such as engine cooling fan 292, while AGS grille shutter 214 is open to circulate ambient air 216 across the surface of AAT sensor 220. Increasing the flow of ambient air 216 at AAT sensor 220 may help to increase isolation of AAT sensor 220 from radiant heat 358 from energy storage device 150.

[0060] Under certain conditions, the AAT measured by the AAT sensor may also shift to a lower than expected AAT. For example, during rainy weather, precipitation 396 splashing onto the AAT sensor may reduce the measured AAT to below the actual (and expected) AAT. The rain temperature may be lower than the ambient temperature, which may result in a lower AAT measured at the surface of the AAT sensor; in addition, vaporizing or evaporating moisture or water from the surface of the AAT sensor may cool the AAT sensor in the form of evaporation, thereby reducing the apparent AAT measured at the surface of the AAT sensor. If an evaporative source (or other cooling source) at the surface of the AAT sensor causes the measured AAT to be lower than the actual AAT, the EVAP leak test or other OBD diagnostics may be abandoned under the temperature conditions where they should be performed, which may increase the risk of invalidating the vehicle warranty and may also increase fuel consumption and reduce vehicle drivability. For example, evaporative cooling of raindrops on the AAT sensor may reduce the measured AAT to below the actual ambient temperature of around 40°F, thereby causing the EVAP leak test to be abandoned when it should be performed. Similarly, when the actual ambient temperature is above 40°F, and at the ambient temperature at which an EVAP leak test or other OBD diagnostic is planned to be performed, snow and / or ice accumulation (or rain freezing) on ​​the AAT sensor surface may cause the measured AAT to substantially decrease to below 40°F.

[0061] Adjusting the AGS grille shutter position to a more closed position may prevent precipitation from being deposited on the surface of the AAT sensor located between the AGS grille shutter and the radiator, thereby reducing the risk of the measured AAT deviating from the actual and / or expected AAT downward by more than a threshold temperature difference. For situations where the AAT sensor is mounted at the side mirror, adjusting the side mirror to a more extended position may reduce the risk of precipitation being deposited on the surface of the AAT sensor, thereby reducing the risk of the measured AAT deviating from the actual and / or expected AAT downward by more than a threshold temperature difference.

[0062] For example, the grille shutter 214 may cover the front area of ​​the vehicle spanning from just below the hood to the bottom of the bumper. By covering the front end of the vehicle, drag may be reduced and the entry of external cooling air into the radiator 280 and CAC 218 may be reduced. For example, vehicle drag may be reduced more when the AGS grille shutter 214 is closed than when the AGS grille shutter 214 is open or partially open. Frictional drag increases with vehicle speed; therefore, when the vehicle speed is above a threshold vehicle speed, the grille shutter 214 may be closed to reduce drag and fuel consumption. When the vehicle speed is below the threshold speed, such as during stop-start vehicle operation, frictional drag is lower and the AGS grille shutter 214 may be opened to allow ambient air flow therethrough to cool the engine. Because the ambient air flow through the grille shutter 214 may be lower at lower vehicle speeds, the engine cooling fan 292 may be intermittently turned on to draw ambient air flow over the radiator 280 to provide increased engine cooling. In some embodiments, all of the grille shutters 214 may be moved in a coordinated manner by the controller 312. In other embodiments, grille shutters 214 may be grouped and controller 312 may independently adjust the opening / closing of each group of grille shutters 214. For example, a first group of grille shutters 304 may be positioned in front of radiator 280 and a second group of grille shutters 306 may be positioned in front of CAC 218.

[0063] The AGS system may include one or more AGS position sensors 215 positioned proximate to the grille shutters 214. In one example, at least one AGS position sensor 215 may be positioned proximate to each set of grille shutters 214. For example, at least one AGS position sensor 215 may be positioned proximate to each of the first set of grille shutters 304 and the second set of grille shutters 306. As another example, the AGS position sensor 215 may be arranged proximate to the AGS motor 302. In one example, the AGS position sensor 215 may be a Hall effect sensor. The Hall effect sensor may include a transducer that changes its output voltage in response to a magnetic field (such as a magnetic field generated by rotating the AGS motor 302). The AGS position sensor 215 may be calibrated in response to a key-on engine state. For example, the AGS may be automatically moved to a fully open position by a controller in response to a key-off engine state. Therefore, at key-on, the AGS position sensor may be calibrated to correspond to the fully open position, and subsequent control actions for changing the AGS position by the AGS motor 302 may be performed relative to the key-on calibration position.

[0064] like Figure 3 As shown, first set of grille shutters 304 may be vertically positioned above second set of grille shutters 306 relative to the surface on which vehicle 300 sits. As such, first set of grille shutters 304 may be referred to as upper grille shutters, and second set of grille shutters 306 may be referred to as lower grille shutters. The amount of opening of first set of grille shutters 304 and second set of grille shutters 306 may control the amount of ambient air flow 216 directed therebehind. Figure 3 In the example of FIG. 1 , the amount of opening of the first set of grille shutters 304 may control the amount of ambient air flow 216 directed to the AAT sensor 220 and the radiator 280, and the amount of opening of the second set of grille shutters 306 may control the amount of ambient air flow directed to the CAC 218. In this way, the upper grille shutters may largely affect vehicle drag and engine cooling (as well as cooling of the AAT sensor 220), while the lower grille shutters may largely affect CAC cooling.

[0065] In some examples, each set of grille shutters 304 and 306 may include the same number of grille shutters 214, while in other examples, one set of grille shutters may include a greater number of grille shutters than the other set. In one embodiment, first set of grille shutters 304 may include a plurality of grille shutters, while second set of grille shutters 306 includes one grille shutter. In an alternative embodiment, first set of grille shutters 304 may include only one grille shutter, while second set of grille shutters 306 includes a plurality of grille shutters. In an alternative embodiment, all grille shutters 214 may be included in a single set of grille shutters, and the amount of opening of the single set of grille shutters 214 may affect vehicle drag, engine cooling, and CAC cooling.

[0066] like Figure 3 As shown, the AAT sensor 220 can be inserted between the radiator 280 and the AGS. Specifically, the AAT sensor 220 can be located in front of the radiator 280 and behind the AGS, or behind the first set of active grille shutters 304 or the second set of active grille shutters 306, respectively. In this way, the AAT sensor 220 can be located directly behind or near the first set of AGS 304 and non-adjacently behind the second set of AGS 306. In this way, adjusting the first set of AGS 304 to a more open or more closed position can change the amount of ambient air and solar radiation that enters the first set of AGS 304 and impinges on the AAT sensor.

[0067] The grille shutter 214 can be positioned between a fully open position and a fully closed position, and can be maintained in a fully open position, a fully closed position, or a plurality of intermediate positions therebetween. In other words, the opening of the grille shutter 214 can be adjusted so that the grille shutter 214 is partially open, partially closed, or circulated between a fully open position and a fully closed position to provide air flow for cooling engine system components. The fully open position can be referred to as the maximum open amount (or maximum percentage open) position, and the fully closed position can be referred to as the maximum closed amount (or maximum percentage closed) position. The opening amount of the grille shutter 214 or a group of grille shutters (e.g., the first group of grille shutters 304 or the second group of grille shutters 306) can be represented by a percentage (e.g., a percentage opening). For example, when the AGS is in the middle of the open position and the closed position, the AGS can be 50% open (or 50% closed). When the AGS is opened to the maximum percentage opening (e.g., the threshold upper limit of the opening), the AGS can be 100% open.

[0068] The grille shutter 214 (e.g., the upper grille shutter or the lower grille shutter) can be actuated by the AGS motor 302. The AGS motor 302 can be operably coupled to the control system 190. As an example, the controller 312 can be communicatively connected to the AGS system 210 and can have executable instructions stored thereon to adjust the opening of the grille shutter 214 through the AGS motor 302. The controller 312 can send signals to the AGS motor 302 for adjusting the AGS system 210. These signals can include commands for increasing or decreasing the opening of the upper grille shutter and / or the lower grille shutter. As an example, the controller 312 can output a voltage to the AGS motor 302 corresponding to fully opening, fully closing, or partially opening the grille shutter 214. For example, the controller 312 can output a voltage to the AGS motor 302 to open the upper grille shutter to 30% open, or any other percentage opening between 0 and 100%. Correspondingly, the AGS motor 302 may draw an AGS motor current when the grille shutter 214 is fully opened, fully closed, or partially opened. In addition, the controller 312 may detect or measure the AGS motor current to determine the AGS position. Further, when the AGS motor is rotated in a first direction (e.g., corresponding to opening the AGS grille shutter), the output voltage to the AGS motor and the AGS motor current may have a first polarity, and when the AGS motor is rotated in a second direction opposite to the first direction (e.g., corresponding to closing the AGS grille shutter), the output voltage to the AGS motor and the AGS motor current may have a second polarity opposite to the first polarity.

[0069] The AGS motor 302 may be coupled to one or more grille shutters 214. For example, the AGS motor 302 may be coupled to a first grille shutter 214 that is mechanically linked to the remaining grille shutters 214. In another example, the AGS motor 302 may be coupled to each grille shutter 214 or each group of grille shutters. In addition, in some examples, the AGS system 210 may include more than one motor for controlling more than one group of grille shutters or more than one individual grille shutter. In one example, in response to a deviation of the AAT from the expected AAT being greater than a threshold temperature difference when performing an AAT sensor test, the controller 312 may actuate the AGS motor 302 to adjust the AGS opening to a more open or more closed position. In other examples, in response to a deviation of the AAT from the expected AAT being greater than a threshold temperature difference when performing an AAT sensor test, the controller 312 may switch the cooling fan 292 from an off state to an on state. In another example, in response to the AAT deviating from the expected AAT by more than a threshold temperature difference when performing the AAT sensor test, the controller may extend the side mirrors or raise the active suspension 111. The response action taken by the controller 312 may depend on the current vehicle operating conditions, such as whether the vehicle is in motion, parked, or operating in a start / stop mode. Figure 5 , Fig. 6A , Figure 6B , Figure 7 and Figure 8 To describe further details about the AAT sensor test.

[0070] Now go to Figure 4A and Figure 4B , which shows a schematic side view and a schematic top view of a vehicle 300. The vehicle 300 may include Figure 1 The vehicle propulsion system 100 includes an engine 110, a cooling system 204, and a fuel system 340. Figure 4A As depicted, vehicle height H1 may refer to the front vehicle height of the vehicle and may include the height of the front wheel wells, while H2 may refer to the rear vehicle height of the vehicle and may include the height of the rear wheel wells. The vehicle 300 may also include additional vehicle heights (e.g., H3, H4, etc., not shown), each of which corresponds to the vehicle height at each vehicle drive wheel 130. As previously discussed, the vehicle 300 may also include a vehicle height sensor (not shown) that transmits one or more vehicle heights to the control system 190.

[0071] Under certain conditions while the vehicle is operating, the vehicle heights may change relative to each other, at least temporarily. For example, when the vehicle accelerates, the rear vehicle height may compress relative to the front vehicle height (e.g., H2 < H1), causing the vehicle to squat with the nose up (nose-up) during the acceleration period. Conversely, when the vehicle decelerates or brakes, the front vehicle height may compress relative to the rear vehicle height (e.g., H1 < H2), and the vehicle may pitch forward or dive (e.g., nose-down) during the deceleration period. Therefore, in order to reduce passenger discomfort, vehicle operation, vehicle life, etc., it may be desirable to control the various vehicle heights so that equal vehicle heights are maintained during acceleration periods and deceleration periods.

[0072] The vehicle 300 may also include an active suspension system 111 that enables the control system 190 to adjust the vertical positioning of the wheels 130 relative to the vehicle body. The active suspension system may include an active suspension system having a hydraulic device, an electrical device, and / or a mechanical device, and an active suspension system that controls the vehicle height on an individual corner basis (e.g., a four-corner independently controlled vehicle height), on an axle-by-axle basis (e.g., a front axle vehicle height and a rear axle vehicle height), or a single vehicle height for the entire vehicle. For example, the active suspension system may include a hydraulic actuator or an electronic actuator that can independently raise and lower the vehicle chassis at each wheel. Additionally or alternatively, the active suspension system may include a shock absorber coupled at each wheel, the firmness of which may vary depending on vehicle operating conditions. In this way, the control system 190 may independently raise or lower the front and rear of the vehicle (e.g., from height H1 to H1A and / or from height H2 to H2A, respectively) in response to vehicle operating conditions. The distance that the vehicle is raised by the active suspension may be greater than a threshold height difference (e.g., H1A-H1 and H2A-H2). In one example, the controller 312 of the control system 190 may transmit a signal to the active suspension system to raise the front vehicle height so as to reduce the radiant heat flow from the ground (e.g., asphalt, pavement, cement, etc.) at the AAT sensor 220 when the vehicle is stopped or parked. Radiant heat from the ground may inaccurately bias the AAT sensor 220, thereby indicating a temperature that is higher than the actual ambient air temperature. By raising the active suspension by an amount greater than the threshold height difference, the radiant heat flow from the ground to the AAT sensor 220 may be reduced, thereby increasing the measurement accuracy of the AAT sensor 220. The threshold height difference may correspond to a certain height difference, and when the height difference is exceeded, the radiant heat at the AAT sensor 220 may be significantly reduced, so that the AAT measured at the AAT sensor 220 is consistent with the AAT exp The deviation is reduced to below the threshold temperature difference.

[0073] Now go to Figure 4B , which shows a top view of a vehicle 300, including side mirrors 420 and 420A with AAT sensors 220 and 220A mounted at their lower sides, respectively. Side mirror 420 is shown in an extended position, while side mirror 420A is shown in a retracted position. AAT sensors 220 and 220A may be mounted on one or both side mirrors 420 and 420A, respectively. Depending on the vehicle operating conditions, side mirrors 420 and 420A may be extended or retracted. For example, when the vehicle is parked, the side mirrors may be retracted or retracted (as shown by arrow 422) to reduce the risk of damage to the side mirrors. Conversely, when the vehicle is in motion, the side mirrors may be extended (as shown by arrow 424) to help increase visibility around the vehicle and increase vehicle driving performance for the vehicle driver. Extending the side mirrors when the vehicle is in motion may increase air flow resistance, thereby increasing fuel consumption. Because autonomous vehicles (AVs) rely more on navigation sensors and less on side mirrors for vehicle navigation, the side mirrors may be retracted during AV operation to reduce vehicle resistance and fuel consumption.

[0074] The side mirror position may also affect solar radiation at the AAT sensor. Because the side mirror 420 is in the extended position, the AAT sensor 220 may be more shielded from solar radiation because the AAT sensor 220 is positioned at a proximal position 432 that is relatively farther from the distal edge 434 of the side mirror. Conversely, because the side mirror 420A is in the retracted position, the AAT sensor 220A may be less shielded from solar radiation because the AAT sensor 220A is positioned at a proximal position 442 that is relatively closer to the distal edge 444 of the side mirror. In this way, the controller 312 may retract or retract the side mirror at which the AAT sensor 220 is mounted to reduce solar radiation heat 398 at the AAT sensor 220. For example, in response to the AAT measured at the AAT sensor 220 being greater than the expected AAT by an amount greater than the threshold temperature difference, the controller 312 may retract one or more side mirrors 420 and 420A.

[0075] The vehicle 300 may also include a solar sensor 482 mounted on the upper surface of the rearview mirror 480. The solar sensor 482 may transmit a signal to the control system 190 (including the controller 312) indicating characteristics related to the solar radiation received thereat. For example, the solar sensor 482 may provide measurements of solar radiation intensity, solar radiation wavelength, etc. As an example, for a given time of day, the magnitude of the solar radiation intensity may provide an indication of the orientation of the vehicle relative to the position of the sun. Thus, the solar sensor 482 may help position the vehicle 300 to be more oriented toward the sun or more away from the sun.

[0076] Now go to Figure 5 , Fig. 6A and Figure 6B, a flow chart of high-level exemplary methods 500, 600, and 602 for operating a vehicle system to reduce temperature measurement errors associated with an ambient air temperature sensor is shown. More specifically, the methods 500, 600, and 602 may be used to perform an AAT sensor test to correct AAT measurements obtained by the AAT sensor that are too high or too low relative to expected AAT and indicate whether the AAT sensor is faulty. In this way, adverse effects on vehicle control devices and OBD programs caused by increased or decreased AAT measurements may be reduced. Reference will be made to the description and other related information herein. Figure 1-Figure 3 and Figure 4A and Figure 4B Methods 500, 600, and 602 are described with reference to the system shown in FIG. 1 , however, it should be understood that similar methods may be applied to other systems without departing from the scope of the present disclosure. Methods 500, 600, and 602 may be implemented as follows: Figure 1 and Figure 2 The controller shown, such as controller 312 of control system 190, is executed and may be stored as executable instructions in non-transitory memory at controller 312. Controller 312 may execute instructions for performing methods 500, 600, and 602, as well as the remaining methods included herein, based on the instructions stored on the memory of controller 312 and in combination with signals received from sensors of vehicle system 300, such as MAP sensor (e.g., 378), exhaust pressure sensor (e.g., 389), exhaust gas sensor (e.g., 386), exhaust temperature sensor (e.g., 388), fuel pressure sensor (e.g., 382), and fuel temperature sensor (e.g., 383), as described above with reference to FIG. Figure 1 and Figure 2 The controller may employ an evaporative emissions system actuator, such as for raising the front and / or rear vehicle height (eg, as described in reference Figure 4A The active suspension system of the vehicle body 200, engine cooling fan 292, side mirrors 420 and 420A, and AGS grille shutter 214 are used to reduce radiant heat transferred to AAT sensor 220 according to the method described below. Other engine, fuel system, engine cooling system, and evaporative emission system actuators may additionally be employed according to the method described below.

[0077] Method 500 begins at 510 and may include evaluating current vehicle operating conditions. Operating conditions may be estimated, measured, and / or inferred and may include: one or more vehicle conditions (such as vehicle speed, vehicle orientation, vehicle on / off state, active suspension height, AGS positioning, side mirror positioning), as well as various engine conditions (such as engine state, engine load, engine speed, air-fuel ratio, etc.), various fuel system conditions (such as fuel level, fuel type, fuel temperature, etc.), various evaporative emission system conditions (such as fuel vapor canister load, fuel tank pressure, etc.), and various environmental conditions (such as humidity, atmospheric pressure, etc.). In the case where the vehicle includes an autonomous vehicle (AV), controller 312 may also collect data from LIDAR, radar, digital camera, GPS, and other sensors related to the vehicle environment, such as the proximity of other vehicles, lane markings, road signs, road permeter locations (e.g., curbs, shoulders, etc.), available parking spaces, etc. From 510 , method 500 proceeds to 520 , where the measured AAT (AAT meas The AAT sensor 220 (eg, AAT sensor 220 ) may be positioned between the radiator 280 and the AGS grille shutter 214 in the under-hood area of ​​the vehicle 300 . Figure 3 ) and / or by an AAT sensor 220 mounted at the lower side of a side mirror 420 (as shown Figure 4A and Figure 4B AAT is measured by meas AAT may also be estimated by other temperature sensors on the vehicle that are substantially isolated or insulated from the radiant heat source. meas For estimating AAT using multiple vehicle temperature sensors meas In the case of a temperature sensor, the lowest value among the temperatures indicated by multiple temperature sensors can be used to determine the AAT. meas , as this temperature may indicate the AAT in the absence of radiant heat. In some examples, the vehicle 300 may include more than one AAT sensor 220 located at one or more of these locations. In the case of multiple AAT sensors 220, the measured AAT may be aggregated, such as by averaging or weighted averaging the multiple measured AATs, or each measured AAT may be stored by the controller 312.

[0078] At 530 , method 500 continues by determining the expected AAT, ie, AAT expAs described above, the controller 312 may wirelessly communicate with a weather cloud data source to receive current and forecasted weather data, such as ambient air temperature, humidity, wind speed, wind direction, solar intensity, cloud cover, etc., from various sources (such as weather cloud stations, weather Internet websites, etc.). In addition, the control system 190 may wirelessly receive ambient air temperature data from real-time crowd-sourced vehicle data. In this manner, data from one or more external sources may be aggregated (e.g., averaged, weighted averaged, etc.) to infer or predict the expected ambient air temperature at any given time or orientation of the vehicle. Next, at 540, the method 500 calculates the AAT meas With AAT exp and compare it with the threshold temperature difference ΔT TH For comparison. Deviation | AAT meas -AAT exp |Can be a positive deviation (e.g., AAT meas >AAT exp ) or it can be a negative deviation (AAT meas <AAT exp ). For the case where radiant heat is transferred to the AAT sensor, the AAT meas Possibly from AAT exp Positive offset, thereby making AAT meas For situations where the AAT sensor cools relative to the actual and / or expected AAT (e.g., due to precipitation of rain or snow on the AAT sensor and its evaporative cooling), the AAT meas Possibly from AAT exp Negative offset. ΔT TH may correspond to a temperature difference above which engine control and OBD routines are adversely affected and may compromise fuel economy, vehicle drivability, and vehicle emissions. TH It can be 5-15°F. For example, ΔT TH may correspond to a temperature difference of 10°F. In addition, ΔT TH Probably depends on AAT meas From AAT exp Positive or negative offset. meas From AAT exp In case of negative offset, ΔT TH Can include 5-10℉. For AAT meas With AAT exp The deviation is less than ΔT TH, at 544, the controller 312 maintains the vehicle actuators in their current states and confirms functional operation of the AAT sensor according to the method 500. Confirming functional operation of the AAT sensor may include notifying the vehicle operator via a visual or audible prompt at the vehicle dashboard 196. After 544, the method 500 ends.

[0079] Return 540, when AAT meas With AAT exp The deviation is greater than ΔT TH , the controller 312 responsively proceeds to perform an AAT sensor test at 550. The AAT sensor test is performed to determine the AAT meas With AAT exp The deviation is greater than ΔT TH The cause of the AAT sensor 220 may be determined whether excessive radiant heat is causing the temperature near the AAT sensor 220 to increase, precipitation and / or evaporative cooling is causing the temperature near the AAT sensor 220 to decrease excessively, or whether the AAT sensor is faulty and not functioning properly. The AAT sensor test adjusts various vehicle actuators depending on vehicle operating conditions to assess the effects of radiant heat at the AAT sensor 220. At 552, the controller 312 adjusts one or more vehicle actuators to reduce the AAT meas With AAT exp For AAT meas >AAT exp When the amount is greater than the threshold temperature difference, the controller 312 may adjust one or more vehicle actuators to reduce the radiant heat transferred to the AAT sensor. meas <AAT exp If the amount is greater than the threshold temperature difference, the controller 312 may adjust one or more vehicle actuators to reduce or prevent precipitation from depositing on or contacting the AAT sensor, thereby reducing the AAT meas Relative to AAT exp Methods 600 and 602 illustrate various examples of adjusting vehicle actuators to assess the impact of radiant heat sources on AAT sensor measurements depending on current vehicle operating conditions.

[0080] The method 600 begins at 610 where it determines whether the vehicle state is on. The vehicle state may be on after a key-on event by inserting the key into the ignition interface. Alternatively, the vehicle state may be switched to on when the start / stop button is pressed to turn the vehicle on. If the vehicle state is on, the method 600 continues at 612 where the controller 312 determines whether the AAT meas <AAT exp , which corresponds to the measured AAT from AAT expAs previously described, during conditions where precipitation contacts and / or is deposited on the AAT sensor, the AAT meas Can be less than AAT exp Because precipitation (e.g., rain, snow, ice, sleet, hail, etc.) may be cooler than the actual or expected ambient temperature, precipitation may cause the temperature measured by the AAT sensor to be lower than the actual ambient temperature. In addition, evaporative cooling of precipitation at the surface of the AAT sensor may also reduce the AAT. meas . In response to AAT meas AAT exp If the small amount is greater than the threshold temperature deviation, the controller 312 continues at 614 where it is determined whether the AAT sensor is installed at a retracted side mirror. For the case where the AAT sensor is installed at a side mirror and the side mirror is retracted, the method 600 continues at 616 where the controller 312 adjusts the side mirror with the AAT sensor to a more extended position. Extending the side mirror with the AAT sensor installed thereunder can help shield the AAT sensor from precipitation. Thus, the AAT can be reduced. meas From AAT exp Returning to 614, for the case where the AAT sensor is not mounted at the retracted side mirror, method 600 continues at 618, where controller 312 adjusts the AGS from a more open position to a more closed position. Adjusting the AGS to a more closed position (including fully closing the AGS grille shutter) can help block precipitation from contacting the AAT sensor. In this way, the indicated AAT meas Possibly from AAT exp In this way, the controller 312 can respond to the AAT when the vehicle is turned on or off. meas From AAT exp The decreasing deviation is greater than the threshold temperature difference and the vehicle actuators are adjusted. After 616 and 618 , method 600 returns to method 500 immediately after 552 .

[0081] Return 612 for AAT meas Not less than AAT exp In the case of the AAT sensor being installed at the side mirror (e.g., fully or at least partially retracted), method 600 proceeds to 620, where it is determined whether the AAT sensor is installed at a side mirror that is retracted (e.g., fully or at least partially retracted). Figure 4A and Figure 4BIn the case of a side mirror having an AAT sensor mounted thereon, at 624, the controller 312 may adjust the position of the side mirror having the AAT sensor mounted thereon from a more retracted position to a more extended position. In one example, the controller 312 may adjust the position of the side mirror to be greater than a threshold position change, such as from a fully retracted position to a fully extended position. The threshold position change may include a position change in which the amount of radiant heat transferred to the AAT sensor mounted thereon is significantly reduced. In one example, the threshold position change may be greater than 50% of the range of motion of the side mirror from fully extended to fully retracted. By adjusting the side mirror having the AAT sensor mounted thereon to a more extended position, the solar radiant heat 398 transferred to the AAT sensor may be reduced. In fact, by extending the side mirror outward, the AAT sensor is increasingly isolated from the solar radiant heat 398. For example, in the case of an autonomous vehicle (AV), when the vehicle is moving (especially at high speeds), the side mirrors may be retracted to reduce vehicle drag and reduce fuel consumption. Although vehicle drag may increase, extending (one or more) side mirrors may help reduce the AAT at the AAT sensor. meas Deviation from expected AAT.

[0082] Returning to 620, for the case where the AAT sensor is not mounted at the retracted side mirror, the method 600 continues at 630, where the controller 312 determines whether the vehicle speed is less than a threshold vehicle speed. The threshold vehicle speed may correspond to a certain vehicle speed, above which the AGS grille shutter 214 may be adjusted to a more closed position (including fully closed) to reduce vehicle drag and fuel consumption. The threshold speed may also correspond to a certain vehicle speed, below which the AGS grille shutter 214 is adjusted to a more open position (including fully open) to increase the ambient air flow 216 to the radiator 280 and the engine 110. For example, when the vehicle speed is less than the threshold vehicle speed, the vehicle may be operated in a start-stop mode. In one example, the threshold vehicle speed may be 5 mph or less. If the vehicle speed is less than the threshold vehicle speed, the method continues at 634, where the controller 312 adjusts the AGS grille shutter 214 from a more open position to a more closed position to reduce the solar radiant heat 398 transferred to the AAT sensor 220. In one example, the controller 312 may adjust the AGS grille shutter position to be greater than a threshold AGS position change, such as from a fully open position to a fully closed position. The threshold AGS position change may include an AGS position change in which the amount of radiant heat transferred to the AAT sensor mounted therebehind is significantly reduced. In one example, the threshold AGS position change may be greater than 50% of the range of motion of the AGS grille shutter from fully open to fully closed. As described above, adjusting the AGS grille shutter 214 may include adjusting only the first set of grille shutters 304 directly adjacent to or in front of the AAT sensor 220. In this way, a certain ambient air flow 216 to the engine 110 may be maintained through other open grille shutter sets 214 (e.g., the second set 306) while reducing drag and fuel consumption. At 634, in addition to adjusting the AGS grille shutter 214, the controller 312 may also adjust the active suspension from a lower position to a higher position. Raising the active suspension of the vehicle may help reduce the radiant heat 368 transferred from the road surface 360 ​​below the vehicle 300 to the AAT sensor 220. In one example, the controller 312 may adjust the active suspension height to be greater than a threshold height change, such as from a fully lowered position to a fully raised position. The threshold height change may include a height change in which the amount of radiant heat transferred to the AAT sensor is significantly reduced. In one example, the threshold height change may be greater than 50% of the range of motion of the active suspension from fully lowered to fully raised. As described above, raising the active suspension of the vehicle may include raising only the front suspension of the vehicle so that the AAT sensor 220 is raised relative to the road surface 360.In one example, for situations where the vehicle 300 includes a HEV operating in a start-stop mode (e.g., during heavy traffic, while in line at a drive-thru, etc.), closing the AGS grille shutter 214 and / or raising the active suspension can help conserve power in the energy storage device 150 (such as a battery) while reducing radiant heat transferred to the AAT sensor 220.

[0083] Returning to 630, during the condition that the vehicle speed is greater than the threshold vehicle speed, the method 600 continues at 640, where the controller 312 adjusts the AGS grille shutter 214 from a more closed position to a more open position. As previously mentioned, when the vehicle speed is higher (e.g., greater than the threshold vehicle speed), the AGS grille shutter 214 can be closed to reduce vehicle drag and fuel consumption. However, closing the AGS grille shutter 214 reduces or blocks the ambient air flow 216 to the engine 110. As such, the radiant heat 318 transferred from the engine 110 to the AAT sensor 220 can increase significantly, particularly under high engine loads, such as when accelerating or maintaining a higher vehicle speed, driving uphill, towing, or driving in the desert. Therefore, adjusting the AGS grille shutter 214 (or at least the first group 304 of the AGS grille shutters 214) from a more closed position to a more open position can help increase the ambient air flow 216 to cool the AAT sensor 220 and the engine 110, thereby isolating the AAT sensor 220 from the engine radiant heat 318. In other words, radiant heat 318 transferred from the engine to the AAT sensor 220 may be reduced by adjusting the AGS grille shutter 214 from a more closed position to a more open position, including fully opening the AGS grille shutter 214 . Additionally, after 624 , 634 , and 640 , method 600 returns to method 500 at 560 .

[0084] Returning to 610, for the case where the vehicle is off (eg, the vehicle status is not on), method 600 continues Figure 6B The method continues at step 602, Figure 6B Starting at 650. The vehicle shutdown event may include a shutdown event performed using an active key that can be inserted / removed from the vehicle ignition interface, or an electronic key card or smart key that does not have to be physically inserted or removed from the ignition interface. In another example, the vehicle shutdown event may include the vehicle operator pressing the start / stop button to shut down the vehicle. When the vehicle is off, the controller 312 may determine at 650 whether the pre-trip condition is met. As an example, if an upcoming trip is planned, and if the current time is within the pre-trip duration just before the planned start of the upcoming trip, the pre-trip condition may be met. As previously referenced Figure 1As described, the control system 190 can store regularly planned vehicle travel routes and times; routes and times for regular trips (such as from home to work, from home to school, etc.) can be stored in coordination with GPS mapping tools and calendar planning tools. In this way, the control system 190 can be able to plan vehicle actions associated with the pre-trip duration immediately prior to the planned trip to improve vehicle drivability and passenger comfort by preparing or initiating vehicle conditions for the upcoming trip.

[0085] If the pre-trip duration is determined, method 602 continues at 652 where controller 312 determines whether AAT meas <AAT exp , which corresponds to the measured AAT from AAT exp As previously described, during conditions where precipitation contacts and / or is deposited on the AAT sensor, the AAT meas Can be less than AAT exp Because precipitation (e.g., rain, snow, ice, sleet, hail, etc.) may be cooler than the actual or expected ambient temperature, precipitation may cause the temperature measured by the AAT sensor to be lower than the actual ambient temperature. In addition, evaporative cooling of precipitation at the surface of the AAT sensor may also reduce the AAT. meas . In response to AAT meas AAT exp If the small amount is greater than the threshold temperature deviation, the controller 312 continues at 654 where it is determined whether the AAT sensor is installed at a retracted side mirror. For the case where the AAT sensor is installed at a side mirror and the side mirror is retracted, the method 602 continues at 656 where the controller 312 adjusts the side mirror with the AAT sensor to a more extended position. Extending the side mirror with the AAT sensor installed thereunder can help shield the AAT sensor from precipitation. Thus, the AAT can be reduced. meas From AAT exp Returning to 654, for the case where the AAT sensor is not mounted at the retracted side mirror, method 602 continues at 658, where controller 312 adjusts the AGS from a more open position to a more closed position. Adjusting the AGS to a more closed position (including fully closing the AGS grille shutter) can help prevent precipitation from contacting the AAT sensor. In this way, the indicated AAT meas Possibly from AAT exp In this way, the controller 312 can respond to the AAT when the vehicle is turned on or off. meas From AAT exp The reduced deviation is greater than the threshold temperature difference and the vehicle actuator is adjusted. After 656 and 658 , method 602 returns to method 500 immediately after 552 .

[0086] Return 652 for AAT meas Not less than AAT exp , method 602 continues at 660, where the controller 312 determines whether the vehicle is an autonomous vehicle (AV) and whether the AAT sensor is positioned toward the sun. If the vehicle is an AV with an AAT sensor positioned toward the sun, method 602 continues at 664, where the controller 312 determines whether it is legal and / or possible to reposition the AV. Repositioning the AV may depend on the orientation of the vehicle and the availability of parking spaces, space to maneuver the vehicle, whether the street on which the vehicle is located is a one-way street, etc. For example, if there is no space or the road is blocked for maneuvering the vehicle to the desired orientation, it may not be possible to reposition the vehicle without performing an illegal vehicle maneuver (e.g., colliding with another vehicle, driving over a curb, etc.). In the event that city street ordinances, parking space availability, or other space conditions preclude legal repositioning or reparking of the AV (in other words, repositioning or reparking the AV so that the AAT sensor is oriented further away from incident solar radiation would be illegal), method 602 continues at 670. As an example, the controller 312 may determine whether it is legal to reposition the vehicle based on GPS information regarding the vehicle's orientation as detected from one or more sensors (such as the radar sensor 494 and the LIDAR sensing system 490), the orientation of other nearby vehicles, and the road and traffic laws / regulations at the orientation. For example, on a one-way street, a vehicle may only be parked facing the direction of traffic flow and cannot be reparked or repositioned to face another orientation without violating the law. As another example, reparking or repositioning the AV to orient the AV further away from incident solar radiation includes repositioning the AV in a shaded or covered parking space. For example, the GPS information may indicate that there is a covered parking space or an underground parking space nearby, or that there are trees and / or tall buildings around or near the parking space that may obscure the parking space. Combining information about the location of trees and / or tall buildings relative to nearby vacant parking spaces, and the orientation of nearby covered or underground parking spaces, along with data indicating in which direction shadows will be cast based on the position of the sun and the time of day, the AV control system 191 can determine whether it is legal and possible to reposition the AV in a shaded vacant parking space. Repositioning the AV in a shaded parking space can help reduce radiant heat transferred to the AAT sensor, thereby reducing the deviation of the AAT measured at the AAT sensor from the expected AAT.

[0087] In the event that repositioning the vehicle is possible and legal, method 602 proceeds to 668, where the controller 312 adjusts one or more vehicle actuators to reposition the AV so as to orient the AAT sensor further away from incident solar radiation. Adjusting one or more vehicle actuators to reposition the AV may include one or more of: turning on the engine and / or motor, disengaging the parking gear, engaging the transmission gear to the reverse gear, engaging the transmission gear to the drive gear, engaging the steering system to steer the drive wheels, accelerating and / or decelerating the vehicle by engaging the drive wheels, initiating a turn signal, reengaging the parking gear after repositioning the vehicle so as to orient the AAT sensor further away from incident solar radiation, etc. The onboard controller 312 may reposition the AV so that the AAT sensor is not facing toward the sun (e.g., further away from incident solar radiation) so as to reduce solar radiation heat transferred to the AAT sensor. An onboard solar cell sensor 482 (e.g., mounted on a rearview mirror, rear windshield, roof, or other exterior surface of the vehicle) and / or an onboard GPS can provide the controller 312 with an indication of the orientation of the sun (and the solar radiation emitted therefrom) relative to the vehicle and the vehicle's AAT sensor. Further, knowing the time of day and the vehicle's geographic orientation, the controller 312 can calculate the orientation of the sun and, therefore, the direction of the emitted solar radiation relative to the vehicle. Further, data from the solar cell sensor, GPS, and / or other onboard sensors can provide the controller 312 with an indication of whether the AAT sensor is facing more toward or away from the incident solar radiation. As previously described, repositioning the AV to orient the AAT sensor further away from the incident solar radiation can include repositioning the AV to a shaded parking spot.

[0088] Having determined the sun position and / or sunshade parking spot position, the AV controller 312 can reposition the vehicle so that the AAT sensor is oriented further away from the incident solar radiation. For example, during the morning hours, the controller 312 can park the AV facing west so that the AAT sensor located in front of the vehicle (e.g., between the AGS grille visor and the radiator, etc.) is facing away from the sun. Similarly, during the afternoon hours, the controller 312 can park the AV facing east so that the AAT sensor located in front of the vehicle (e.g., between the AGS grille visor and the radiator, etc.) is facing away from the sun. In addition, the AV controller 312 can reposition the vehicle to a sunshade parking spot, thereby orienting the AAT sensor further away from the incident solar radiation. Returning to 664, in the event that city street ordinances, parking lot space availability, or other space conditions preclude legal repositioning or reparking of the AV; and returning to 660, for the event that the vehicle is not an AV with an AAT sensor positioned toward the sun, the method 602 continues at 670. At 670, the controller 312 determines whether the AAT sensor 220 is installed at a retracted (partially or fully retracted) side mirror. The side mirrors can be retracted when the vehicle is closed to reduce the protrusion of the side mirrors. If the AAT sensor 220 is installed at a partially or fully retracted side mirror, the method 602 continues at 674, where the side mirror position is adjusted from a more retracted position to a more extended position, including fully extending the side mirror. In this way, the solar radiation heat 398 transmitted to the AAT sensor can be reduced because extending the side mirror can help block the AAT sensor 220 from solar radiation and isolate the AAT sensor 220 from the sun. Returning to 670, if the AAT sensor 220 is not installed at a retracted side mirror, the method 602 continues at 680, where the controller 312 determines whether the AGS grille shutter is open, including partially open. If the AGS grille shutter is open, the controller 312 continues at 684 where the AGS grille shutter is adjusted from a more open position to a more closed position, including fully closed, to block solar radiation from reaching the AAT sensor 220 through the AGS system. In this way, solar radiation at the AAT sensor can be reduced, thereby reducing the AAT meas From AAT expUpward deviation. Returning to 680, if the AGS grille shutter is not open, method 602 continues at 690, where the controller 312 determines whether the cooling fan is off. If the cooling fan is not off, method 602 returns to method 500 at 560. For the case where the engine cooling fan is off, method 602 proceeds to 694, where the controller 312 adjusts the engine cooling fan by turning on the engine cooling fan, including increasing the fan speed while the AGS grille shutter 214 is open. Turning on the cooling fan (or increasing the fan speed) can increase the ambient air flow 216 to the AAT sensor 220, thereby reducing the solar radiant heat 398 transmitted to the AAT sensor 220. In one example, increasing the cooling fan speed can include increasing the cooling fan speed by more than a threshold fan speed change. The threshold fan speed change can correspond to a certain fan speed change, above which the radiant heat transmitted to the AAT sensor changes significantly. In another example, the cooling fan speed may be increased above a threshold fan speed, wherein the threshold fan speed provides enhanced cooling of the ambient air to the AAT sensor, the cooling being sufficient to reduce the AAT measured at the AAT sensor. In one example, turning on the cooling fan may help reduce the radiant heat 358 transferred from the energy storage device 150 to the AAT sensor 220. Specifically, charging the high voltage underbody battery in a PHEV may generate a greater amount of radiant heat 358, which may result in an elevated temperature near the AAT sensor 220. Thus, by turning on the cooling fan, the radiant heat 358 transferred from the battery to the AAT sensor 220 may be reduced. In a conventional vehicle (e.g., non-hybrid, non-PHEV), when the battery voltage decreases below a threshold voltage, the cooling fan may be turned off to avoid over-draining the battery. For example, when the battery voltage decreases below a threshold battery voltage, the cooling fan may be turned off. The threshold battery voltage may correspond to a battery voltage below which the engine may not crank during cold weather. For example, the threshold battery voltage may be 11.5V. Depending on the vehicle type and operating conditions, the pre-trip period or duration may be adjusted; for example, the pre-trip period may be set long enough to allow the cooling fan to sufficiently cool the rechargeable battery so that the radiant heat 358 transferred to the AAT sensor does not cause an excessive value of the measured AAT. Returning to 650, for the case where the engine is off and the pre-trip conditions are not met, method 602 returns to method 500 at 560. In addition, after 656, 658, 640, 668, 674, 684, and 694, method 602 returns to method 500 at 560.

[0089] Therefore, according to method 500, when the vehicle state is on, the controller 312 can respond to the AAT meas With AATexp The controller 312 may adjust the vehicle actuator to reduce the radiant heat transferred to the AAT sensor when the deviation of is greater than the threshold temperature difference. In addition, when the vehicle state is off and in the pre-travel period, the controller 312 may respond to the AAT meas With AAT exp When the vehicle is off, the AAT sensor is activated only in response to the AAT during the pre-trip period. meas With AAT exp The vehicle actuators are adjusted when the deviation is greater than a threshold temperature difference, saving fuel and / or electrical energy and reducing vehicle wear.

[0090] Returning to method 500 at 560, the controller 312 determines whether the AAT sensor test end condition is satisfied. If the vehicle actuator has been adjusted for more than a threshold time in step 552, the AAT sensor test end condition may be satisfied. In one example, the threshold time may correspond to a predetermined time, such as two minutes or less, one minute or less, or 30 seconds. The threshold time may correspond to a duration long enough to reduce the radiant heat transferred to the AAT sensor (e.g., increase the isolation of the AAT sensor from the radiant heat) so that the amount by which the AAT measured at the AAT sensor is higher than the actual AAT due to the radiant heat can be significantly reduced. To this end, the threshold time may depend on dynamic characteristics related to temperature and heat transfer conditions near the AAT sensor. For example, the threshold time may be related to the heat capacity of the AAT sensor; for higher heat capacities, the threshold time may be higher because a greater amount of heat may be transferred to or from the AAT sensor to affect its temperature compared to materials with lower heat capacities. The threshold time may also be related to the dynamic characteristics of air purging near the AAT sensor. If air and radiant heat can be purged from the AAT sensor more quickly, the AAT sensor temperature can equilibrate more quickly and the threshold time can be reduced. The threshold time can also be set to be longer than the time used to adjust the vehicle actuators to reduce the radiant heat transferred to the AAT sensor 220. In this way, the threshold time can be set to be longer than the following operations: adjusting the AGS grille shutter from a more open state to a more closed state, adjusting the AGS grille shutter from a more closed state to a more open state, raising the active suspension, turning on the cooling fan, adjusting the side mirror to a more extended position, etc. In addition, when the difference between the AAT measured at the AAT sensor 220 and the expected AAT is less than the threshold difference, the AAT test end condition can be met, thereby indicating that the previously increased AAT measThe AAT sensor 220 may be caused by the transfer of radiant heat to the AAT sensor 220. In one example, the AAT test end condition may be a combination of conditions. Specifically, the AAT test end condition may be satisfied if the vehicle actuator has been adjusted for more than a threshold time in step 552 and / or if the difference between the AAT measured at the AAT sensor 220 and the expected AAT is less than a threshold difference. Before the AAT sensor test end condition is satisfied, the method 500 continues to 564, where the method 500 maintains the vehicle actuator in its current state before returning to 560.

[0091] If the AAT sensor test end condition has been met at 560, the method 500 continues at 570, where the controller 312 remeasures the AAT at the AAT sensor. The remeasurement of the AAT by the AAT sensor at 570 may be in addition to or after the remeasurement of the AAT by the AAT sensor when the AAT sensor test end condition is evaluated at step 560. Next, at 580, the controller 312 determines the remeasured AAT. meas With AAT exp Is the deviation greater than ΔT TH If the re-measured |AAT meas -AAT exp |<ΔT TH , the AAT measured by the AAT sensor 220 is no longer excessively greater or less than the expected AAT, and method 500 continues at 584, where the controller 312 indicates the calibrated AAT sensor. After 584, method 500 may continue at 586, where the vehicle actuator(s) adjusted at 552 are returned to their pre-adjusted states. For example, a lifted active suspension may be lowered, an AGS grille shutter adjusted to a more open position may be returned to its more closed position, an AGS grille shutter adjusted to a more closed position may be returned to its more open position, the cooling fan may be switched to off, and the side mirrors may be adjusted back to their more retracted positions, etc. Returning to 580, for the remeasured AAT meas -AAT exp >ΔT TH In the event of a faulty AAT sensor 220, the AAT measured by the AAT sensor 220 remains excessively large relative to the expected AAT, and the method 500 continues at 590, where the controller 312 indicates a faulty AAT sensor that is not functioning properly. In addition, the controller 312 may return the vehicle actuator(s) that were adjusted at 552 to their pre-adjusted state. Next, at 590, in response to the indication of a faulty AAT sensor, the controller 312 may adjust the engine control and OBD routines to operate the vehicle via the AAT. expIn other words, when the AAT sensor status is faulty, the controller 312 can utilize the AAT in any engine control and OBD routine calculations. exp Replacement of AAT meas To maintain vehicle drivability and vehicle operation until the AAT sensor is repaired and replaced (and the AAT sensor status is returned to functional). Alternatively, another temperature sensor on the vehicle may be used to estimate the AAT exp For example, when the engine is not yet pulled up, the AAT may be estimated using an engine oil temperature sensor and / or a transmission oil temperature sensor. exp Similarly, AAT may be estimated by other onboard temperature sensors (eg, at the engine intake or exhaust) that are substantially isolated or insulated from the radiant heat source. exp In addition, when an AAT sensor fault is detected, the AAT (or AAT exp ). After 586 and 594, the AAT sensor test ends and the method 500 ends. Without reducing the radiant heat transferred to the AAT sensor 220, the AAT measured at the AAT sensor will continue to be excessively large (in the case of a non-faulty, functional AAT sensor). Thus, without performing an AAT sensor test whereby the vehicle actuator(s) are not adjusted to reduce the radiant heat transferred to the AAT sensor, for an operational, functional AAT sensor, the AAT meas (and re-measured AAT meas ) and AAT exp The deviation will continue to be greater than ΔT TH Therefore, in response to AAT meas -AAT exp >ΔT TH Performing AAT sensor testing can help maintain vehicle drivability while reducing fuel consumption and emissions.

[0092] Figure 7 and Figure 8 Example timelines 700 and 800 are shown for performing an AAT sensor test and operating a vehicle to reduce radiant heat at the AAT sensor in response to a deviation of the AAT measured by the AAT sensor from an expected AAT being greater than a threshold temperature difference. Timelines 700 and 800 show exemplary timelines for performing an AAT sensor test and operating a vehicle to reduce radiant heat at the AAT sensor in accordance with the description and reference herein. Figure 5 , Fig. 6A and Figure 6B The method and application described herein and referenced Figure 1-Figure 3 , Figure 4A and Figure 4BThe timelines 700 and 800 include a curve 702 indicating the on or off state of the vehicle over time. The timelines 700 and 800 also include a curve 710 indicating the vehicle speed over time and a threshold vehicle speed 716. The timeline 700 also includes a curve 720 indicating the planned trip start and its associated pre-trip period 722 over time. The timelines 700 and 800 also include a curve 730 indicating the measured ambient air temperature (AAT) over time and the expected AAT 740. The measured AAT can be measured by an AAT sensor 220 located under the hood between the radiator 280 and the AGS grille shutter 214, and / or an AAT sensor 220 mounted on the underside of the side mirror 420. As described above, the expected AAT can be determined based on one or more cloud data sources (such as a weather cloud data source or a public vehicle data source outside the vehicle). Timelines 700 and 800 also include a curve 750 indicating an absolute temperature difference (e.g., temperature deviation) between the AAT measured (or remeasured) by the AAT sensor 220 and the expected AAT over time. Dashed line 756 represents a threshold temperature difference, above which an excessive increase in the measured AAT over the expected AAT may be indicated. Timelines 700 and 800 also include a curve 760 indicating whether the AGS grille shutter position is open (e.g., more open) or closed (e.g., more closed) over time. Timeline 700 also includes a curve 770 indicating a cooling fan on / off state over time. Timelines 700 and 800 also include a curve 780 indicating whether the side mirror position is extended (e.g., more extended) or retracted (e.g., more retracted) over time. The timeline 700 also includes a curve 790 indicating whether the active suspension position is raised (e.g., more raised) or lowered (e.g., more lowered) over time. The timelines 700 and 800 also include a curve 796 indicating whether the AAT sensor status is functional (e.g., normal operation), corrected (after the AAT sensor test), or faulty (after the AAT sensor test) over time. The AAT sensor status can be transmitted to the vehicle operator via the vehicle dashboard 196. The timeline 800 also includes a curve 890 indicating whether the orientation of the AAT sensor is more toward the sun (e.g., incident solar radiation) or more away from the sun. The controller 312 can determine the orientation of the AAT sensor based on various indications and inputs from various sensors (such as the sun sensor 482), the current time of day (e.g., a clock), GPS, etc. The timeline 800 also includes a curve 896 indicating whether the repositioning of the vehicle system is legal.Controller 312 may determine whether it is legal to reposition the vehicle based on GPS information regarding the vehicle's location, the locations of other nearby vehicles, and road and traffic laws / regulations at the location (as detected from one or more sensors, such as radar sensor 494 and LIDAR sensing system 490). As described above, timeline 700 may correspond to the operation of various types of vehicles, such as conventional combustion engine vehicles, hybrid vehicles, PHEVs, electric vehicles, and autonomous vehicles. Timeline 800 may correspond to the operation of an autonomous vehicle.

[0093] Go to Figure 7 Timeline 700, at time t 1 Previously, the vehicle state was off and the vehicle speed was less than the threshold vehicle speed 716. As an example, the vehicle may be parked, waiting for a time t 2 In addition, the AGS grille shutter is open to allow ambient air to circulate under the hood, the cooling fan is off to save power, the side mirrors are retracted to reduce protrusion, the active suspension is lowered, and the AAT sensor is active. As previously described, the AAT may be received and / or determined based on various external data sources (such as real-time Volkswagen vehicle data, weather cloud data, etc.). exp The AAT determined by the AAT sensor 220 meas 730 is shown as at t 1 Previously relative to AAT exp Steady increase. For example, AAT meas Possibly due to the radiant heat transferred to the AAT sensor relative to the AAT exp For example, solar radiant heat can be transferred to the exposed AAT sensor, radiant heat from the energy storage device can be transferred to the AAT sensor when the vehicle is charged while turned off, etc. In this way, the AAT meas Relative to AAT exp If the enlarged AAT meas As the actual AAT is indicated to the engine control and OBD routines, this can result in a reduction in vehicle drivability and an increase in fuel consumption and vehicle emissions. 1 Previously, AAT meas -AAT exp (ΔT 750) exceeds the threshold temperature difference ΔT TH 756.

[0094] As an example, at time t 2 The planned trip starting at time t may correspond to a commuting trip from home to work, a daily route from home to school, a planned weekend errand trip, etc. 1 Corresponding to t 2In response to the start of the pre-trip duration 722, and in response to ΔT>ΔT TH , an AAT sensor test is performed according to methods 500, 600, and 602. Therefore, the controller 312 adjusts the cooling fan 292 from an off state to an on state (including increasing the cooling fan speed) so as to circulate the higher flow rate of ambient air 216 into the AGS grille shutter and circulate it over the AAT sensor. For the case of a conventional vehicle propulsion system with an internal combustion engine (e.g., not a hybrid vehicle or PHEV), the controller may turn on the cooling fan only during additional conditions including that the battery voltage is greater than a threshold voltage. In this way, the risk of draining the battery can be reduced so that when the vehicle is turned on, the battery voltage remains high enough for starting the engine. By circulating ambient air with an increased flow rate, the radiant heat transferred to the AAT sensor can be reduced. After the cooling fan is turned on, the AAT meas Relative to AAT exp is reduced because the AAT sensor is isolated from the radiant heat by the increased circulation of the ambient air flow over it. 1 With t 2 Between, ΔT is reduced to ΔT TH 756, so that at time t 2 Before you start planning your trip, AAT meas Closer to AAT exp (and actual AAT). In response to ΔT decreasing to ΔT TH and / or in response to a threshold time elapsed after the cooling fan is turned on, at time t 2 At this time, the controller 312 turns the cooling fan back to the off state and remeasures the AAT through the AAT sensor. meas With AAT exp The deviation is less than ΔT TH , so the controller 312 temporarily sets the AAT sensor state 796 to correct. The corrected sensor state may be communicated to the vehicle operator via the instrument panel 196. Thus, by performing the pre-trip AAT sensor test during the pre-trip duration, the excessively increased AAT sensor measurement is corrected by reducing the radiant heat transferred to the AAT sensor, thereby maintaining / increasing vehicle drivability, and the vehicle is about to be driven at t 2 Reducing vehicle emissions and fuel consumption during a vehicle journey that begins at

[0095] At time t 2 At time t, as stored in the non-transitory memory of the control system 190 2The vehicle state is switched to on as planned at the start of the trip 720. The vehicle speed 710 increases as the vehicle travels on its planned route, and shortly thereafter, but at time t 3 Previously, the vehicle speed increased above a threshold vehicle speed 716. In response to the vehicle speed increasing above the threshold vehicle speed, the AGS grille shutter is adjusted from a more open position to a more closed position (including fully closed) to reduce vehicle drag and fuel consumption. At t 2 With t 3 During the time between t and t, when the vehicle speed is above the threshold vehicle speed, the measured AAT begins to increase relative to the expected AAT, for example due to increased engine load, which transfers increased radiant heat from the engine to the AAT sensor. In addition, because the AGS grille shutter is in the closed position, ambient air is prevented from circulating at the AAT sensor. At time t 3 In response to the vehicle being turned on and ΔT increasing to ΔT TH At this point, the AAT sensor test begins. Figure 7 In exemplary timeline 700 , according to methods 500 , 600 , and 602 , controller 312 responds to vehicle key-on and ΔT increases to ΔT TH In response, the controller 312 may adjust the position of the side mirror to a more extended position and the position of the AGS grille shutter from a more closed position to a more open position. In the case where the AAT sensor is located only at the lower side of the side mirror or only between the radiator and the AGS system, in response, the controller 312 may adjust only the position of the side mirror to a more extended position or adjust the AGS to a more open position. In addition, in response, the controller 312 may adjust only the position of the side mirror with the AAT sensor installed thereunder while maintaining the position of another side mirror (without an AAT sensor installed thereunder). Similarly, in response, the controller 312 may adjust only the position of the AGS grille shutter (e.g., a first set of AGS grille shutters) with the AAT sensor installed near the rear (e.g., the rear) while maintaining the position of another set of AGS grille shutters without the AAT sensor installed near the rear.

[0096] At time t 4 At time t, as controller 312 adjusts the AGS grille shutter to a more open position and / or adjusts the side mirror to a more extended position, radiant heat transferred to the AAT sensor can be reduced. For example, adjusting the AGS grille shutter to a more open position can allow for increased ambient air flow over the AAT sensor, thereby increasing the isolation of the AAT sensor from heat radiated from the engine, road surface, and / or energy storage device to the AAT sensor. As another example, adjusting the side mirror position to a more extended position can help reduce solar radiant heat transferred to the AAT sensor mounted below the side mirror. Thus, at time t3 With time t 4 Between, ΔT (e.g., AAT meas -AAT exp ) is reduced to ΔT TH In response to a threshold time 794 having passed after opening the AGS grille shutter and / or extending the side mirrors, the controller 312 returns the AGS grille shutter to its more closed position (including fully closed), returns the side mirrors to their more retracted position (including fully retracted), and remeasures the AAT via the AAT sensor. At time t 4 The re-measured AAT and AAT exp The deviation is less than the threshold temperature difference. In addition, in response to AAT meas -AAT exp Reduce to ΔT TH Under this condition, the controller 312 4 The AAT sensor status is temporarily indicated as corrected.

[0097] At time t 4 Afterwards, the vehicle slows down, for example due to leaving the highway. 5 At time t, the vehicle speed decreases below a threshold vehicle speed and the vehicle begins operating in a start-stop mode, for example due to encountering a traffic jam along its route. In response to the vehicle speed decreasing below the threshold vehicle speed, the controller 312 opens the AGS grille shutter to allow increased ambient air to cool the engine. In addition, the controller 312 intermittently turns the cooling fan on (and off) so that during the start-stop mode, the engine can be cooled (to reduce overheating) while the vehicle is stopped. At time t 5 With t 6 The measured AAT starts to be relative to AAT exp Increased, for example, due to solar radiant heat being transferred to the AAT sensor through the open AGS grille shutter, and / or increased radiant heat being transferred to the AAT sensor from the road surface when the vehicle is stopped. 6 At ΔT (e.g., AAT meas -AAT exp ) increases to ΔT TH In response to ΔT>ΔT TH , when the vehicle speed is below the threshold vehicle speed (or alternatively, when the vehicle is in the start-stop mode), the controller 312 initiates the AAT sensor test by adjusting the AGS grille shutter to a more closed position and adjusting the active suspension from a lower position to a higher position. Raising the active suspension can help reduce radiant heat transferred from the road surface to the AAT sensor, while closing the AGS grille shutter can reduce solar radiant heat transferred to the AAT sensor. At time t 7At this point, the controller 312 remeasures ATT meas In response to ΔT decreasing to ΔT before the threshold time has passed, TH Under this condition, the controller 312 is just in the state from t 4 Similarly, in response to ΔT decreasing to ΔT before the threshold time has passed, the active suspension is returned to a lower level before the AAT sensor test is started. TH Next, controller 312 reopens the AGS grille shutter and temporarily indicates a corrected AAT sensor state.

[0098] However, after the routine outside of the AAT sensor test, because the vehicle speed increases above the threshold vehicle speed, the control system 190 subsequently turns the vehicle on at time t 7 Shortly thereafter, the AGS grille shutter is closed to reduce vehicle drag. 7 With time t 8 Between, AAT meas Closely follow AAT exp , so that ΔT remains less than ΔT TH At time t 8 Department, AAT meas increases suddenly, and ΔT becomes greater than ΔT TH In response to ΔT>ΔT TH While the vehicle is on, the controller begins the AAT sensor test by adjusting the AGS grille position to a more open position for a threshold time 794. At time t 9 In response to the threshold time lapse, the controller 312 returns the AGS grille shutter to a more closed position and remeasures the AAT via the AAT sensor. meas Because the AAT sensor continues to indicate above AAT exp Over-enlarged AAT meas , so that after completing the AAT sensor test, ΔT>ΔT TH , so the AAT sensor may not be working properly, and the controller 312 changes the AAT sensor status to fault. During the condition that the AAT sensor status is faulty, the controller 312 may change the AAT exp Values ​​are input to engine control and OBD routines in place of AAT meas , until the AAT sensor is repaired or replaced and the AAT sensor status returns to functional. In this way, disruption to vehicle drivability and operation during AAT sensor testing and in the event of an AAT sensor failure can be reduced, thereby increasing operator satisfaction and mitigating fuel emissions and fuel consumption.

[0099] Now go to Figure 8 Timeline 800, at time t 11Previously, the vehicle state was off and the vehicle speed was less than the threshold vehicle speed 716. For example, the vehicle may be parked with the AAT sensor oriented more toward the incident solar radiation (890), waiting at time t 12 In addition, the AGS grille shutter is open to allow ambient air to circulate under the hood, the side mirrors are retracted to reduce protrusion, and the AAT sensor is active. As previously described, the AAT may be received and / or determined based on various external data sources (such as real-time Volkswagen vehicle data, weather cloud data, etc.). exp The AAT determined by the AAT sensor 220 meas 730 is shown as at t 11 Previously relative to AAT exp Steady decrease. For example, AAT meas Possibly due to precipitation in contact with the AAT sensor relative to the AAT exp For example, cold rain may fall on the AAT sensor, snow may fall on the AAT sensor, and precipitation may melt and / or evaporate at the surface of the AAT sensor, thereby cooling the AAT sensor, etc. Thus, the AAT meas Relative to AAT exp If the AAT is reduced meas As the actual AAT is indicated to the engine control and OBD routines, this may result in a reduction in vehicle drivability and an increase in fuel consumption and vehicle emissions. 11 Previously, AAT meas -AAT exp (ΔT 750) exceeds the threshold temperature difference ΔT TH 756.

[0100] As an example, at time t 12 The planned trip starting at time t may correspond to a commuting trip from home to work, a daily route from home to school, a planned weekend errand trip, etc. 11 Corresponding to t 12 In response to the start of the pre-trip duration 722, and in response to ΔT>ΔT TH , perform an AAT sensor test according to methods 500, 600, and 602. Therefore, in determining the AAT meas <AAT exp The controller 312 then adjusts one or more vehicle actuators to reduce the AAT. meas With AAT exp For example, at time t 11At time t , controller 312 adjusts the AGS grille shutter from a more open position to a more closed position to block or isolate the AAT sensor from the cooling source or precipitation. As another example, at time t 11 At t, the controller 312 adjusts the side mirror from a more retracted position to a more extended position. 11 With t 12 Between, ΔT is reduced to ΔT TH 756 or less, so that at time t 12 Before you start planning your trip, AAT meas Closer to AAT exp (and actual AAT). In response to ΔT decreasing to ΔT TH and / or in response to a threshold time 794 having passed after the cooling fan is turned on, at time t 12 At this time, the controller 312 returns the AGS grille shutter position to a more closed state, returns the side mirrors from a more extended position to a more retracted position, and remeasures the AAT via the AAT sensor. meas With AAT exp The deviation is less than ΔT TH , so the controller 312 temporarily sets the AAT sensor state 796 to correct. The corrected sensor state may be communicated to the vehicle operator via the instrument panel 196. Thus, by performing the pre-trip AAT sensor test during the pre-trip duration, excessively reduced AAT sensor measurements are corrected by reducing precipitation contacting the AAT sensor, thereby maintaining / increasing vehicle drivability, and the vehicle is ready to begin driving at t 12 Reduce vehicle emissions and fuel consumption during vehicle journeys.

[0101] At time t 12 At time t , the vehicle state switches to on and the vehicle speed increases, but remains below the threshold speed during the planned trip. 12 Soon after, at time t 12a At time t, the planned trip ends, the vehicle state is switched to off, the vehicle speed is reduced to 0, and the vehicle is parked. 12a With time t 13 In the meantime, the sun emerges from the clouds and the vehicle is positioned so that the AAT sensor is oriented more toward the incident solar radiation from the sun (890). As a result, the solar radiation heat begins to heat up the AAT sensor, and the AAT meas Start relative to AAT exp In this way, ΔT starts to increase so that ΔT at time t 13 Before increasing to ΔT TH Time t13 Corresponding to the pre-trip condition, that is, within the pre-trip duration 722. In response to the pre-trip condition being met and ΔT>ΔT TH , while the AAT sensor is positioned more toward the incident solar radiation, the controller 312 determines whether it is legal to reposition the vehicle (896). When the vehicle can be legally re-parked in an available parking space, it may be legal to reposition the vehicle so that the AAT sensor can be oriented more away from the incident solar radiation. Because the vehicle can be legally repositioned, at time t 13 With time t 14 The vehicle is re-parked. When re-parked, the vehicle state is briefly switched to on and the vehicle speed is briefly increased. After the vehicle is re-positioned, the AAT sensor is further away from the sun (890), and the AAT meas Start relative to AAT exp Decrease. At time t 14 Before, ΔT was reduced to ΔT TH At this time, the controller 312 temporarily adjusts the AAT sensor status 796 to correct, thereby indicating to the vehicle operator that the AAT sensor test has been completed and the offset AAT sensor temperature has been adjusted.

[0102] Next, at time t 14 At , another planned vehicle trip is started, the vehicle state is switched to on, and the vehicle speed increases above the threshold vehicle speed. During the planned trip, when the vehicle speed is greater than the threshold vehicle speed, the AGS grille shutter is adjusted to a more open position to circulate ambient air to the radiator and under-hood devices. In this way, the AAT sensor is cooled and the AAT meas With AAT exp The deviation does not exceed ΔT TH At time t 15 At , the planned vehicle trip ends, the vehicle speed decreases to 0, the AGS grille shutter reopens, and the vehicle state is switched to off. Once again, the vehicle is parked with the AAT sensor facing more toward the sun. In this way, the AAT meas Start relative to AAT exp rise, so that at t 16 Department, AAT meas At AAT exp The positive deviation is greater than ΔT TH At t 16 At, the pre-travel condition is met, because time t 16 At t 17 In response to the pre-trip condition being satisfied and in response to ΔT>ΔT TH, while the AAT sensor is positioned to face more toward the incident solar radiation, the controller 312 determines whether it is legal to reposition the vehicle (896). 16 At , the controller 312 determines that it is illegal to reposition the vehicle, for example, because the vehicle is parked on a one-way street and no legal shaded or covered parking space is available nearby. TH , while the AAT sensor is positioned more toward incident solar radiation, during conditions where the vehicle may not legally be repositioned, the controller 312 adjusts the AGS grille shutter to a more closed position and the side mirrors to a more retracted position. In this way, the AAT at the AAT sensor located between the AGS system and the radiator meas and the AAT sensor located on the lower side of the side mirror meas Can be compared to AAT exp In the example of timeline 800, the AAT sensor may be located at the side mirror and under the hood. In other examples, the AAT sensor may be located at one of the following: at the side mirror, and under the hood between the AGS system and the radiator; for this case, at time t 16 At this time, the controller 312 may adjust one of the side mirror positions and the AGS grille shutter position, respectively, to isolate the AAT sensor from solar radiation and reduce the AAT meas With AAT exp Deviation. At time t 17 Before starting the next planned trip, ΔT decreases to ΔT TH , and in response, the controller 312 returns the AGS position to a more open position and the side mirrors to a more extended position. In addition, the controller 312 temporarily adjusts the AAT sensor state to correct. At time t 17 The planned trip starts at meas With AAT exp The deviation is less than ΔT TH , thereby reducing vehicle emissions, fuel consumption and increasing vehicle drivability.

[0103] A technical effect of implementing the methods and systems herein (including performing an AAT sensor test in response to a deviation of the AAT measured at the AAT sensor from the expected AAT being greater than a threshold temperature difference) is to reduce the temperature deviation of the AAT measured at the AAT sensor from the expected AAT to increase the accuracy and reliability of the AAT sensor measurements. For example, by adjusting a vehicle actuator, such as adjusting the AGS grille shutter from a more closed position to a more open position (and other examples of adjusting vehicle actuators described herein), ambient air can be increasingly circulated at the AAT sensor to isolate the AAT sensor from radiant heat transferred to the AAT sensor from the engine, road surface, energy storage device, etc. As another example, by adjusting a vehicle actuator, such as adjusting the AGS grille shutter from a more closed position to a more open position (and other examples of adjusting vehicle actuators described herein), precipitation contacting the AAT sensor surface can be reduced (thereby isolating the AAT sensor from precipitation). In this way, an AAT measurement value that is excessively increased or decreased relative to an expected AAT at the AAT sensor can be corrected, and the reliability of engine control and OBD routines that depend at least in part on the AAT sensor measurement value can be maintained, thereby reducing fuel consumption and emissions while maintaining or increasing vehicle drivability. An additional technical effect of performing an AAT sensor test in response to the AAT sensor deviation from an expected AAT being greater than a threshold temperature difference is that a faulty AAT sensor can be determined with increased accuracy. Specifically, because an excessively increased or decreased AAT measurement value can be conveniently corrected by adjusting a vehicle actuator to remove radiant heat transmitted to the AAT sensor or precipitation contacting the AAT sensor, respectively, a more robust assessment of faulty AAT sensor behavior can be made. An additional technical effect of performing an AAT sensor test in response to the AAT sensor deviation from an expected AAT being greater than a threshold temperature difference is that the accuracy of the AAT measurement value displayed at startup or when the vehicle state is switched to on can be increased.

[0104] Described and referenced in this article Figure 1-Figure 3 , Figure 4A and Figure 4B The system, together with the system described and referenced herein Figure 5 , Fig. 6A and Figure 6B Methods and references Figure 7 and Figure 8A timeline may implement one or more systems and one or more methods. In one example, a method for a vehicle including an ambient air temperature (AAT) sensor may include: in response to the amount by which the AAT measured by the AAT sensor deviates from the expected AAT being greater than a threshold temperature difference, adjusting a vehicle actuator to reduce the deviation of the AAT measured by the AAT sensor from the expected AAT. In a first example of the method, the method further includes: after adjusting the vehicle actuator, re-measuring the AAT by the AAT sensor. A second example of the method optionally includes the first example and further includes: indicating a corrected AAT sensor when the deviation of the re-measured AAT from the expected AAT is less than the threshold temperature difference. A third example of the method optionally includes any one or more or each of the first and second examples and further includes: wherein re-measuring the AAT by the AAT sensor includes re-measuring the AAT after a threshold time has passed after adjusting the vehicle actuator. A fourth example of the method optionally includes any one or more or each of the first to third examples and further includes: wherein adjusting the vehicle actuator includes causing a change in the position of an active grille shutter (AGS) to exceed a threshold position change before a threshold time has passed. The fifth example of the method optionally includes any one or more or each of the first to fourth examples and further includes: wherein adjusting the vehicle actuator includes extending a side mirror on which the AAT sensor is mounted before a threshold time has passed. The sixth example of the method optionally includes any one or more or each of the first to fifth examples and further includes: wherein adjusting the vehicle actuator includes lifting an active suspension of the vehicle.

[0105] Another exemplary method may include: performing a temperature sensor test during a first condition in which a temperature difference between an ambient air temperature (AAT) measured by a temperature sensor on the vehicle and an expected AAT increases to exceed a threshold temperature difference. In one example, the method may include: wherein performing the temperature sensor test includes increasing the isolation of the temperature sensor from radiant heat transferred thereto by adjusting a vehicle actuator from a first state to a second state, and re-measuring the AAT by the AAT sensor after adjusting the vehicle actuator to the second state. A second example of the method optionally includes the first example and further includes: wherein the first condition also includes when the vehicle is turned on, the method further includes performing the temperature sensor test during a second condition, the second condition includes when the vehicle is turned off, and when the temperature difference between the AAT measured by the temperature sensor on the vehicle and the expected AAT increases to exceed a threshold temperature difference. In one example, the second condition may optionally also include when the pre-trip condition is met while the vehicle is turned off. A third example of the method optionally includes any one or more or each of the first and second examples and further includes: indicating a faulty AAT sensor when the deviation of the remeasured AAT from the expected AAT is greater than the threshold temperature difference. The fourth example of the method optionally includes any one or more or each of the first to third examples and further includes: maintaining the vehicle actuator in the second state for a threshold time, and returning the adjusted vehicle actuator from the second state to the first state after the threshold time. The fifth example of the method optionally includes any one or more or each of the first to fourth examples and further includes: when the deviation of the remeasured AAT from the expected AAT is less than the threshold temperature difference, returning the vehicle actuator from the second state to the first state. The sixth example of the method optionally includes any one or more or each of the first to fifth examples and further includes: wherein re-measuring the AAT by the AAT sensor after adjusting the vehicle actuator to the second state includes re-measuring the AAT after the threshold time. The seventh example of the method optionally includes any one or more or each of the first to sixth examples and further includes: wherein adjusting the vehicle actuator includes adjusting an active grille shutter (AGS), the first state includes a more closed position, and the second state includes a more open position. The eighth example of the method optionally includes any one or more or each of the first to seventh examples and further includes: wherein adjusting the vehicle actuator from the first state to the second state includes adjusting the AGS from a more open position to a more closed position.

[0106] In another example, a vehicle system may include an ambient air temperature (AAT) sensor and a controller on the vehicle having executable instructions stored in a non-volatile memory thereon, the executable instructions including: in response to a deviation of the AAT measured by the AAT sensor from an expected AAT being greater than a threshold temperature difference, adjusting one or more vehicle actuators to reduce the deviation of the AAT measured by the AAT sensor from the expected AAT. In another example, the executable instructions may optionally also include re-measuring the AAT via the AAT sensor after adjusting the vehicle actuators. A second example of the vehicle system optionally includes the first example and may also include: wherein the vehicle system includes an autonomous vehicle, and wherein the executable instructions further include, under a first condition including when the vehicle is turned off, adjusting one or more vehicle actuators to reduce the deviation of the AAT measured by the AAT sensor from the expected AAT includes repositioning the AV so as to orient the AAT sensor further away from solar radiation. A third example of the vehicle system optionally includes any one or more or each of the first and second examples and may further include: wherein the executable instructions further include, wherein the first condition includes during a pre-trip condition, and adjusting one or more vehicle actuators to reduce the deviation of the AAT measured by the AAT sensor from the expected AAT also includes repositioning the AV so that the AAT sensor is directed further away from solar radiation, including disengaging the parking gear. A fourth example of the vehicle system optionally includes any one or more or each of the first to third examples and further includes: wherein the executable instructions further include, wherein during a second condition where it is illegal to reposition the AV so that the AAT sensor is directed further away from solar radiation, adjusting the one or more vehicle actuators includes adjusting the side mirrors from a more retracted position to a more extended position. A fifth example of the vehicle system optionally includes any one or more or each of the first to fourth examples and further includes: wherein the executable instructions further include, wherein during the second condition, adjusting the one or more vehicle actuators includes adjusting the AGS grille shutter position from a more open position to a more closed position. A sixth example of the vehicle system optionally includes any one or more or each of the first to fifth examples and further includes: wherein the executable instructions also include, wherein during the second condition, adjusting one or more vehicle actuators includes turning on the cooling fan while the AGS grille shutter position is at least partially open.

[0107] In another representation, a method for a vehicle including an ambient air temperature (AAT) sensor may include: during a cooling condition in which the deviation of the AAT measured by the AAT sensor from an expected negative AAT is greater than a threshold temperature difference, in response to the deviation of the AAT measured by the AAT sensor from the expected AAT being greater than the threshold temperature difference, adjusting a vehicle actuator to reduce the deviation of the AAT measured by the AAT sensor from the expected AAT. A second exemplary method optionally includes the first representation and may also include: during the cooling condition, when the AAT sensor is mounted at a lower side of the side mirror, adjusting the side mirror from a more retracted position to a more extended position. A third exemplary method optionally includes the first and second examples and may also include: during the cooling condition, when the AAT sensor is mounted at an underhood position between the AGS grille shutter and the radiator, adjusting the AGS grille shutter from a more open position to a more closed position.

[0108] In another representation, a vehicle system may include: an ambient air temperature (AAT) sensor; and a controller on the vehicle having executable instructions stored in a non-volatile memory, the executable instructions including: in response to a deviation of the AAT measured by the AAT sensor from an expected AAT being greater than a threshold temperature difference, adjusting a vehicle actuator to reduce radiant heat transferred to the AAT sensor. In another example, the executable instructions may optionally also include re-measuring the AAT by the AAT sensor after adjusting the vehicle actuator. A second example of the vehicle system optionally includes the first example and may also include: wherein the executable instructions also include adjusting the vehicle actuator to reduce radiant heat transferred to the AAT sensor, wherein in response to a vehicle speed greater than a threshold speed, adjusting the vehicle actuator includes changing an active grille shutter (AGS) position from a more closed position to a more open position. A third example of the vehicle system optionally includes any one or more or each of the first and second examples and may further include: wherein the executable instructions further include adjusting the vehicle actuator to reduce the radiant heat transferred to the AAT sensor, wherein in response to the vehicle speed being less than a threshold speed, adjusting the vehicle actuator includes changing the AGS position from a more open position to a more closed position. A fourth example of the vehicle system optionally includes any one or more or each of the first to third examples and further includes: wherein the executable instructions further include, in response to the vehicle speed being less than a threshold speed, adjusting the vehicle actuator includes changing the AGS position from a more open position to a more closed position, wherein changing the AGS position includes only changing the AGS position of the AGS group located in front of the AAT while maintaining the position of the other AGS groups. A fifth example of the vehicle system optionally includes any one or more or each of the first to fourth examples and further includes: wherein the executable instructions further include adjusting the vehicle actuator to reduce the radiant heat transferred to the AAT sensor, wherein in response to the vehicle speed being less than a threshold speed, adjusting the vehicle actuator includes raising the vehicle suspension from a lower position to a higher position. A sixth example of the vehicle system optionally includes any one or more or each of the first to fifth examples and further includes: wherein the executable instructions further include adjusting a vehicle actuator to reduce radiant heat transferred to the AAT sensor, wherein in response to the vehicle being shut down, adjusting the vehicle actuator includes switching an engine cooling fan from an off state to an on state.

[0109] In another representation, a method for a vehicle may include: in response to the temperature difference between the ambient air temperature (AAT) measured by a temperature sensor on the vehicle and the expected AAT increasing to exceed a threshold temperature difference, opening the AGS grille shutter and parking the vehicle, wherein the opened AGS grille shutter faces the windward direction. In this way, the convection of the ambient air circulation reaching the AAT sensor by the wind is increased, thereby reducing the radiant heat transferred to the AAT sensor. In addition, the increased ambient air convection to the under-hood device caused by the wind can help cool the vehicle fuel system, thereby promoting vacuum generation. In this way, the technical result of opening the AGS grille shutter and parking the vehicle (where the opened AGS grille shutter faces the windward direction) in response to the temperature difference between the ambient air temperature (AAT) measured by the temperature sensor on the vehicle and the expected AAT increasing to exceed the threshold temperature difference is that fuel and engine cooling can be accelerated, the vehicle in-use monitoring performance (IUMP) rate for fuel system EVAP testing and other OBD diagnostics can be increased, while improving the reliability and accuracy of the AAT sensor measurement by reducing the excess radiant heat transferred to the AAT sensor. Thus, adjusting a vehicle actuator to reduce radiant heat at the AAT sensor in response to a temperature difference between an ambient air temperature (AAT) measured by a temperature sensor on the vehicle and an expected AAT increasing above a threshold temperature difference can include opening an AGS grille shutter and parking the vehicle with the open AGS grille shutter facing upwind.

[0110] It should be noted that the exemplary control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-volatile memory and can be executed by a control system that includes a controller combined with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations, and / or functions shown may be performed in the order shown, in parallel, or omitted in some cases. Similarly, the processing order is not necessary to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations, and / or functions shown may be repeatedly performed depending on the specific strategy used. In addition, the described actions, operations, and / or functions can graphically represent the code in the non-volatile memory of a computer-readable storage medium that will be programmed into the engine control system, wherein the described actions are performed by executing instructions in a system including various engine hardware components combined with an electronic controller.

[0111] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be considered limiting, as many variations are possible. For example, the above-described technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0112] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include incorporation 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 amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included in the subject matter of the present disclosure.

Claims

1. A method for a vehicle including an ambient air temperature sensor (AAT sensor), the method comprising: in response to a deviation of an AAT measured by the AAT sensor from an expected AAT by more than a threshold temperature difference; adjusting a vehicle actuator to reduce the deviation of the AAT measured by the AAT sensor from the expected AAT, wherein adjusting the vehicle actuator comprises causing a change in active grille shutter position (AGS position) exceeding a threshold position change before a threshold time has elapsed; re-measuring the AAT by the AAT sensor after adjusting the vehicle actuator, wherein re-measuring the AAT by the AAT sensor comprises re-measuring the AAT after the threshold time has elapsed after adjusting the vehicle actuator; and A calibrated AAT sensor is indicated when the remeasured AAT deviates from the expected AAT by less than the threshold temperature difference. 2 . The method of claim 1 , wherein adjusting the vehicle actuator comprises extending a side mirror on which the AAT sensor is mounted before the threshold time has elapsed. 3 . The method of claim 1 , wherein adjusting the vehicle actuator comprises raising an active suspension of the vehicle before the threshold time elapses. The method of claim 1 , wherein adjusting the vehicle actuator comprises turning on an engine cooling fan before the threshold time has elapsed.

5. A vehicle system comprising an ambient air temperature sensor (AAT sensor) and a controller on the vehicle having executable instructions stored in a non-transitory memory thereon, wherein the vehicle system comprises an autonomous vehicle (AV), and wherein the executable instructions comprise: in response to a deviation of an AAT measured by the AAT sensor from an expected AAT by more than a threshold temperature difference; adjusting one or more vehicle actuators to reduce the deviation of the AAT measured by the AAT sensor from the expected AAT; and After adjusting the vehicle actuator, re-measuring the AAT by the AAT sensor, Wherein during a first condition including when the vehicle is off, adjusting the one or more vehicle actuators to reduce a deviation of the AAT measured by the AAT sensor from the expected AAT includes repositioning the AV to orient the AAT sensor further away from solar radiation.

6. The vehicle system of claim 5, wherein the executable instructions further include wherein the first condition includes during a pre-trip condition, and adjusting the one or more vehicle actuators during the first condition to reduce a deviation of the AAT measured by the AAT sensor from the expected AAT also includes repositioning the AV so as to orient the AAT sensor further away from solar radiation, including disengaging a parking gear.

7. The vehicle system of claim 6, wherein the executable instructions further include, during a second condition, wherein repositioning the AV to orient the AAT sensor further away from solar radiation is illegal, adjusting the one or more vehicle actuators includes adjusting a side mirror from a more retracted position to a more extended position. 8 . The vehicle system of claim 7 , wherein the executable instructions further comprise, during the second condition, adjusting the one or more vehicle actuators comprises adjusting an AGS grille shutter position from a more open position to a more closed position. 9 . The vehicle system of claim 8 , wherein the executable instructions further comprise, during the second condition, adjusting the one or more vehicle actuators comprises turning on a cooling fan while the AGS grille shutter position is at least partially open.

10. The vehicle system of claim 9, wherein the executable instructions further comprise, during a third condition comprising when a deviation of the AAT measured by the AAT sensor downward from the expected AAT is greater than the threshold temperature difference, adjusting one or more vehicle actuators comprises adjusting the AGS from a more open position to a more closed position.

11. The vehicle system of claim 10, wherein the executable instructions further comprise, during a fourth condition where the vehicle speed is less than a threshold vehicle speed, adjusting one or more vehicle actuators comprises adjusting the AGS from a more open position to a more closed position.

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