Method and system for adjusting radiator grille latches based on temperature and position feedback

Abstract

Power engine process, which includes the following: via an electronic control system of a motor: Adjustment of radiator grille closures (114) based on a power engine coolant temperature (ECT) and additional operating conditions of a power engine (10) during a first condition; and calibrating the radiator grille latches (114) in response to a position error reaching a threshold error, wherein the position error is determined based on a difference between a commanded position and a feedback position of the radiator grille latches (114); and Adjusting the radiator grille latches (114) from a partially open position based on the ECT, irrespective of the additional operating conditions of the power machine (10), during a second condition when the ECT is greater than a threshold temperature and in response to the position error reaching the threshold error while the ECT is greater than the threshold temperature, waiting to recalibrate the radiator grille latches (114) until the ECT falls below the threshold temperature; and furthermore, during the second condition and after setting the grille latches (114) to a maximum percentage opening, in response to reaching the maximum percentage opening and not based on the ECT, setting the grille latches (114) to a secondary percentage opening and then back to the maximum percentage opening, the secondary percentage opening being smaller than the maximum percentage opening.

Description

[0001] A vehicle's grille is typically located at the front of the vehicle and may be designed to provide an opening through which intake air is received from outside the vehicle, such as a grille opening or a bumper opening. This intake air may then be directed to the vehicle's engine compartment to assist the vehicle's cooling system in cooling the engine, transmission, and other such components within the engine compartment. Such airflow across the grille can add drag when the vehicle is in motion. Accordingly, grilles may incorporate grille shutters to block this airflow, thereby reducing drag and improving fuel economy.Closed radiator grille vents can also provide faster warm-up of the powertrain, which can improve fuel economy due to reduced friction and enhance the performance of the passenger compartment heating system. However, closed radiator grille vents also reduce airflow through the radiator and other cooling components. As a result, engine temperatures, such as the engine coolant temperature (ECT), can increase. Consequently, operating the radiator grille vents may involve increasing or decreasing the vent opening based on engine cooling requirements and vehicle driving conditions.

[0002] An exemplary approach to adjusting the radiator grille latches is shown by Kerns et al. in US 8,311,708 B2. In this case, the vehicle's radiator grille latches are adjusted in response to the engine temperature and the vehicle's non-powered state. For example, if the engine temperature exceeds a threshold temperature, the radiator grille latches can be opened.

[0003] German patent application DE 10 2011 002 995 A1 is known from the prior art. This describes a method for adjusting a radiator grille flap system for a vehicle, wherein the method adjusts the opening of one or more radiator grille flaps arranged at a front end opening of the vehicle in response to a condition that the vehicle is in idle or overrun mode.

[0004] Furthermore, DE 10 2011 116 394 A1 is known. This describes a closure system and a method for controlling an airflow through a radiator grille opening in a vehicle and is designed such that a position for at least one air flap is selected between fully open and fully closed in order to control the airflow through the radiator grille opening.

[0005] US 2013 / 0184943A1 describes a system that performs fault detection for a vehicle's sealing device, wherein the fault detection device of the flap assembly detects the refrigerant pressure discharged from the condenser. A malfunction of the grid sealing device is determined based on the refrigerant pressure.

[0006] In DE 10 2012 219 088 A1, a system and method for adjusting an adjustable closure arranged relative to the radiator grille opening is described, wherein the closure is regulated by a controller to selectively open and close the radiator grille opening when the vehicle is stationary.

[0007] Furthermore, US 2013 / 0338870A1 describes a system and procedure for diagnosing a mechanical fault in an active radiator grille locking system of a vehicle, whereby a temperature is measured near the radiator grille locks.

[0008] DE 11 2012 000 542 T5 describes a control device and a control method for an open / close actuation mechanism for a vehicle, which detects an open / close fault of an actuation mechanism exposed to the outside air and opens or closes based on whether a predetermined condition is met.

[0009] However, the inventors have recognized potential problems with such systems. For example, fully opening the grille latches in response to an engine threshold temperature can open the latches more than necessary, thereby reducing the vehicle's fuel economy. Conversely, failing to open the grille latches early enough (at a suitable threshold) can cause engine temperatures to rise, thus impairing engine performance. Furthermore, during operation, the grille latches may become miscalibrated, resulting in an actual position that differs from the commanded position. This degraded position control can lead to increased engine temperatures (e.g., ECT) and consequently worsen engine operation. For example, if...If the radiator grille latches are not fully opened when ordered, the ECT may increase and may decrease the cooling of the engine provided by the radiator.

[0010] The object of the invention is to provide a method that improves the adjustment of the radiator grille closures in order to enable efficient cooling of the engine and to improve the fuel economy of the vehicle.

[0011] The problem is solved according to the invention by a method and a device having the features of the independent claims.

[0012] In one example, the problems described above can be addressed by a method for adjusting the radiator grille closures based on the engine coolant temperature (ECT) and additional engine operating conditions during a first condition, and for adjusting the radiator grille closures from a partially open position based on the ECT and independent of the additional engine operating conditions during a second condition when the ECT exceeds a threshold temperature. This allows the radiator grille closures to be kept at least partially open to assist engine cooling when the ECT is above the threshold temperature. As a result, the ECT can be reduced, while the impact on fuel economy is also lessened.

[0013] As an example, a power machine controller can determine a commanded position for the grille latches and then adjust a motor coupled to the grille latches to move the grille latches to the commanded position. If the ECT is at or below the threshold temperature, the power machine controller can adjust the grille latches based on the ECT and additional power machine operating conditions, where the additional power machine operating conditions include vehicle drive condition and / or pedal position and / or charge air cooler efficiency and / or charge air cooler temperature and / or vehicle speed.Alternatively, if the ECT is above the threshold temperature, the power unit controller can determine a percentage opening of the radiator grille latches solely as a function of the ECT and then adjust the grille latches to that specified percentage opening. The percentage opening can range from a partially open position to a maximum opening, increasing with increasing ECT. For example, a partially open position could be 10%, while a maximum opening could be 100%.

[0014] Furthermore, the power machine controller can verify the position of the grille latches during operation when the ECT is above the threshold temperature. After setting the grille latches to their maximum percentage opening, the power machine controller can, for example, adjust them to a secondary percentage opening and then back to the maximum percentage opening, where the secondary percentage opening is smaller than the maximum percentage opening. The power machine controller can then indicate grille latch deterioration and set a misposition flag if no stalling current is detected when adjusting the grille latches from the secondary percentage opening back to the maximum percentage opening. The stalling current can be generated by the grille latches contacting an end stop when reaching the maximum percentage opening.If the ECT drops below the threshold temperature, the controller can then recalibrate the radiator grille latches if the misposition marker has been set.

[0015] Recalibration of the grille latches can also be initiated by the power unit controller if a position error exceeds a threshold. The controller can, for example, determine the grille latch position error based on a difference between the commanded position and a feedback position. The feedback position can be based on an output from a grille latch position sensor. If the position control of the grille latches deteriorates in this way, recalibration can reset the grille latch position and improve the accuracy of the commanded position. As a result, the target cooling can be provided while also improving the vehicle's fuel economy.

[0016] It should be self-evident that the above summary is provided to introduce, in simplified form, a selection of the concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is clearly defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that eliminate all the disadvantages stated above or in any part of this disclosure. Fig. Figure 1 shows a schematic graphic representation of a radiator grille closure system, a power unit and the associated components in a vehicle. Fig. Figure 2 shows an example of the location of a CAC, a radiator and a power unit within a vehicle with respect to the radiator grille closures and the associated ambient airflow. Fig. Figure 3 shows a schematic radiator grille closure system of a vehicle. Fig. Figure 4 shows a diagram of different positions of the radiator grille closure wings. Fig. Figure 5 shows a graphical example of setting a position error counter based on a commanded and an actual position of the radiator grille latches. Fig. Figure 6 shows a method for adjusting the radiator grille latches based on an engine coolant temperature. Fig. Figure 7 shows a method for determining a positional error of the radiator grille latches. Fig. Figure 8 shows a graphical example of adjusting the radiator grille latches based on an engine coolant temperature.

[0017] The following description refers to systems and procedures for adjusting the radiator grille closures of a vehicle to optimize cooling for a power engine system, such as the one in Fig. 1. The vehicle's radiator grille latches can be positioned in a radiator grille at the front end of a vehicle, as shown in 1. Fig. Figure 2 shows that a percentage opening of the radiator grille vents can be set based on the operating conditions of the power unit to increase or decrease the cooling airflow to the power unit. Specifically, a power unit controller can send a commanded position of the radiator grille vents to a motor coupled to the grille vents, such as the one shown in Figure 2. Fig. Send the motor shown in section 3. The motor can then adjust the radiator grille latches to the commanded position. Fig. Figure 4 shows different positions of the radiator grille vents with respect to a given opening angle. In one example, additional engine cooling may be required as the engine coolant temperature increases. Consequently, the controller may increase the opening of the radiator grille vents to increase the cooling airflow to the engine. However, additional engine operating conditions may lead to a decrease in the opening of the radiator grille vents to improve fuel economy. If the ECT (Exhaust Coolant Temperature) increases above a certain threshold, increased engine cooling may be necessary to mitigate engine degradation, regardless of the additional engine operating conditions.A method for determining the commanded position of the radiator grille latches and for adjusting the radiator grille latches based on the ECT with respect to a threshold temperature and additional operating conditions of the power engine is described in . Fig. 6 shown. Exemplary settings of the radiator grille latches based on the ECT are shown in Fig. 8 shown.

[0018] Furthermore, the actual position of the grille latches may differ from the commanded position of the grille latches. The difference between these two positions can be referred to as a position error or position error differential. If this error increases, a controller may indicate a deterioration of the grille latches and recalibrate the grille latches if the power machine system is capable of doing so. A method for determining the position error of the grille latches is described in Fig. Figure 7 shows exemplary settings of a position error counter based on the commanded and actual positions of the radiator grille latches. Fig. 5 shown.

[0019] Fig. Figure 1 shows an exemplary embodiment of a radiator grille closure system 110 and a power unit system 100 in a motor vehicle 102, which are illustrated schematically. The power unit system 100 can be included in a vehicle, such as a road vehicle, among other vehicle types. While exemplary applications of the power unit system 100 with respect to a vehicle are described, it should be recognized that various types of power units and vehicle propulsion systems can be used, including passenger cars, trucks, etc.

[0020] In the illustrated embodiment, the engine 10 is a turbocharged engine coupled to a turbocharger 13, which includes a compressor 14 driven by a turbine 16. Specifically, fresh air is introduced into the engine 10 via an inlet channel 42 and an air filter 11, flowing towards the compressor 14. The compressor can be any suitable intake air compressor, such as an engine-driven or a driveshaft-driven supercharger. In the engine system 100, the compressor is a turbocharger compressor mechanically coupled to the turbine 16 via a shaft 19, with the turbine 16 being driven by the expanding engine exhaust. In one embodiment, the compressor and the turbine can be coupled within a twin-scroll turbocharger.In another embodiment, the turbocharger can be a variable geometry turbocharger (VGT), in which the turbine geometry is actively varied as a function of the engine speed and other operating conditions.

[0021] As in Fig. As shown in Figure 1, the compressor 14 is coupled to a throttle valve 20 via an intercooler (CAC) 18. The CAC can be, for example, an air-to-air or an air-to-water heat exchanger. The throttle valve 20 is coupled to the intake manifold 22 of the engine. The hot, compressed air charge from the compressor enters the inlet of the CAC 18, cools as it passes through the CAC, and then exits to pass through the throttle valve to the intake manifold. Ambient airflow 116 from outside the vehicle can enter the engine 10 through a radiator grille 112 in the front of the vehicle and can pass over the CAC to assist in cooling the charge air. Condensation can form and accumulate in the CAC when the ambient air temperature decreases or during humid or rainy weather conditions when the charge air is cooled below the dew point of water.If the charge air contains recirculated exhaust gases, the condensate can become acidic and corrode the CAC housing. This corrosion can lead to leaks between the air charge, the atmosphere, and potentially the coolant in the case of water-to-air coolers. Additionally, condensate can accumulate at the bottom of the CAC and then be drawn into the engine all at once during acceleration (or pedal depressurization), increasing the possibility of engine misfire. In one instance, the cooling ambient airflow passing through the CAC can be controlled by the radiator grille closure system 110, thus reducing condensate buildup and engine misfire events.

[0022] In the Fig. In the embodiment shown in Figure 1, the pressure of the air charge within the intake manifold is sensed by an intake manifold pressure sensor (MAP sensor) 24, and the boost pressure is sensed by a boost pressure sensor 124. A compressor bypass valve (not shown) can be connected in series between the inlet and outlet of the compressor 14. The compressor bypass valve can be a normally closed valve designed to open under selected operating conditions to release excess boost pressure. For example, the compressor bypass valve can be open during decreasing engine speed conditions to prevent compressor surging.

[0023] The inlet manifold 22 is coupled to a series of combustion chambers 31 via a series of inlet valves (not shown). The combustion chambers are further coupled to the exhaust manifold 36 via a series of exhaust valves (not shown). In the illustrated embodiments, a single exhaust manifold 36 is shown. In other embodiments, however, the exhaust manifold may contain multiple exhaust manifold sections. Configurations with multiple exhaust manifold sections allow exhaust from different combustion chambers to be directed to different locations in the engine system. A universal exhaust oxygen sensor (UEGO sensor) 126 is shown coupled to the exhaust manifold 36 upstream of the turbine 16. Alternatively, the UEGO sensor 126 may be replaced by a dual-state exhaust oxygen sensor.

[0024] As in Fig. As shown in Figure 1, the exhaust gas from one or more exhaust manifold sections is directed to the turbine 16 to drive the turbine. If reduced turbine torque is desired, some exhaust gas can instead be directed through a boost pressure control valve (not shown) and bypass the turbine. The combined flow from the turbine and the boost pressure control valve then flows through an exhaust aftertreatment device 70. In general, one or more exhaust aftertreatment devices 70 can include one or more exhaust aftertreatment catalysts designed to catalytically treat the exhaust flow and thereby reduce the amount of one or more substances in the exhaust flow.

[0025] All or part of the treated exhaust gas from the exhaust gas purification device 70 can be discharged into the atmosphere via an outlet line 35. Depending on the operating conditions, however, some exhaust gas can instead be diverted to the EGR channel 51, through the EGR cooler 50 and the EGR valve 52 to the compressor inlet 14. In this way, the compressor is designed to draw in exhaust gas taken from a location downstream of the turbine 16. The EGR valve can be opened to allow a controlled amount of cooled exhaust gas to the compressor inlet for desired combustion and exhaust gas purification performance. Thus, the engine system 100 is designed to provide external low-pressure EGR (LP-EGR). The rotation of the compressor, in addition to the relatively long LP-EGR flow path in the engine system 100, provides excellent homogenization of the exhaust gas in the intake air charge.Furthermore, the arrangement of the EGR take-off and mixing points provides effective cooling of the exhaust gas for an increased available EGR mass and improved performance. In further embodiments, the EGR system can be a high-pressure EGR system with an EGR channel 51 that connects a location upstream of the turbine 16 to a location downstream of the compressor 14.

[0026] The motor vehicle 102 further includes a cooling system 104, which circulates a coolant through the internal combustion engine 10 to absorb the waste heat, and which distributes the heated coolant via the coolant lines 82 and 84 to the radiator 80 and / or to the heating element 90. In particular, it shows Fig. 1. The cooling system 104, which is coupled to the engine 10, circulates the engine coolant from the engine 10 via an engine-driven water pump 86 to the radiator 80 and back to the engine 10 via the coolant line 82. The engine-driven water pump 86 can be coupled to the engine via a front-end accessory drive (FEAD) 88 and can be rotated proportionally to the engine speed via a belt, chain, etc. Specifically, the engine-driven water pump 86 circulates the coolant through channels in the engine block, engine head, etc., to absorb the engine heat, which is then transferred to the ambient air via the radiator 80.In an example where the water pump 86 driven by the engine is a centrifugal pump, the generated pressure (and the resulting flow) can be proportional to the rotational speed of the crankshaft, which in the example is shown below. Fig. 1 is directly proportional to the engine speed. In another example, a motor-controlled pump can be used, which can be adjusted independently of the engine speed. The coolant temperature (e.g., the engine coolant temperature, ECT) can be controlled via a thermostatic valve 38 located in the cooling line 82, which can be kept closed until the coolant reaches a threshold temperature.

[0027] The power engine system 100 may include an electric fan 92 to direct the cooling airflow to the CAC 18, the power engine cooling system 104, or other components of the power engine system. In some embodiments, the electric fan 92 may be a power engine fan. The power engine fan may be coupled to the radiator 80 to maintain airflow through the radiator 80 when the vehicle 102 is moving slowly or is stopped while the power engine is running. The speed or direction of rotation of the fan may be controlled by a controller 12. In one example, the power engine fan may also direct the cooling airflow to the CAC 18. Alternatively, the electric fan 92 may be coupled to an accessory drive system of the power engine, driven by the power engine crankshaft. In other embodiments, the electric fan 92 may act as a dedicated CAC fan.In this embodiment, the electric fan can be coupled to the CAC or positioned to direct the airflow directly to the CAC. In a further embodiment, there can be two or more electric fans. One can, for example, be coupled to the radiator to cool the engine (as shown), while the other can be coupled elsewhere to direct the cooling air directly to the CAC. In this example, the two or more electric fans can be controlled separately (e.g., at different speeds) to provide cooling to their respective components.

[0028] A coolant can flow through coolant line 82, as described above, and / or through coolant line 84 to the heating core 90, where heat can be transferred to the passenger compartment 106, with the coolant flowing back to the engine 10. In some examples, the water pump 86, driven by the engine, can operate to circulate the coolant through both coolant lines 82 and 84.

[0029] Fig. Figure 1 further shows a control system 28. The control system 28 can be coupled via communication technology to various components of the power machine system 100 in order to execute the control routines and actions described here. For example, in Fig. As shown in Figure 1, the control system 28 can include an electronic digital controller 12. The controller 12 can be a microcomputer containing a microprocessor unit, input / output ports, an electronic storage medium for executable programs and calibration values, a read / write memory, a hold memory, and a data bus. As shown, the controller 12 can receive input from several sensors 30, which may include user input and / or sensor readings (such as a gear position of the transmission, an accelerator pedal input (e.g., a pedal position), a brake input, a position of the automatic transmission shift lever, the vehicle speed, the engine speed, the mass airflow through the engine, the boost pressure, the ambient temperature, the ambient humidity, the temperature of the intake air, the fan speed, etc.), the cooling system sensors (such as...The controller can contain data from the CAC 18 sensors (such as the temperature and pressure of the CAC intake air, the temperature and pressure of the CAC exhaust air, etc.) and other sensors. Furthermore, the controller can receive data from a GPS 34 and / or the vehicle's in-vehicle communication and entertainment system 26.

[0030] The in-vehicle communication and entertainment system 26 can communicate with a wireless communication device 40 via various wireless protocols, such as wireless networks, cell tower transmissions, and / or combinations thereof. The data received by the in-vehicle communication and entertainment system 26 can include real-time and predicted weather conditions. Weather conditions, such as temperature, precipitation (e.g., rain, snow, hail, etc.), and humidity, can be obtained through various applications of the wireless communication device and weather forecast websites. The data received by the in-vehicle communication and entertainment system can include current and predicted weather conditions for both the current location and future locations along a planned route.In one embodiment, where the vehicle's in-vehicle communication and entertainment system includes a GPS, current and future weather data can be correlated with the current and future routes displayed on the GPS. In an alternative embodiment, where the vehicle system includes a dedicated GPS 34, both the GPS and the in-vehicle communication and entertainment system can communicate with the wireless communication device 40 and with each other to transmit current and future weather data along with current and future routes. For example, the entertainment system can access various weather maps stored on the internet or in other cloud computing systems. The stored weather maps can contain rain, humidity, precipitation, and / or temperature information, provided, for example, as contour images.In one example, the wireless communication device 40 can transmit real-time humidity data to the vehicle's in-vehicle communication and entertainment system 26 and / or the GPS 34, which is then forwarded to the controller 12. The controller 12 compares the received humidity data with threshold values ​​and determines the appropriate settings for the engine's operating parameters. In one example, these settings could include adjusting the radiator grille closure system 110. For instance, if the humidity exceeds a defined threshold, one or more of the radiator grille closures can be closed.

[0031] In other embodiments, the presence of rain can be inferred from other signals or sensors (e.g., rain sensors). In one example, rain can be inferred from an on / off signal of the vehicle's windshield wipers. Specifically, in one example, when the windshield wipers are switched on, a signal can be sent to the controller 12 to indicate rain. The controller can use this information to predict the probability of condensation forming in the CAC and to adjust the vehicle actuators, such as the electric fan 92 and / or the radiator grille closure system 110.

[0032] Furthermore, the controller 12 can communicate with various actuators 32, which may include the engine actuators (such as the fuel injectors, an electronically controlled intake air throttle plate, the spark plugs, etc.), the cooling system actuators (such as the air handling valves and / or the blow-off valves in the passenger compartment air conditioning system, etc.), and others. In some examples, the storage medium may be programmed with computer-readable data representing instructions executable by the processor to perform both the procedures described below and other variants that are anticipated but not specifically listed.

[0033] As indicated here, the amount of waste heat transferred from the engine to the coolant can change with operating conditions, thereby affecting the amount of heat transferred to the airflow. For example, if the engine output torque or fuel flow is reduced, the amount of waste heat generated can be reduced proportionally.

[0034] The motor vehicle 102 further includes a radiator grille 112, which provides an opening (e.g., a grille opening, a bumper opening, etc.) for receiving an ambient airflow 116 through or near the front of the vehicle and into the engine compartment. Such an ambient airflow 116 can then be used by the radiator 80, the electric fan 92, and other components to keep the engine and / or transmission cool. The ambient airflow 116 can also expel heat from the vehicle's air conditioning system and can improve the performance of turbocharged / supercharged engines equipped with a CAC 18, which reduces the temperature of the air entering the intake manifold / engine. In one example, the electric fan 92 can be adjusted to further increase or decrease the airflow to the engine components.In another example, a dedicated CAC fan can be included in the power engine system and used to increase or decrease the airflow to the CAC.

[0035] Fig. Figure 2 shows an example of the locations of the CAC 18, the radiator 80, the electric fan 92, and the engine system 100 within a vehicle 102 with respect to the radiator grille closure system 110 and the associated ambient airflow 116. Other components under the hood (the fuel system, the batteries, etc.) can also benefit from the cooling airflow. Consequently, the radiator grille closure system 110 can assist the cooling system 104 in cooling the internal combustion engine 10. In an example, as shown in Fig. As shown in Figure 2, the radiator grille closure system 110 is a dual active radiator grille closure system comprising two groups of one or more radiator grille closures 114 designed to regulate the amount of airflow received through the radiator grille 112. In another example, the radiator grille closure system 110 can be an active radiator grille closure system comprising only one group of one or more radiator grille closures 114.

[0036] The grille latches 114 can cover a front area of ​​the vehicle, spanning, for example, from just under the hood to the lower part of the bumper. Covering the front of the vehicle reduces air resistance and the inflow of external cooling air to the radiator 80 and the CAC 18. In some embodiments, all grille latches 114 can be moved synchronously by the controller. In other embodiments, the grille latches can be divided into groups, and the controller can independently adjust the opening / closing of each group. For example, a first group of grille latches 204 can be positioned in front of the radiator, while a second group of grille latches 206 can be positioned in front of the CAC 18.

[0037] As in Fig. As shown in Figure 2, the first group of radiator grille closures 204 is positioned vertically above the second group of radiator grille closures 206 with respect to a surface on which the vehicle 102 sits. The first group of radiator grille closures 204 can be referred to as the upper radiator grille closures, while the second group of radiator grille closures 206 can be referred to as the lower radiator grille closures. The degree of opening of the first group of radiator grille closures 204 controls the amount of ambient airflow 216 moving towards the radiator 80, while the degree of opening of the second group of radiator grille closures 206 controls the amount of ambient airflow moving towards the CAC 18. The upper radiator grille closures, as such, can largely influence the vehicle's drag and the cooling of the engine, while the lower radiator grille closures influence the cooling of the CAC.

[0038] In some examples, each group of grille closures can contain the same number of grille closures 114, while in other examples, one group of grille closures can contain more than the other. In one embodiment, the first group of grille closures 204 can contain multiple grille closures, while the second group of grille closures 206 contains one grille closure. In an alternative embodiment, the first group of grille closures can contain only one grille closure, while the second group of grille closures can contain multiple grille closures. In alternative embodiments, all grille closures 114 can be contained as one group, with the degree of opening of one group of grille closures 114 affecting the vehicle's drag, the engine cooling, and the cooling of the CAC.

[0039] The radiator grille latches 114 are movable between an open position and a closed position and can be maintained in either position or in several intermediate positions. In other words, the opening of the radiator grille latches 114 can be adjusted so that the radiator grille latches 114 are partially open, partially closed, or cycle between an open position and a closed position to provide airflow for cooling the components in the engine compartment. The open position can be defined as a maximum amount of opening (or a maximum percentage opening) such that the radiator grille latches are fully open. An amount of opening of the radiator grille latches 114 or the group of radiator grille latches (e.g.,The opening position of the first group of grille latches (204) or the second group of grille latches (206) can be indicated by a percentage. For example, if the grille latches are halfway between an open and a closed position, they can be 50% open. If the grille latches are open to the maximum percentage (e.g., an upper threshold of opening), they can be 100% open.

[0040] The radiator grille latches 114 (e.g., the upper radiator grille latches) can be actuated by a motor 202. The motor 202 can be operationally coupled to the control system 28. For example, the controller 12 can be communication-wise connected to the radiator grille latch system 110 and can have information stored therein to adjust the opening of the radiator grille latches 114. The controller 12 can send signals to the motor 202 for adjusting the radiator grille latch system 110. These signals can contain commands to increase or decrease the opening of the upper radiator grille latches. For example, the controller 12 can command the motor 202 to open the upper radiator grille latches to 30%. The motor 202 can be coupled to one or more radiator grille latches 114. The motor 202 can, for example,The motor 202 can be coupled to a first grille closure 114, wherein the first grille closure is mechanically connected to the remaining grille closures 114. In another example, the motor 202 can be coupled to each grille closure 114 or each group of grille closures. Furthermore, in some examples, the grille closure system 110 can include more than one motor for controlling more than one group or more than one single grille closure.

[0041] Fig. Figure 3 shows a diagram 300 of the radiator grille closure system 110, which includes the motor 202 and a single radiator grille closure 114 of a group of radiator grille closures. Specifically, the diagram 300 shows that the motor 202 is indirectly coupled to the radiator grille closure 114 by a sequence of shafts and gears. The motor 202 is coupled to a first rotatable shaft 302 at a first end of the first shaft 302. A second end of the first shaft 302 is coupled to a first gear 304. When the first shaft 302 rotates in a direction indicated by arrow 306, the first gear 304 rotates. As such, the first shaft 302 and the first gear 304 rotate together about a central axis of the first shaft 302. Furthermore, the motor 202 actuates the first shaft 302 to rotate it into several positions.

[0042] The single radiator grille flap 114 can be described as a wing. Diagram 300 shows a front view of the radiator grille flap wing 114 (relative to the front of the vehicle). As such, the airflow from outside the vehicle can be directed into a plane along the side. The radiator grille flap wing 114 can be coupled at a first end to a second shaft 308. A second end of the second shaft 308 is coupled to a second gear 310. The first gear 304 is connected to the second gear 310, such that the rotation of the first gear 304 causes the rotation of the second gear 310. Specifically, the first gear 304 contains several teeth that are offset by several teeth of the second gear 310. As such, the teeth of the first gear 304 fit between the teeth of the second gear 310, while the teeth of the second gear 310 fit between the teeth of the first gear 304.As shown in diagram 300, as the first gear 304 rotates in a first direction indicated by arrow 306, the second gear consequently rotates in a second direction indicated by arrow 312. The second direction is opposite to the first. As a result of the rotation of the first shaft 302, the radiator grille flap 114 rotates with the rotation of the second gear 310 and the second shaft 308.

[0043] In alternative embodiments, this can be Fig. The radiator grille locking system 110 shown may have additional gears and / or shafts that couple the motor 202 to the radiator grille locking wing 114. Furthermore, additional mechanical components (in addition to those shown in Fig. 3 shown) are included in the radiator grille locking system 110 to translate the movement of the motor 202 into a coordinated movement and rotation of the radiator grille locking wing 114.

[0044] In one example, the motor 202 can be a stepper motor. As such, the motor 202 can only move the first shaft 302 to a finite number of positions. Furthermore, the motor 202 can have a minimum amount of movement required for each actuation. For example, the motor 202 can only move in six-degree increments. In another example, the motor 202 can move in increments of a different number of degrees. Furthermore, the motor 202 can have a finite number of motor positions. As a result, a target position of the grille latches after movement by the motor 202 cannot be aligned with an actual resulting position of the grille latches. Instead, the motor 202 can move the grille latches to the nearest available position to the commanded position.

[0045] Upon receiving a command from a controller, motor 202 rotates the first shaft 302 to a position corresponding to the commanded position of the grille latches. In one example, the command might be for a motor position offset from the commanded position of the grille latches. In another example, the command might be for the grille latches to have a corresponding motor position. The commanded position of the grille latches could be a percentage open (or a percentage closed) or an opening angle (e.g., a degree of open). 0% open, for example, could be a grille latch angle of 0 degrees, measured from a vertical axis of the grille latch, as in Fig. Figure 4 is shown and further explained below. As discussed above, the commanded position of the radiator grille latches cannot correspond to a precise engine position. Consequently, the engine 202 can actuate the radiator grille latch 114 to the position closest to the commanded position. Although in Fig. As shown in Figure 4, the motor 202 is coupled to a single radiator grille latch 114; however, in some embodiments, the motor 202 may be coupled to additional radiator grille latches. Furthermore, the motor 202 shown in Figure 4 may be coupled to a single radiator grille latch 114. Fig. The four radiator grille latches 114 shown (e.g., via a connection) are mechanically connected to additional radiator grille latches that are positioned vertically above and / or below the radiator grille latch 114. The rotation of the radiator grille latch 114, which is located in Fig. As shown in Figure 4, the other connected grille latches can be rotated by the same amount. In this way, the motor 202 can adjust several grille latches 114 or groups of grille latches together and in parallel to each other.

[0046] A position sensor 314 can be coupled with the radiator grille locking system 110 to provide feedback of the actual position of the radiator grille locking wing to a controller (such as the one in Fig. to provide the controller shown in section 12). Fig. As shown in Figure 4, the position sensor 314 is positioned closer to the end of the second shaft 308 that is coupled to the radiator grille latch wing 114. In alternative embodiments, however, the position sensor 314 can be positioned differently on the second shaft 308, the first shaft 302, or the radiator grille latch wing 114. The output of the position sensor 314 can be a feedback position of the radiator grille latches.

[0047] In some cases, the feedback position of the grille latches may differ from the commanded position, resulting in a positional error. As discussed above, the actual position of the grille latch blades may differ from the commanded position due to available motor increments not exactly matching the nominal blade angle. Additionally, a positional error may result from backlash. As discussed above, the first gear (304 teeth) and the second gear (310 teeth) have teeth that mesh between the teeth of the opposing gear. In some examples, the teeth of the gears may be slightly smaller than the gap between adjacent teeth. Consequently, when the two gears are meshed, there may be a gap between the meshing teeth of the two gears.This gap or space between the meshing teeth can cause some slippage or play in the gears. For example, if the meshing teeth are not aligned when the first of the two gears begins to move, the teeth of the first gear may move a certain distance before they engage with the meshing teeth of the second gear and subsequently begin to move the second gear. Consequently, the first gear may move an initial amount before the second gear begins to rotate. As a result, the radiator grille flap 114 may move by the target minus the initial amount, resulting in a position other than the commanded position.

[0048] A greater degree of backlash can occur when the direction of movement of the radiator grille latches 114 is changed. For example, backlash can occur when transitioning from opening to closing or from closing to opening the radiator grille latches. Further details on determining the positional error of the radiator grille latch system 110 are given below with reference to Fig. Figure 6 is shown. In some examples, a permissible range of positional error or a tolerance band may be defined, so that positional errors within the permissible range of positional errors may not lead to a deterioration of the radiator grille latches and / or a recalibration of the radiator grille latch system 110.

[0049] Fig. Figure 4 shows exemplary positions of the radiator grille latches for a single radiator grille latch wing 114. Specifically, diagram 400 shows a side view of a radiator grille latch wing 114 (such as the one shown in Fig. 3 shown radiator grille closure wing 114). The radiator grille closure wing 114 rotates about a central axis of the wing and the second shaft 308, as shown in Fig. Figure 3 shows a pivot point 408 of the radiator grille latch wing 114. The radiator grille latch wing 114 rotates between a fully open and a fully closed position, defined by a vertical axis 410 and a lateral axis 412 of the radiator grille latches.

[0050] A first position of the grille latches is shown at 402. The first position of the grille latches is a closed position, in which the grille latches are completely closed, thus preventing airflow through the grille into the vehicle. The percentage open when the grille latches are completely closed is 0%. Likewise, the percentage closed when the grille latches are completely closed is 100%. The grille latch wing 114 is aligned with the vertical axis 410, such that the angle between the grille latch wing 114 and the vertical axis 410 is approximately 0°. This angle can be referred to as the opening angle. In other embodiments, the fully closed position of the grille latches may be slightly greater than 0° (e.g., 5°) to allow for the overlap of adjacent grille latches.A force 414 acts on an outer surface of the radiator grille closure wing 114, the force 414 resulting from the airflow pushing against the wings as a vehicle (in which the radiator grille closures are installed) moves in a forward direction. Consequently, the force 414 increases as the speed of the vehicle (the vehicle speed, VS) increases.

[0051] Figure 404 shows a second position of the grille latches. This second position is an intermediate position where the grille latch wing 114 is partially open (or partially closed). The opening angle 416 is defined between the vertical axis 410 and a wing axis 418 of the grille latch wing 114. In one example, the opening angle 416 might be approximately 36°, resulting in a grille latch opening of approximately 40%. In another example, the opening angle might be approximately 9°, resulting in a grille latch opening of approximately 10%. In some examples, the controller may also specify a percentage closure of the grille latches. This percentage closure might be, for example, 100 minus the percentage opening. In the example where the percentage opening is 40%, the percentage closing is 60%.The partially open radiator grille flap 114 allows an ambient airflow 116 to flow around the flap, through the opening created by the partially open radiator grille flap 114, and into the vehicle and towards the engine. The resulting pressure from the force 414 acting on the radiator grille flap 114 can decrease as the percentage opening and the opening angle 416 increase.

[0052] Figure 406 shows a third position of the grille latches. This third position is a fully open position, allowing maximum ambient airflow 116 to enter the vehicle and engine compartment through the grille. Consequently, the fully open position can be referred to here as maximum opening or maximum percentage opening. When the grille latches are fully open, the opening angle is approximately 90°, with a percentage opening of 100%. The force 414 on the outside of the grille latch wing 114 may have a small effect on the resulting position of the grille latches because the wings are fully open. Furthermore, upon reaching the maximum percentage opening of 100% (and an opening angle of 90°), the grille latch wing 114 may come into contact with an end stop 420.The end stop 420 can be coupled to a support structure (e.g., an outer frame) of the grille latch system 110. The end stop 420 can be positioned along a lateral axis of at least one grille latch wing 114 of a group of grille latches. As such, at least one grille latch wing 114 of the group of grille latches can come into contact with the end stop 420 when the maximum percentage opening of 100% is reached. In response to the grille latch wing 114 coming into contact with the end stop, the controller can detect a stall current. Consequently, the detection of the stall current can verify that the grille latches are at their maximum percentage opening.

[0053] In this way, the radiator grille latch wings 114 of a radiator grille latch system 110 can be adjusted to several positions between 0% open (the fully closed position) and 100% open (the maximum percentage opening or the fully open position). A motor can actuate the radiator grille latches into different positions based on the commanded position of the latches.

[0054] The system according to the Fig. 1-4 provides a system comprising grille latches positioned in the front of a vehicle, a motor coupled to and operable by the grille latches to adjust a position of the grille latches, an end stop positioned along a longitudinal axis of at least one wing of the grille latches and activatable upon reaching a maximum opening by the grille latches to generate a blocking current, and a controller with computer-readable instructions to adjust the grille latches to a secondary opening and then back to the maximum opening upon reaching the maximum opening, the secondary opening being smaller than the maximum opening.The computer-readable instructions also include instructions for recalibrating the radiator grille latches if the stalling current is not detected after adjusting the radiator grille latches from the secondary opening back to the maximum opening.

[0055] The radiator grille latches of a radiator grille latch system (such as the one in the Fig. The radiator grille closure system (110) shown in Figures 1-3 can be set based on various engine operating conditions. A target position of the radiator grille closures or a percentage opening of the radiator grille closures can be based, for example, on the engine coolant temperature (ECT) and / or additional engine temperatures and / or a drive condition (e.g., acceleration or deceleration) and / or pedal position and / or vehicle speed and / or CAC efficiency (or other CAC conditions, such as CAC temperature). An engine controller (such as the one shown in Figure 1-3) can be used to control the specific operating conditions of the radiator grille closures. Fig. The controller shown (12) can, for example, increase the opening of the grille vents in response to an increase in ECT and / or an increase in additional engine temperatures and / or a vehicle idling condition (e.g., deceleration) and / or a decrease in CAC efficiency, indicating a need for additional charge air cooling. Likewise, the engine controller can decrease the opening of the grille vents in response to vehicle driving conditions (e.g., acceleration) and / or an increased CAC efficiency (or a decrease in CAC temperature below a dew point temperature) and / or a decrease in ECT and / or a decrease in additional engine temperatures. A grille vent control algorithm can determine a target position of the grille vents based on one or more of the above engine operating conditions. The algorithm can, for example,Consider all or a proportion of the above operating conditions of the engine (e.g., temperatures, drive conditions, CAC efficiency, etc.) to determine a target position of the radiator grille closures that can provide the necessary cooling to the engine components while also increasing fuel economy.

[0056] In some examples, the controller can adjust the grille latches solely based on the ECT (Exhaust Temperature Control). For instance, if the ECT increases above a threshold temperature, the controller can determine the target position of the grille latches based on the ECT rather than on additional engine operating conditions (such as CAC efficiency, additional engine temperature, vehicle driving conditions, pedal position, etc.). While the ECT is above the threshold temperature, the target percentage opening of the grille latches can be a function of the ECT. Specifically, as the ECT continues to increase above the threshold temperature, the percentage opening (e.g., the amount of opening) can increase until the grille latches are open to the maximum percentage (100%). This ensures adequate cooling for the engine.Once the ECT drops below the threshold temperature, the controller can resume adjusting the radiator grille latches based on the ECT and the additional operating conditions of the power unit.

[0057] Furthermore, if the ECT is above the threshold temperature, the controller can adjust the grille closures between a base (e.g., minimum) percentage opening and a maximum percentage opening (e.g., 100% open). The base percentage opening (or base opening) can be a percentage greater than 0% (e.g., fully closed) that provides sufficient base airflow to the engine to reduce the likelihood of the vehicle's cooling system entering a smart, safe-operation cooling mode, which uses increased energy to cool the engine and vehicle components. In one example, the base percentage opening might be approximately 10%. In another example, the base percentage opening could be a value less than or greater than 10%. Consequently, as the ECT increases above the threshold temperature, the controller can adjust the grille closures to 10% open.The controller can then increase the opening of the radiator grille latches from the base opening as the ECT continues to increase above the threshold temperature.

[0058] After determining the target position of the grille latches, the controller can adjust the motor of the grille latch system based on the commanded position. In some cases, the commanded position of the grille latches may differ from the target position to account for backlash, vehicle speed, and other factors. For example, commanding the grille latches to a first position may actually result in a second, different position, which could be the same as or similar to the target position. In other cases, the target position of the grille latches may be the same as the commanded position.

[0059] As above with reference to Fig. As discussed in section 4, the grille latch system may include an end stop. When the grille latches reach the end stop and are 100% open, the controller may detect a stall current. As a result, actuation of the end stop may indicate that the grille latches are at their maximum percentage open. In some cases, the controller may command the grille latches to open to the maximum percentage of 100%. However, due to backlash and / or other mechanical limitations within the grille latch system, the grille latches may fail to activate the end stop the first time they are commanded to open to 100%.

[0060] In some embodiments, the position of the grille latches can be verified by a method for resetting the latches to a calibratable position after commanding the grille latches to their maximum percentage opening. Specifically, after setting the grille latches to their maximum percentage opening, the controller can set them to a secondary percentage opening. The secondary percentage opening can be a percentage opening smaller than the maximum percentage opening. Furthermore, the secondary percentage opening can be a percentage opening achievable by adjusting the grille latch system's motor by at least one motor increment (e.g., one position).After resetting the grille latches to the secondary percentage opening (or to the secondary position), the controller can adjust the grille latches back to the maximum percentage opening. If stalling current is detected after adjusting the grille latches back to the maximum percentage opening, recalibration of the grille latch position may not be necessary. However, if no stalling current is detected after moving the grille latches from the secondary position to the maximum percentage opening, the controller may indicate deterioration. If the system is capable, the controller can then initiate recalibration of the grille latch system, thereby increasing the position control of the grille latches. After the ECT has decreased back below the threshold temperature, the controller may, for example,Recalibrate the radiator grille latches if a recalibration requirement was specified during the initial adjustment of the radiator grille latches based on the ECT. In other examples, the position verification process described above may be performed during operation of the radiator grille latches when the ECT is above or below the threshold, and / or during operation of the radiator grille latches when the maximum percentage opening is commanded due to additional operating conditions of the power machine.

[0061] Furthermore, the controller can indicate the deterioration of the grille latches if a positional error of the grille latches exceeds a threshold. A positional error exceeding the threshold can also trigger a recalibration of the grille latches' position. The positional error can be based on a difference between a commanded position of the grille latches and a feedback (e.g., actual) position of the grille latches, as determined by a position feedback sensor (e.g., the one in the Fig. The position sensor shown in section 314) is specified.

[0062] As described above, the engine (e.g., the one in the Fig. Motor 202 (shown in Figures 2-3) of the grille latch system can be a stepper motor that incrementally adjusts the grille latches. Upon receiving a commanded position for the grille latches (and a corresponding motor position), the motor can begin adjusting and moving the grille latches to the commanded position. Simultaneously, the controller can determine the absolute value of the difference between the commanded position and the actual feedback position of the grille latches. Determining that the difference is less than a predetermined value indicates that the grille latches are moving to the desired setpoint position (e.g., the commanded position). However, if the determined difference is greater than the previous value, the controller can determine that the position error is increasing and increment an error counter. When the error counter exceeds a limit (e.g.,If the number of count values ​​exceeds a threshold number of count values, the controller may indicate a deterioration of the grille latches and recalibrate them. Furthermore, the controller may only increment the error counter if the difference between the commanded and feedback positions (referred to here as the position error difference) is outside a tolerance range. The tolerance range may be a range of permissible error, which can be attributed to the finite number of motor positions that cannot correspond to the exact commanded position of the grille latches. If, in this way, the actual position of the grille latches is a threshold value above or below the commanded position (indicating that it is within the tolerance range), the controller may not increment the error counter.

[0063] Similarly, the controller can decrement the error counter if the absolute value of the commanded position and the feedback position is less than the previous difference. An example of incrementing the error counter based on the position error difference is shown in Fig. Figure 5 shows. Specifically, graph 500 shows the changes in a commanded position of the radiator grille latches in graph 502, the changes in a feedback position of the radiator grille latches in graph 504, the changes in a tolerance range between graphs 506 and 508, and the changes in the count values ​​of a position error counter in graph 510. The tolerance range is shown between graphs 506 and 508. Graph 506, as such, can represent an upper tolerance threshold, while graph 508 can represent a lower tolerance threshold.An amount of the positional error tolerance can be added to the ordered position of the grille latches to obtain the upper tolerance threshold, and subtracted from the ordered position of the grille latches (graphical representation 502) to obtain the lower tolerance threshold. The tolerance range itself changes with a change in the ordered position of the grille latches; however, the amount (the magnitude) of the tolerance range can remain the same based on a specified positional error tolerance range.

[0064] Before time t1, the feedback position of the radiator grille latches (graphical representation 504) is outside the tolerance range (graphical representations 506 and 508), and the position error may increase, as indicated by the absolute value of the difference between the commanded position and the feedback position, which is greater than the previous difference. In response, the controller may increment the position error counter. At time t2, the position error difference may begin to decrease, so that each subsequent difference is smaller than the previous one. As a result, the controller decrements the position error counter, even if the position error difference remains outside the tolerance range.

[0065] At time t3, the feedback position (graphical representation 504) decreases outside the tolerance range. Additionally, the position error difference can increase. As a result, the position error counter is incremented. However, since the error decreases, the counter is decremented again. In this way, the controller can increment and decrement the position error counter based on the position error difference during the operation of the radiator grille latches.

[0066] In Fig. Figure 6 shows a procedure 600 for adjusting the radiator grille latches based on the engine coolant temperature (ECT). The instructions for executing the procedure 600 can be stored within a memory of a controller (such as the one in Fig. The controller (12) shown in the controller can store and execute commands. The controller can determine a target position for the grille latches (e.g., a percentage target opening) and a commanded position for the grille latches based on the operating conditions of the power unit. The controller can then actuate a grille latch motor to move the grille latches to the target position.

[0067] The procedure begins at 602 by estimating and / or measuring the operating conditions of the engine. The operating conditions of the engine may include the engine speed and load, the vehicle speed, the pedal position, the conditions of the CAC (the temperature and pressure of the CAC), the CAC efficiency, the engine temperatures, the ECT, the feedback position of the radiator grille latches, etc. At 604, the procedure involves determining whether the ECT is greater than a threshold temperature. The threshold temperature may be based on an ECT that indicates a need for increased cooling of the radiator and additional engine components. If the ECT is not above the threshold, the procedure proceeds to 606.In the 606, the controller can determine the target position and the corresponding commanded position of the grille latches based on the ECT and the additional operating conditions of the power unit. The additional operating conditions of the power unit can include the drive conditions and / or the pedal position and / or the CAC efficiency and / or the vehicle speed, etc.

[0068] Alternatively, if the ECT is greater than the threshold temperature at 604, the procedure proceeds to 608, where the controller determines the target position and the corresponding commanded position of the grille latches based on the ECT and independently of the additional operating conditions of the power unit. Specifically, the determined commanded position of the grille latches can be solely a function of the ECT. In another example, the target position of the grille latches can be solely a function of the ECT, with the corresponding commanded position of the grille latches being based on the target position of the grille latches and the vehicle speed. Furthermore, the target position and / or the commanded position of the grille latches can be a function of the ECT starting from a percentage base opening. The percentage base opening can be a partially open position. In one example, the percentage base opening can be 10%.In another example, the base percentage opening can be greater than 0% and less than or greater than 10%. This allows the controller to open the grille latches at least to the base percentage opening when the ECT exceeds a threshold value.

[0069] The procedure continues from 608 to 610 to determine whether the maximum opening is requested. In other words, at 610, the procedure includes determining whether the target and / or commanded position is the maximum percentage opening. As discussed above, the maximum percentage opening can be 100%, meaning the grille latches are fully open. If the maximum opening is not requested, the procedure continues to 612 to set the grille latches to the commanded position. The procedure also continues at 606 to the procedure at 612. Setting the grille latches to the commanded position may include determining a corresponding motor position and actuating the grille latch motor to set the grille latches to the commanded position. At 612, the procedure may include increasing or decreasing the opening of the grille latches.The amount of airflow entering the engine through the radiator grille can increase or decrease. The engine can adjust the radiator grille openings to several positions between 0% open (fully closed) and 100% open (maximum opening).

[0070] Further to 614, the procedure includes determining whether the position error of the grille latches is greater than a threshold value. The procedure at 614 can be performed concurrently with the adjustment of the grille latches at 612. The position error, as such, can indicate when the grille latch wings advance to the commanded position of the grille latches. The position error can be based on a position error difference between the commanded position and the actual position of the grille latches and a prior position error difference. A procedure for determining the position error is described in Fig. 7 is shown and will be discussed further below. If the positional error is greater than a threshold (as in Fig. (as described in section 7), the procedure proceeds to 616 to indicate the deterioration of the grille latches and to recalibrate the grille latches. Recalibrating the grille latches may involve executing a recalibration routine that calibrates the commanded position of the grille latches against the actual feedback position of the grille latches. As a result, the position error of the grille latches between the commanded and actual positions may be reduced. In some examples, the procedure at 616 may involve setting a position deterioration indication or a position deterioration flag. Then, if the system is capable, the controller can execute the recalibration routine. For example,If the ECT is above the threshold temperature, the controller can wait until the ECT drops below the threshold temperature to execute the routine for recalibrating the grille latches.

[0071] Alternatively, if the position error at 614 is not greater than the threshold, the procedure proceeds to 618 to continue operating the radiator grille latches and not to recalibrate them. The procedure at 618 may include continuing to adjust the radiator grille latches based on the operating conditions of the power unit.

[0072] If, upon returning to step 610, the commanded position of the grille latches is the maximum percentage opening (100% open), procedure 620 proceeds to adjust the grille latches to this maximum opening. At step 620, procedure 620 may involve operating the engine to a target engine position corresponding to the commanded position of the grille latches. As a result, the grille latches may be adjusted to or near the commanded position. After adjusting the grille latches to the maximum percentage opening, procedure 622 proceeds to adjust the grille latches to a secondary position (e.g., a secondary percentage opening). The secondary position may be a percentage opening smaller than the maximum percentage opening. For example, the secondary position may be 90%.In another example, the secondary position can correspond to a percentage opening that is greater or less than 90%, but less than 100%. The secondary position can be a calibratable position that represents a decrease of at least one motor position (one increment) from the maximum percentage opening.

[0073] After setting the grille latches to the secondary position, the procedure proceeds to step 624 to set the grille latches back to the maximum opening. In one example, the grille latches may remain in the secondary position for a period of time before moving back to the maximum opening. This period may be based on the time it takes for the motor to establish a direction of movement or until the feedback position is determined. In another example, the grille latches may move back to the maximum opening immediately after moving to the secondary position.

[0074] After adjusting the grille latches back to their maximum percentage opening, the procedure proceeds to 626 to determine if a stall current is detected, indicating that the grille latches have reached their end stops and are fully open. If no stall current is detected, the procedure proceeds to 616 to indicate grille latch deterioration and recalibrate the grille latches if the system is capable. If specifically no stall current is detected, the controller may set a misposition indication or marker. Once the ECT drops below the threshold temperature, the controller can then execute the grille latch recalibration routine. In this way, the grille latches can continue to be adjusted and provide cooling airflow based on the ECT while the ECT remains above the threshold.Furthermore, waiting until the ECT drops below the threshold to recalibrate can reduce the need for constant repositioning (at 620-624) and constant recalibration of the grille latches while the ECT is above the threshold.

[0075] Alternatively, if the stalling current is detected at 626, the grille latches may be at their maximum percentage open. Consequently, the procedure proceeds to 628 to continue operating the grille latches without recalibrating them. At 628, the procedure may involve continuing to adjust the grille latches based on the ECT while the ECT remains above the threshold.

[0076] Fig. Figure 7 shows a method 700 for determining a positional error of the radiator grille latches. Method 700 can continue from method 614 of method 600, as described above with reference to Fig. As described in section 6, the instructions for executing procedure 700 itself may be stored within the controller's memory. Furthermore, procedure 700 may be executed by the controller.

[0077] Method 700 begins at 702 by continuously receiving the position feedback of the grille latches (GS) during the adjustment of the grille latches. Specifically, at 702, the method may include receiving a grille latch position signal from a position sensor located directly on the grille latch wings. The position received from the position sensor may be referred to here as the feedback position of the grille latches (e.g., the actual position of the grille latch wings). At 704, the method includes determining whether the absolute value of the difference between the commanded position of the grille latches and the feedback position of the grille latches (referred to here as the position error difference) is greater than a previous position error difference and whether the position error difference is outside a tolerance range.The preceding position error difference can be a predetermined difference. Furthermore, the tolerance range can be an acceptable difference around the commanded position of the radiator grille latches. The procedure at 704 can include calculating the position error difference at a specified sampling rate (e.g., calculating the position error difference at specified time increments). In one example, the sampling rate can be based on a rate of adjustment via the motor and / or a sampling rate of the feedback position with the position sensor.

[0078] If the position error difference is not greater than the previous difference, or if the position error difference is not outside the tolerance range, the procedure proceeds to 706 to decrement the error counter. However, if the position error difference is greater than the previous difference and the position error is outside the tolerance range, the procedure proceeds to 708 to increment the error counter. At 710, the procedure includes determining whether the error counter is above a specified limit. The specified limit may be a threshold number of counts. Consequently, the procedure at 710 may include determining whether the error counter counts exceed the threshold number of counts. If the error counter is not above the limit, the procedure at 712 determines that the position error is less than or substantially equal to a threshold error.The procedure can then revert to step 618 of procedure 600 to continue operating the grille latches without recalibrating the grille latch system.

[0079] Alternatively, if the error counter is above the limit at step 710, the procedure proceeds to step 714 to determine that the position error is greater than the threshold error. The threshold error may include the position error difference being outside the tolerance range and increasing for a threshold number of counts. The procedure may then return to step 616 of procedure 600 to indicate the deterioration of the grille latches and recalibrate the grille latch system if the system is capable of doing so (e.g., if the ECT is below the threshold temperature). The procedure may also include resetting the error counter. Consequently, procedure 700 may lead to recalibrating the grille latch positioning system if the position error increases during operation of the grille latches.

[0080] In this way, a power engine procedure includes adjusting the radiator grille closures between a base opening and a maximum opening as a function of the power engine coolant temperature (ECT). The procedure further includes, upon reaching the maximum opening, adjusting the radiator grille closures to a secondary opening, the secondary opening being smaller than the maximum opening, and then back to the maximum opening and recalibrating the radiator grille closures if no stalling current is detected after adjusting the radiator grille closures back to the maximum opening.

[0081] Adjusting the grille latches as a function of the ECT involves adjusting the grille latches solely as a function of the ECT and not based on additional operating conditions of the engine when the ECT is greater than a threshold. The adjustment includes increasing a certain percentage of the grille latch opening as the ECT increases. The method may further include adjusting the grille latches based on the ECT and additional operating conditions of the engine when the ECT is less than the threshold. These additional operating conditions include a vehicle driving condition and / or pedal position and / or charge air cooler efficiency and / or charge air cooler temperature.

[0082] In one example, recalibrating the grille latches involves recalibrating them after the ECT has decreased below the threshold, in response to the fact that no stall current was detected during operation when the ECT was above the threshold. Furthermore, adjusting the grille latches involves actuating a motor coupled to the grille latches. In one example, the motor is a stepper motor. In another example, the secondary opening is an opening corresponding to a decrease of at least one motor position from the maximum percentage opening.Furthermore, the procedure can include recalibrating the radiator grille latches when a position error reaches a threshold, wherein the position error is based on a position error difference between a commanded position and an actual position of the radiator grille latches and a previous position error difference, the actual position being based on feedback from a position sensor.

[0083] Fig. Figure 8 shows examples of adjusting the radiator grille latches based on the ECT. Specifically, graph 800 shows the changes in the percentage opening of the radiator grille latches in graph 802, the changes in the engine coolant temperature in graph 804, and the changes in the pedal position in graph 806. The pedal position (PP) can be one of the additional engine operating conditions on which the position of the radiator grille latches is based when the ECT is below the threshold temperature. In alternative embodiments, additional or alternative engine operating conditions, such as the CAC efficiency, can be used to determine the position of the radiator grille latches.

[0084] Before time t1, the ECT is below the threshold temperature T1. The percentage opening of the grille latches can be 0% in response to the pedal position and / or additional operating conditions of the power unit, meaning the grille latches are fully closed. At time t1, the ECT increases above the threshold temperature T1. In response, the setpoint and commanded positions of the grille latches are determined solely based on the ECT and not on the pedal position or any additional operating condition of the power unit. At time t1, the controller first sets the grille latches to the base percentage opening, base-%. The percentage opening of the grille latches then increases as the ECT increases after time t1. At time t2, the grille latches are commanded to be 100% open (e.g., the maximum percentage opening).In response, the controller reduces the opening of the grille latches to the secondary percentage opening, SP-%, and then back to 100% open. If the controller detects the stall current generated by the grille latches contacting the end stop, it does not recalibrate the grille latches when the ECT falls back below the threshold temperature T1. However, if the controller does not detect a stall current, it may recalibrate the position of the grille latches after time t3, when the ECT falls below the threshold temperature T1. Furthermore, at time t1, when the ECT falls below the threshold temperature T1, the controller resumes adjusting the grille latch opening based on the ECT and additional operating conditions of the power unit, such as pedal position.

[0085] As in Fig. As shown in Figure 8 before time t1 and after time t3, a procedure during a first condition may involve adjusting the radiator grille closures based on the engine coolant temperature (ECT) and additional engine operating conditions. In one example, the additional engine operating conditions include the pedal position. In another example, the additional engine operating conditions include a vehicle driving condition and / or a pedal position and / or an intercooler efficiency and / or an intercooler temperature and / or a vehicle speed. The first condition specifies that the ECT is less than the threshold temperature. Furthermore, adjusting the radiator grille closures during the first condition may involve adjusting the grille closures to a position between fully closed (0% open) and fully open (100% open).

[0086] As shown between time t1 and time t3, the procedure, during a second condition when the ECT is greater than a threshold temperature, can include adjusting the radiator grille latches from a partially open position based on the ECT and independent of the additional operating conditions of the power engine. As shown in Fig. As shown in Figure 8, the partially open position is the base percentage opening, base-%. Adjusting the grille latches based on the ECT during the second condition involves determining a percentage opening of the grille latches only as a function of the ECT, with the percentage opening ranging between the partially open position and a maximum percentage opening (e.g., 100% open, as shown in Figure 8). Fig. (as shown in Figure 8), with the percentage opening increasing with increasing ECT. In one example, the partially open position is a percentage opening of 10%, while the maximum percentage opening is 100%.

[0087] The procedure can also be carried out during the second condition and after adjusting the radiator grille latches to the maximum percentage opening (as after time t2 in Fig.(as shown in Figure 8) includes adjusting the radiator grille latches to a secondary percentage opening (SP-%) and then back to the maximum percentage opening, where the secondary percentage opening is smaller than the maximum percentage opening. The procedure may further include indicating deterioration and setting a misposition marker if no stalling current is detected when adjusting the radiator grille latches from the secondary percentage opening back to the maximum percentage opening. The procedure may then include recalibrating the radiator grille latches in response to the ECT decreasing below the threshold temperature if the misposition marker is set.

[0088] The method may further include, during the first condition, not adjusting the grille latches to the secondary percentage opening after reaching the maximum percentage opening. Furthermore, adjusting the grille latches according to both the first and second conditions may include determining a commanded position for the grille latches and adjusting a motor coupled to the grille latches to move them to the commanded position. The method also includes recalibrating the grille latches when a position error reaches a threshold, wherein the position error is based on a difference between the commanded position and a feedback position, the feedback position being based on the output from a grille latch position sensor.

[0089] In this way, the vehicle's radiator grille openings can be adjusted based on the ECT (Exhaust Control Temperature) to provide cooling airflow to the engine. If the ECT is below a threshold, the controller can adjust the radiator grille openings based on the ECT and additional engine operating conditions. However, if the ECT is above the threshold, the controller can adjust the radiator grille openings based solely on the ECT. As a result, the technical effect of the invention is achieved by adjusting the radiator grille openings based on the ECT, thereby providing adequate cooling for the engine and increasing engine power. Furthermore, another technical effect of the invention is achieved by verifying the position of the radiator grille openings and / or determining any positional errors of the radiator grille openings.If the deterioration of the radiator grille latches is indicated as being due to a positional error or a lack of stall current when adjusting the radiator grille latches from maximum to secondary and back to maximum percentage opening, the controller can initiate a routine to recalibrate the radiator grille latches. As a result, the radiator grille latch position control can be improved, thereby providing the necessary engine cooling while also increasing fuel economy. REFERENCE MARK LIST 10 Power machine 11 Air filters 12 controllers 13 turbochargers 14 Compressor 16 Turbine 18 Intercoolers (CAC) 19th wave 20 Throttle valve 22 Intake manifold 24 Manifold air pressure sensor (MAP sensor) 26 In-vehicle communication and entertainment system 28 Tax system 30 sensors 31 combustion chambers 32 actuators 34 GPS 35 Outlet pipe 36 exhaust manifolds 38 Thermostatic valve 40 wireless communication devices 42 Inlet channel 50 EGR coolers 51 EGR channel 5 52 EGR channel 70 Exhaust gas purification device 80 coolers 82 Coolant line 84 Coolant line 86 Water pump driven by the engine 88 Front Accessory Drive (FEAD) 90 heating core 92 electric fans 100 power machine system 102 motor vehicle 104 Cooling system 106 passenger compartment 110 Radiator grille locking system 114 Radiator grille latch wings 116 Ambient airflow 124 Boost pressure sensor 126 Universal exhaust gas oxygen sensor (UEGO sensor) 202 Engine 204 first group of radiator grille latches 206 second group of radiator grille latches 302 first wave 304 first gear 308 second wave 310 second gear 314 Position sensor 412 Side axle

Claims

[1] Power engine process comprising the following: via an electronic control system of a motor: Adjustment of radiator grille closures (114) based on a power engine coolant temperature (ECT) and additional operating conditions of a power engine (10) during a first condition; and calibrating the radiator grille latches (114) in response to a position error reaching a threshold error, wherein the position error is determined based on a difference between a commanded position and a feedback position of the radiator grille latches (114); and Adjusting the radiator grille latches (114) from a partially open position based on the ECT, irrespective of the additional operating conditions of the power machine (10), during a second condition when the ECT is greater than a threshold temperature and in response to the position error reaching the threshold error while the ECT is greater than the threshold temperature, waiting to recalibrate the radiator grille latches (114) until the ECT falls below the threshold temperature; and furthermore, during the second condition and after setting the grille latches (114) to a maximum percentage opening, in response to reaching the maximum percentage opening and not based on the ECT, setting the grille latches (114) to a secondary percentage opening and then back to the maximum percentage opening, the secondary percentage opening being smaller than the maximum percentage opening. [2] Method according to claim 1, wherein the adjustment of the radiator grille latches (114) based on the ECT during the second condition includes determining a percentage opening of the radiator grille latches (114) only as a function of the ECT, wherein the percentage opening is between the partially open position and a maximum percentage opening, wherein the percentage opening increases with increasing ECT. [3] Method according to claim 2, wherein the partially open position is a percentage opening of 10% and the maximum percentage opening is a percentage opening of 100%. [4] Method according to claim 1, further comprising during the second condition indicating the deterioration and setting a misposition marker if no blocking current is detected when adjusting the radiator grille latches (114) from the secondary percentage opening back to the maximum percentage opening. [5] Method according to claim 4, further comprising recalibrating the radiator grille latches (114) in response to the ECT decreasing below the threshold temperature when the misposition indicator is set. [6] Method according to claim 1, further comprising, during the first condition, not adjusting the radiator grille closures (114) to the secondary percentage opening after reaching the maximum percentage opening. [7] Method according to claim 1, wherein the adjusting of the radiator grille latches (114) includes determining a commanded position of the radiator grille latches (114) and adjusting a motor (202) coupled to the radiator grille latches (114) to move the radiator grille latches (114) into the commanded position. [8] Method according to claim 7, further comprising recalibrating the radiator grille latches (114) when a position error reaches a threshold, wherein the position error is based on a difference between the commanded position and a feedback position, the feedback position being based on the output from a radiator grille latch position sensor (314). [9] Method according to claim 1, wherein the first condition includes that the ECT is less than the threshold temperature and wherein adjusting the radiator grille latches (114) during the first condition includes adjusting the radiator grille latches (114) to a position between fully closed and fully open. [10] Method according to claim 1, wherein the additional operating conditions of the power machine include a driving condition of the vehicle and / or a pedal position and / or an intercooler efficiency and / or an intercooler temperature and / or a vehicle speed. [11] Power machine process comprising the following: Adjusting the radiator grille latches between a base opening and a maximum opening as a function of the engine coolant temperature (ECT); Upon reaching the maximum opening, adjust the grille latches to a secondary opening, where the secondary opening is smaller than the maximum opening, and then back to the maximum opening; and Recalibrate the radiator grille latches if no stalling current is detected after adjusting the radiator grille latches back to the maximum opening. [12] Method according to claim 11, wherein adjusting the radiator grille closures as a function of the ECT includes adjusting the radiator grille closures only as a function of the ECT and not based on additional operating conditions of the power machine when the ECT is greater than a threshold value, wherein the adjusting includes increasing an opening percentage of the radiator grille closures as the ECT increases. [13] Method according to claim 12, further comprising adjusting the radiator grille closures based on the ECT and the additional operating conditions of the engine when the ECT is less than the threshold, wherein the additional operating conditions of the engine include a driving condition of the vehicle and / or a pedal position and / or an intercooler efficiency and / or an intercooler temperature. [14] Method according to claim 12, wherein the recalibration of the radiator grille closures includes recalibrating the radiator grille closures after the ECT has decreased below the threshold, in response to the fact that no stalling current was detected during operation when the ECT was above the threshold. [15] Method according to claim 11, wherein adjusting the radiator grille latches includes actuating a motor coupled to the radiator grille latches and wherein the motor is a stepper motor. [16] Method according to claim 15, wherein the secondary opening is an opening corresponding to a decrease of at least one motor position of the motor from the maximum percentage opening. [17] Method according to claim 11, further comprising recalibrating the radiator grille latches when a position error reaches a threshold, wherein the position error is based on a position error difference between a commanded position and an actual position of the radiator grille latches and a previous position error difference, wherein the actual position is based on feedback from a position sensor. [18] Power machine system for carrying out a method according to any one of claims 11 to 17, comprising the following: Radiator grille latches (114) positioned in the front part of a vehicle (102); a motor (202) which is coupled to the radiator grille latches (114) and is operable to adjust a position of the radiator grille latches (114); an end stop positioned along a lateral axis (412) of at least one wing of the radiator grille latches (114) and which can be activated when the radiator grille latches (114) reach a maximum opening in order to generate a blocking current; and a controller (12) with computer-readable instructions for adjusting the radiator grille latches (114) to a secondary opening and then back to the maximum opening when the maximum opening is reached, wherein the secondary opening is smaller than the maximum opening. [19] Power machine system according to claim 18, wherein the computer-readable instructions further include instructions for recalibrating the radiator grille latches (114) if the stalling current is not detected after adjusting the radiator grille latches (114) from the secondary opening back to the maximum opening.

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