Vehicle and a method to influence the operation of a fuel pump in a vehicle

Abstract

Vehicle that includes the following: a fuel pump (24) designed to supply fuel to an engine (12); an accelerometer for detecting the acceleration of a vehicle component; and at least one controller (50) programmed to perform the following: to adjust a fuel pump cutoff threshold to a misadjusted cutoff threshold in response to one or more conditions indicating aggressive driving, and to switch off the fuel pump (24) in response to the acceleration exceeding the adjusted cut-off threshold.

Description

TECHNICAL FIELD

[0001] The invention relates to a vehicle and a method for influencing the operation of a fuel pump in a vehicle. STATE OF THE ART

[0002] Vehicles with internal combustion engines typically contain one or more fuel pumps to deliver fuel to the engine. Vehicles may also be equipped with multiple sensors, such as accelerometers and impact sensors, that detect when the vehicle is involved in a collision. For safety reasons, a control system within the vehicle is designed to shut off the fuel pump if the vehicle is involved in a collision.

[0003] From DE 10 2009 046 287 A1 a method and a device for a three-dimensional fuel cut-off system is known.

[0004] The object of the invention is to show ways in which improvements can be achieved. SUMMARY

[0005] According to one embodiment, a vehicle includes a fuel pump, an accelerometer, and at least one controller. The fuel pump is configured to supply fuel to an engine. The accelerometer is configured to detect acceleration of a vehicle component. The at least one controller is programmed to (i) adjust a fuel pump shutdown threshold to an adjusted shutdown threshold in response to one or more conditions indicating aggressive driving and (ii) shut off the fuel pump in response to acceleration exceeding the adjusted shutdown threshold.

[0006] The conditions indicative of aggressive driving may be inferred from multiple sensors designed to detect (i) physical conditions of a driver, (ii) vehicle operating conditions, and / or (iii) external road conditions.

[0007] According to another embodiment, a method for influencing the operation of a fuel pump in a vehicle is provided. The method includes receiving signals from one or more accelerometers indicative of the acceleration of a vehicle component. A threshold is defined at which, in response to the acceleration exceeding the threshold, fuel is prevented from being delivered to the engine. Signals are received from one or more sensors indicative of aggressive driving. In response to the aggressive driving, the threshold is adjusted to an adjusted threshold. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic diagram of an engine control system in a vehicle according to an embodiment. Fig. 2 is a schematic of a vehicle control system for operating the fuel pump according to one embodiment. Fig. Figure 3 is a control diagram illustrating several sensors and control modules that provide data to other control modules to improve fuel pump control. Fig. Figure 4 is a graph of an initial threshold and a plurality of thresholds adjusted with respect to changes in speed in both the lateral and forward / reverse directions. The thresholds, according to one embodiment, adjust a change in the magnitude of acceleration necessary to inhibit fuel delivery to the engine. Fig.5 is a flowchart of a control algorithm for adjusting the threshold values ​​from Fig. 4 according to one embodiment. Fig. 6 is a control diagram for controlling a fuel pump in an active fuel control system for aggressive drivers and antagonistic road profiles according to one embodiment. DETAILED DESCRIPTION

[0008] Embodiments of the present disclosure are described herein. It should be understood, however, that the disclosed embodiments are merely examples, and that other embodiments may take various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or reduced to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the embodiments.It will be apparent to one of ordinary skill in the art that various features illustrated and described with reference to any of the figures may be combined with features illustrated in one or more other figures to create embodiments not explicitly illustrated or described. The combinations of illustrated features provide representative embodiments for typical applications. However, various combinations and modifications of the features consistent with the teachings of the present disclosure may be desired for particular applications or implementations.

[0009] Various sensors are described below, the data they output being used to control the operational controls of an engine fuel pump. As used herein, the term "sensor" should be interpreted liberally unless qualified with a description of the actual type of sensor. For example, the unqualified term "sensor" may refer to pressure sensors, position sensors, temperature sensors, as well as sensors that are part of optical sensing systems in the vehicle, such as radar, cameras, infrared sensors, etc. The description of these sensors and how they affect the operation of the fuel pump is additionally described below.

[0010] Now with reference to the figures shows Fig.1 schematically illustrates an embodiment of an engine system 10 of a vehicle. The engine system includes an internal combustion engine 12 having a plurality of combustion chambers 14. Each combustion chamber 14 may include a fuel injector for delivering fuel therein. In some embodiments, each combustion chamber 14 may include a direct fuel injector configured to inject fuel directly into that combustion chamber. In other embodiments, port fuel injectors may be provided as an alternative to, or in addition to, the direct fuel injectors.

[0011] The engine system 10 may include a fuel rail 16 configured to distribute fuel to the combustion chambers 14. Fuel 18 is delivered to the fuel rail 16 from a fuel tank 20 via a fuel passage 22. The fuel passage 22 may include one or more fuel pumps. For example, a low-pressure fuel pump 24 may be provided within the fuel tank 20 and driven by an electric motor to send fuel out of the tank 20 and into the fuel passage 22. Another fuel pump, such as a high-pressure fuel pump (not shown), may be provided on the fuel passage 22 external to the fuel tank 20.

[0012] Fuel passage 22 may also include one or more valves. For example, a valve 26 is controlled to selectively allow fuel to enter fuel rail 16. Valve 26 may be controlled to modulate the mass flow and pressure of the fuel according to known methods.

[0013] The engine system 10 also includes a return passage 28 that carries excess or unburned fuel from the fuel rail 16 back to the fuel tank 20. The return line 28 also includes a valve 30 to selectively control the flow of fuel back to the tank 20. The return line allows the fuel pump 24 to pressurize the fuel injectors without changing the pressure in the fuel tank 20.

[0014] The Fig.The engine system 10 shown in Figure 1 is merely exemplary and is not intended to limit the scope of this disclosure. It is also contemplated that other structure may be included in the engine system. For example, it is contemplated that well-known structures such as fuel filters, pressure sensors, bypass lines, and the like may be included in the engine system 10.

[0015] The engine system 10 further includes an associated controller 50, such as an engine system controller or engine control module (ECM). Although illustrated as a controller, the controller 50 may be part of a larger control system and may be controlled by various other controllers distributed throughout the vehicle, such as a vehicle system controller (VSC). It should therefore be understood that the powertrain control unit 50 and one or more other controllers may collectively be referred to as a "controller," which controls various actuators in response to signals from various sensors to control functions such as starting / stopping fuel delivery to the engine 12, operating / shutting down the fuel pump 24, etc.The controller 50 may include a microprocessor or central processing unit (CPU) in communication with various types of computer-readable storage devices or media. Computer-readable storage devices or media may include, for example, volatile and non-volatile memory in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM). KAM is permanent or non-volatile memory that can be used to store various operating variables while the CPU is powered down.Computer-readable storage devices or media may be implemented using any number of known storage devices, such as programmable read-only memories (PROMs), erasable PROMs (EPROMs), electrically erasable PROMs (EEPROMs), flash memory, or any other electrical, magnetic, optical, or combination storage devices capable of storing data, some of which are executable instructions used by the controller to control the engine or vehicle.

[0016] The controller communicates with various engine / vehicle sensors and actuators via an input / output (I / O) interface, which may be implemented as a single integrated interface providing various raw data or signal conditioning, processing, and / or conversion, short-circuit protection, and the like. Alternatively, one or more dedicated hardware or firmware chips may be used to condition and process particular signals before they are fed to the CPU. As in the embodiment in Fig. 1, the controller 50 may transmit signals to and / or from the fuel pump 24, the valves 26, 30, and various sensors 60 external to the engine system 10. The controller 50 may also transmit signals to and / or from ignition controls, powertrain control module(s), and other such control modules that control specific components within the engine system 10.

[0017] A control system provided in typical vehicles regulates the deactivation of the fuel pump or otherwise preventing the delivery of fuel to the engine in response to a detected impact event (i.e., a collision). This is known as a fuel cut-off (FCO) control strategy. Such an FCO control strategy may be associated with a restraint control module (RCM) that receives signals indicative of an impact event. Several, albeit limited, inputs are known to be provided to such an FCO strategy. For example, accelerometers on the chassis, wheels, bumpers, and other areas about the vehicle may detect a high degree of probability that an impact event has occurred based on acceleration exceeding a set threshold.Based on this particular impact event occurring, the fuel pump is shut off for safety reasons.

[0018] An example of such a control system 100 is shown in Fig.2. The RCM 102 receives signals from a front crash sensor (FCS) 104 along with signals indicative of lateral acceleration (in the x-direction) and forward-and-backward acceleration (in the y-direction). These sensors allow the associated controllers to determine, according to known methods, whether a collision has occurred. Supplemental restraint systems, such as airbags, may be activated if the detected collision is severe. The RCM then applies logic to determine whether the fuel pump should be deactivated, according to known methods, to prevent the delivery of fuel to the engine. In one example, the RCM sends signals to an electronic fuel pump relay (EFPR) 106 commanding the deactivation of the fuel pump 24.The RCM may also send signals to a powertrain control module (PCM) and / or an engine control module (ECM) 108 to communicate the shutdown to the EFPR. If a fuel pump 110 is provided for a gasoline turbocharged direct injection (GTDI) engine, the PCM / ECM may then command the shutdown of that fuel pump based on sensors indicating a collision event.

[0019] Previous FCO control strategies were unable to properly distinguish between impact events and extremely aggressive driving. In other words, due to high g-forces, yaw, pitch, and the like, aggressive driving in high-performance vehicles has the potential to lead to false positives regarding the presence of an impact event. This can potentially shut off fuel to the engine, even if the vehicle was not involved in a collision.

[0020] Therefore, according to several embodiments of the present disclosure, a control system is provided to receive signals indicating that aggressive driving behavior or conditions are present. Based on the aggressive driving behavior, the set acceleration threshold, which would normally deactivate the fuel pump if exceeded (as described above), is changed to respond to the aggressive driving. This increases the accuracy in determining whether a crash event has occurred and reduces or eliminates the occurrence of inaccurate fuel pump deactivation.

[0021] As mentioned above with reference to Fig.1, the controller 50 also receives signals from other sensors 60 that are part of other systems in the vehicle. According to various embodiments of the present disclosure, the controller 50 is specifically programmed to control the delivery of fuel to the combustion chambers 14 based on signals from other sensors in the vehicle. For example, in one or more embodiments, the controller 50 is programmed to prevent the delivery of fuel to the engine, for example, by shutting off the fuel pump 24, in response to signals received from other sensors 60 distributed throughout the vehicle.

[0022] Fig.3 schematically illustrates an example of multiple control modules, according to various embodiments of this disclosure, that provide additional information to the RCM 102. This additional data provided to the RCM allows the RCM to determine whether aggressive driving behavior is present, requiring adjustment of the threshold at which the fuel pump is shut off. The RCM receives inputs from a driver habit / behavior interface 130. This interface is specifically configured and programmed to receive desired signals from various sensors 60 that would indicate whether intentional aggressive driving behavior is detected.For example, the power control module (PCM) 132 or the powertrain control module may provide signals such as changes in throttle pedal requests, engine speed and RPM rate, gear position, suspension response, exhaust chemistry, and temperatures of the powertrain and other components (e.g., brake pads, dampers, etc.).

[0023] A power steering control module (PSCM) 134 may provide signals indicating steering behavior, such as steering wheel angle position and the rate of change of the steering angle. The steering wheel may also be equipped with pressure or grip sensors configured to detect the driver's grip strength, with increased grip strength indicating aggressive driving.

[0024] A brake control module (BCM) 134 may provide signals indicative of braking behaviors, such as changes in brake pedal requests and brake pad temperatures.

[0025] A human-machine interface 138 may communicate with an interactive display in a vehicle, such as an onboard LED / LCD screen or a head-up display. The human-machine interface may receive signals from the interactive display indicating that the driver is selecting a "sport" drive mode or the like, in which the driver desires the vehicle to tighten its steering responses, sharpen the engine's response to throttle commands, and advance shift points or hold gears for longer periods.

[0026] A driving assistance module (DAM) 140 may also provide signals. The DAM may include optical sensors, such as cameras, sonar, radar, and the like, to detect external objects near or approaching the vehicle, allowing the vehicle to respond automatically. For example, the DAM may be part of an autonomous driving system, an automated parking system, and other such systems known in the art that receive signals indicating the presence and location of external objects and road conditions.

[0027] Additional cameras, radar devices, and optical detection systems 142 may transmit additional signals to the RCM. These additional systems may include sensors and cameras for use in pothole detection systems, road terrain signals, lane departure warning systems, and active safety control systems. In one embodiment, an onboard camera facing the driver is provided and configured to communicate with a controller configured to implement facial recognition software to detect changes in head movement and facial expressions, such as eyebrow and mouth movement. In one embodiment, a seat weight sensor is provided to determine the location and amount of weight in at least the driver's seat. Weight shifting while driving may indicate aggressive driving behavior.

[0028] Based on any of the signals described above, the controller can compare the signals to individual thresholds. If the number of outputs from these sensors increases above their respective thresholds, the controller can accordingly increase the adjusted threshold for when the fuel pump is turned off. This is done with reference to the Fig. 4 - 5 described in more detail.

[0029] With reference to Fig.Figure 4 illustrates a graph of velocity changes in the lateral (x-direction) and forward-and-back (y-direction) directions. A first threshold 200 is provided by the associated controller. The first threshold is an acceleration threshold or a velocity change threshold, which may be preprogrammed as a set value. When acceleration is detected by the one or more accelerometers distributed throughout the vehicle, the controller compares the magnitude of the acceleration to the threshold 200. Under normal driving conditions, if the acceleration exceeds the threshold 200, the controller commands the fuel pump to be shut off if a collision event is detected as a likely occurrence.While the acceleration remains below the threshold and within the 200 oval radius, otherwise the fuel pump operates normally.

[0030] However, if the various sensors described above indicate that aggressive driving conditions exist, the threshold can be adjusted. For example, if, and as explained in more detail with regard to Fig.5, each sensor detects a condition that exceeds a respective threshold indicative of aggressive driving (e.g., the steering wheel grip strength exceeds a grip strength threshold, acceleration demands change at a rate that exceeds a threshold, etc.), then the initial threshold 200 may be increased to an adjusted threshold 202. If more sensors detect conditions that exceed other respective thresholds indicative of aggressive driving (e.g., changes in steering wheel angle over time exceed a threshold, an onboard camera detects head movements at a rate that exceeds a threshold, etc.), then the adjusted threshold 202 may be further adjusted to a second adjusted threshold 204.As the threshold increases, the vehicle is allowed to experience correspondingly higher acceleration magnitudes without causing the controller to shut off the fuel pump. In short, the controller is programmed to adjust a fuel pump shutoff threshold to an adjusted shutoff threshold in response to one or more conditions indicating aggressive driving. The fuel pump may remain active once acceleration exceeds the initial fuel pump threshold. However, in response to acceleration exceeding the adjusted shutoff threshold, the controller shuts off the fuel pump.

[0031] Fig.Figure 5 illustrates a flowchart of an example of an algorithm 300 implemented by one or more of the controllers. The process wakes up or begins at 302, for example, based on the vehicle starting. The initial threshold is set in Fig. 4 with 200. A counter is triggered in 304. A first criterion is measured according to the various embodiments mentioned above with respect to individual factors that may indicate aggressive driving. If the first criterion is met in 306, the controller adjusts the threshold in 308 to the adjusted threshold, such as the adjusted threshold 202 in Fig. 4. In 310, the fuel shutoff algorithms described above are implemented in which the directional acceleration of the vehicle relative to the adjusted threshold is measured and the controller determines whether or not to shut off the fuel pump.

[0032] The process continues at 312, where a second criterion is measured to indicate whether aggressive driving is occurring. And at 314, the controller adjusts the threshold to another adjusted threshold to respond to the increasing data indicating aggressive driving. The process repeats the threshold comparisons and adjusted thresholds set at 318 for the number n of times. If no criteria indicate aggressive driving, the counter is reset at 320, and the process begins again.

[0033] Fig.6 illustrates a flowchart of an example algorithm 400 implemented by the controllers to determine aggressive driving. The concepts for several of these steps of the algorithm are discussed above. The algorithm begins at 402. At 404, driver information indicative of driver behavior in the vehicle, such as eye movement, head movement, weight shift in the driver seat, etc., is collected from onboard cameras, radars, sensing systems, etc., as described above. At 406, vehicle information indicative of vehicle operation and performance, such as gear shifts, acceleration requests, braking requests, etc., is collected from onboard cameras, radars, sensing systems, etc., as described above. At 408, vehicle information indicative of vehicle operation and performance, such as gear shifts, acceleration requests, braking requests, etc., is collected from onboard cameras, radars, sensing systems, etc.As described above, environmental information is collected that indicates the environment around the vehicle, such as other approaching vehicles, potholes, road surface gradient, etc.

[0034] The controller collects all of this information at 410 as part of an active fuel control system for aggressive drivers and antagonistic road profiles. The information is analyzed at 412 according to the methods described above. At 414, the controller determines whether the conditions indicate whether the vehicle is being driven aggressively or "normally," i.e., non-aggressively. If the vehicle is not being driven aggressively, the process is repeated. If the vehicle is being driven aggressively, the controller may cause a warning message regarding such activity to be displayed to the driver at 416. The warning may be audible (e.g., through the vehicle's speaker system) and / or visible (through the human-machine interface, head-up display, instrument panel display, etc.).This can warn the driver that the vehicle is being driven aggressively and that the fuel pump may not be shut off by its normally programmed controls. The thresholds can be adjusted at 418 according to the methods described above. If the acceleration, as detected by the accelerometers, is large enough to exceed even the adjusted thresholds, the fuel pump is shut off at 420 to shut down the engine.

[0035] Although the above references teach shutting off the fuel pump to prevent fuel from being delivered to the engine, it is understood that other mechanisms could be activated to achieve the same result. For example, valves may close, bypass lines may open, and other such actions may occur to prevent fuel from being burned for safety reasons.

[0036] The processes, methods, or algorithms disclosed herein may be deliverable to or implemented by a processing device, controller, or computer, which may include any existing programmable electronic control unit or a dedicated electronic control unit. Likewise, the processes, methods, or algorithms may be stored as data and instructions executable by a controller or computer in many forms, including, but not limited to, information permanently stored on non-writable storage media, such as read-only devices, and information modifiably stored on writable storage media, such as floppy disks, magnetic tapes, compact discs, RAM devices, and other magnetic and optical media.The processes, methods, or algorithms may also be implemented in a software-executable object. Alternatively, the processes, methods, or algorithms may be implemented in whole or in part using suitable hardware components, such as application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), state machines, controllers, or other hardware components or devices, or a combination of hardware, software, and firmware components.

[0037] Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The terms used in the description are for the purpose of description and not of limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure. As described above, the features of the various embodiments may be combined to form further embodiments of the invention that may not be explicitly described or illustrated. Although various embodiments may have been described as providing advantages over other embodiments or prior art implementations with respect to one or more desired characteristics,are preferable to these, those of ordinary skill in the art will recognize that compromises may be made with respect to one or more features or characteristics to achieve desired overall system properties, depending on the specific application and implementation. These features may include, but are not limited to, cost, strength, durability, lifetime cost, marketability, appearance, assembly, size, serviceability, weight, manufacturability, ease of assembly, etc. Therefore, to the extent that embodiments are described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics, those embodiments are not outside the scope of the disclosure and may be desirable for certain applications. KEY TO SYMBOLS GERMAN ENGLISH 102 Restraint Control Module (RCM) RESTRAINTS CONTROL MODULES (RCM) 130 DRIVER HABITS / BEHAVIOR INTERFACE DRIVER HABIT / BEHAVIOR INTERFACE 132 POWER CONTROL MODULE (PCM) POWER CONTROL MODULE (PCM) 134 Power steering control module (PSCM) POWER STEERING CONTROL MODULES (PSCM) 136 BRAKE CONTROL MODULE (BCM) Brake Control Module (BCM) 138 HUMAN-MACHINE INTERFACE (MMI) HUMAN-MACHINE INTERFACE (HMI) 140 DRIVING ASSISTANCE MODULE (DAM) Driver Assist Module (DAM) 142 CAMERAS, RADAR AND OPTICAL DETECTION SYSTEM CAMERAS, RADAR, AND VISION SYSTEM CAN MESSAGE CAN MESSAGE ACTIVE THRESHOLD # ACTIVE THRESHOLD # INITIAL THRESHOLD INITIAL THRESHOLD AGGRESSIVE DRIVER (WITHOUT FUEL CUT-OFF) AGGRESSIVE DRIVER (W / O FUEL SHUT-OFF) NORMAL DRIVER (WITHOUT FUEL SHUTDOWN) NORMAL DRIVER (W / O FUEL SHUT-OFF)

Claims

[1] Vehicle comprising: a fuel pump (24) configured to supply fuel to an engine (12); an accelerometer for detecting the acceleration of a vehicle component; and at least one controller (50) programmed for the following: adjust a fuel pump shutdown threshold to an adjusted shutdown threshold in response to one or more conditions indicating aggressive driving, and to switch off the fuel pump (24) in response to the acceleration exceeding the adjusted switch-off threshold. [2] The vehicle of claim 1, wherein the conditions indicative of aggressive driving are derived from a plurality of sensors (60) configured to detect physical conditions of a driver. [3] The vehicle of claim 2, wherein the plurality of sensors (60) includes a steering wheel sensor configured to detect grip strength on a steering wheel, such that the at least one controller is programmed to adjust the fuel pump shutoff threshold to the adjusted shutoff threshold based on the grip strength. [4] The vehicle of claim 2, wherein the plurality of sensors (60) includes a seat weight sensor configured to detect driver weight shift such that the at least one controller (50) is programmed to adjust the fuel pump shutoff threshold to the adjusted shutoff threshold based on the driver weight shift. [5] The vehicle of claim 2, wherein the plurality of sensors (60) includes a camera configured to detect body or facial movements, such that the at least one controller (50) is programmed to adjust the fuel pump shutoff threshold to the adjusted shutoff threshold based on body or facial movements. [6] The vehicle of claim 1, wherein the conditions indicative of aggressive driving are derived from a plurality of sensors (60) configured to detect the operating conditions of the vehicle. [7] The vehicle of claim 6, wherein the plurality of sensors (60) includes driver demand sensors configured to detect at least one of acceleration demands, braking demands, and steering demands, such that the at least one controller (50) is programmed to adjust the fuel pump shutoff threshold to the adjusted shutoff threshold based on driver demands. [8] The vehicle of claim 6, wherein the plurality of sensors (60) includes a temperature sensor configured to detect a temperature of a powertrain component such that the at least one controller (50) is programmed to adjust the fuel pump shutdown threshold to the adjusted shutdown threshold based on the temperature of the powertrain component. [9] The vehicle of claim 1, wherein the conditions indicative of aggressive driving are derived from one or more sensors (60) configured to detect external road conditions, in addition to other sensors (60). [10] A method for influencing the operation of a fuel pump in a vehicle, comprising: Receiving signals from one or more accelerometers indicating the acceleration of a vehicle component; Defining a threshold at which fuel is prevented from being delivered to an engine in response to acceleration exceeding the threshold; Receiving signals from one or more sensors (60) indicating aggressive driving; and in response to aggressive driving, adjusting the threshold to an adjusted threshold. [11] The method of claim 10, wherein adjusting includes increasing the threshold value.

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