Methods and systems for adjusting power machine operation based on weather data

Abstract

Vehicle procedures, which include the following: Receiving a first measurement of a weather parameter from one or more power machine sensors and a second measurement of the weather parameter from weather data; Determining a first accuracy of the first measurement and a second accuracy of the second measurement; Generating an estimate of the weather parameter based on the accuracies of the first and second measurements; and Adjusting at least one power machine operating parameter based on the generated estimate.

Description

Background / Summary

[0001] Engine control systems are typically feedback-controlled, based on outputs from various engine sensors configured to measure current engine operating conditions. This means that engine operations such as ignition timing, fuel injection timing, intake throttle position, exhaust gas recirculation (EGR), etc., can be adjusted by an engine control unit (ECU) based on sensor outputs. The ECU can use the information from these sensors, along with various algorithms and lookup tables, to maintain peak vehicle performance under changing conditions. For example, the ECU can adjust ignition characteristics to compensate for changes in humidity.

[0002] Modern vehicle systems can be equipped with cloud-based communication systems to provide information about the vehicle's location, navigation, and weather reports. Some approaches aimed at reducing reliance on vehicle sensors can utilize weather data received through the vehicle's wireless communication system to estimate environmental conditions and adjust vehicle operation. An example of such a power-engine control system is presented by Ampunan et al. in US 2006 / 0064232A1. The power-engine control unit can adjust a power-engine operating parameter based on a measurement of an environmental condition obtained from the received weather data, rather than from a vehicle sensor configured to measure the environmental condition. Thus, the vehicle system can be equipped with fewer sensors, reducing the overall cost of the system.

[0003] Furthermore, US Patent 2014 / 0002277A1 is known from the prior art. This describes a server system for communication with a vehicle and a method using vehicle data and weather data to determine at least one weather condition.

[0004] However, the inventors have recognized potential problems with such systems. For example, weather data may be less accurate than output from the vehicle's sensors. Weather data can be obtained from various weather stations equipped with instruments for measuring atmospheric conditions. However, as the distance between a vehicle and the nearest weather station increases, the difference in weather conditions between the vehicle's current location and the nearest weather station can increase, thus reducing the accuracy of the weather data. Furthermore, a vehicle may travel through terrain such as mountains, tunnels, etc., where wireless communication is interrupted and / or lost.During periods when weather information is not updated, the accuracy of estimated engine operating conditions may be reduced, and consequently, engine performance may be impaired. In yet other examples, a vehicle may enter a microclimate, such as a covered area, a puddle, a car wash, etc., where the environmental conditions at the specific location of the vehicle may differ from the average environmental conditions for the region where the vehicle is positioned. In such cases, the accuracy of received weather data may be reduced.

[0005] In one example, the problems described above can be addressed by a procedure that includes receiving a first measurement of a weather parameter from one or more power machine sensors and a second measurement of the weather parameter from weather data, determining a first accuracy of the first measurement and a second accuracy of the second measurement, generating an estimate of the weather parameter based on the accuracies of the first and second measurements, and adjusting at least one power machine operating parameter based on the generated estimate.

[0006] In another representation, a method can, in a first operating mode in which no wireless communication with a weather service provider is established, adjust at least one engine operating parameter based on outputs from one or more vehicle sensors; in a second operating mode in which wireless communication with a weather service provider is established and the accuracy of one or more vehicle sensors is less than a threshold, adjust at least one engine operating parameter based on wirelessly received weather data; and in a third operating mode in which wireless communication with a weather service provider is established and the accuracy of one or more vehicle sensors is not less than the threshold,This includes adjusting at least one engine operating parameter based on wirelessly received weather data and outputs from one or more vehicle sensors.

[0007] In another representation, a vehicle system may include a power machine system comprising one or more sensors, wherein the one or more sensors provide a first set of measurements for several weather parameters; a wireless communication module configured to receive weather data from a network of remote servers, wherein the weather data contains a second set of measurements of the several weather parameters; and a control unit communicating with the wireless communication module, wherein the control unit contains computer-readable instructions for: determining a first set of accuracies for the first set of measurements obtained from the one or more sensors; determining a second set of accuracies for the second set of measurements obtained from the weather data.and adjusting at least one power machine operating parameter based on the first and second groups of accuracies.

[0008] In this way, more accurate estimates of current environmental conditions can be achieved by evaluating both the accuracies of the one or more engine sensors configured to measure these conditions and the accuracy of wirelessly received weather data containing measurements of the current environmental conditions. Specifically, depending on the accuracies of the engine sensors and the weather data, one or more environmental conditions can be estimated based on one or more of the sensor readings, the weather data, or both. Engine operating parameters can be controlled more precisely to desired levels by these more accurate estimates of current environmental conditions. As a result, fuel efficiency can be increased and emissions can be reduced.

[0009] It should be understood that the foregoing summary is provided to introduce, in simplified form, a selection of 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 address any disadvantages mentioned above or in any part of this disclosure. Brief description of the drawings Fig. Figure 1 shows a schematic representation of an example of a wireless vehicle communication system in accordance with one or more embodiments of the present disclosure. Fig. Figure 2 shows a schematic representation of a vehicle connected to the wireless vehicle communication system of Fig. 1 may be included, wherein the vehicle includes a power engine system and a radiator grille cover system in accordance with one or more embodiments of the present disclosure. Fig. Figure 3 shows a flowchart of a method for setting engine operating parameters based on vehicle sensor output and / or received weather data in accordance with one or more embodiments of the present disclosure. Fig. Figure 4 shows a flowchart of a method for evaluating the accuracy of vehicle sensor outputs and models of power machine operating conditions based on the sensor outputs in accordance with one or more embodiments of the present disclosure. Fig. Figure 5 shows a flowchart of a procedure for evaluating the accuracy of received weather data in accordance with one or more embodiments of the present disclosure. Fig. Figure 6 shows a flow chart of a method for adjusting exhaust gas recirculation (EGR) flow and ignition timing based on vehicle sensor output and / or received weather data in accordance with one or more embodiments of the present disclosure. Fig. Figure 7 shows a flowchart of a method for diagnosing radiator grille cover faults based on vehicle sensor output and / or received weather data in accordance with one or more embodiments of the present disclosure. Fig. Figure 8 shows a flow chart of a method for operating an air purifier with two operating modes based on vehicle sensor output and / or received weather data in accordance with one or more embodiments of the present disclosure. Fig. Figure 9 shows a diagram illustrating example adjustments for EGR under varying engine operating conditions, as determined based on received weather data and / or outputs from vehicle sensors, in accordance with one or more embodiments of the present disclosure. Detailed description

[0010] The following description refers to systems and methods for adjusting engine operating parameters based on weather data and / or outputs from vehicle sensors. As in the example vehicle system of Fig. As shown in Figure 2, a vehicle containing a power engine system can include various sensors for measuring environmental conditions and current power engine operating conditions. Furthermore, the vehicle can include a wireless communication system that allows it to receive data relating to traffic, weather, location, etc., as in the example communication network of Figure 2. Fig. 1 is shown. Fig. Figure 3 shows an example procedure for determining how to use weather data and vehicle sensor outputs to increase the accuracy of estimates of current environmental conditions in order to improve engine performance. In particular, it shows Fig. 5. An example procedure for determining the accuracy of received weather data, and Fig. Figure 4 shows an example procedure for determining the accuracy of vehicle sensor outputs. A power machine control unit can then adjust estimates of environmental conditions based on the accuracies of weather data and sensor outputs.

[0011] Engine operating parameters can thus be controlled more precisely based on adjusted estimates of environmental conditions. For example, EGR flow, injection timing, and / or ignition timing can be adjusted based on the estimated environmental conditions, as in the example procedure of Fig. Figure 6 shows other examples of power machine control operations that can be performed based on the fitted estimates of environmental conditions. Fig. 7 and Fig. 8 shown. In particular, shows Fig. 7. An example procedure for diagnosing radiator grille cover faults, and Fig. Figure 8 shows an example procedure for operating an air purifier with two operating modes. Example adjustments for the EGR flow and the ignition timing under varying engine operating conditions are shown in Fig. 9 shown.

[0012] Starting with Fig. Figure 1 shows a schematic representation of an example of a wireless vehicle communication system 10. The wireless vehicle communication system 10 generally comprises one or more telematics-equipped vehicles 12, one or more wireless systems 14 (here also referred to as wireless networks 14), and one or more remote servers 16. The wireless vehicle communication system 10 can also be referred to here as a vehicle cloud computing system 10. The vehicle cloud computing system 10 enables wireless data transmission between each of the vehicles 12 and between the vehicles 12 and the one or more remote servers 16. As an example, the vehicles 12 can continuously or periodically receive data from the servers 16 relating to one or more aspects such as weather conditions, traffic information, vehicle location information, vehicle performance information, engine and / or vehicle diagnostics, etc.Furthermore, the vehicles 12 can continuously and / or periodically send data to the servers 16 for processing and / or storage by the servers 16, such as vehicle location information, engine and / or vehicle operating conditions, etc. As described in more detail below, engine and / or vehicle operation can be adjusted based on information received by the servers 16 via the cloud computing system 10. An example vehicle and engine system are described in more detail below with reference to... Fig. 2 shown.

[0013] In some examples, the wireless vehicle communication system 10 may additionally include various personal wireless devices 22 and a short message service center (SMSC) 24. It is to be understood that the following refers to the Fig. The methods disclosed in 3-8 can be used with any number of different systems and are not specifically limited to those in Fig. The operating environment shown in Figure 1 is limited. Therefore, the following sections simply provide a brief overview of a possible configuration for providing wireless communication between each of the vehicles 12 and / or between the vehicles 12 and remote servers 16. However, it should be noted that other systems, not shown here, may be used to wirelessly transmit data between vehicles 12 and a network of remote servers in a cloud computing configuration.

[0014] Vehicles 12 are depicted as passenger cars in the illustrated embodiment; however, it should be noted that any other vehicle, including motorcycles, trucks, sport utility vehicles (SUVs), motorhomes (RVs), watercraft, aircraft, etc., may also be used. Some of the vehicle electronics 28 are generally in Fig. 1 shown. A more detailed description of an example vehicle engine is given below with reference to Fig. 2 shown. The vehicle electronics 28 can include one or more telematics units 30, microphones 32, pushbuttons or other control input devices 34, audio systems 36, visual display devices 38, and navigation modules 40, as well as a number of vehicle system modules (VSMs) 42. Some of these devices can be directly connected to the telematics unit 30, such as the microphone 32 and the pushbutton(s) 34, while others are connected indirectly using one or more network connections, such as a communications bus 44 or an entertainment bus 46. Examples of suitable network connections include a control unit area network (CAN), a media-oriented system transmission (MOST), a local interconnection network (LIN), a local area network (LAN), and other suitable connections, such as...Ethernet or others that comply with well-known ISO, SAE and IEEE standards and specifications, to name a few.

[0015] The telematics unit 30 enables vehicles 12 to receive and / or transmit wireless signals corresponding to speech, text, and / or other data. Thus, the telematics unit 30 can send and / or receive wireless signals (e.g., electromagnetic waves) such as WiFi, Bluetooth, radio, cellular networks, etc. The telematics unit 30 can therefore be described as a transmitter / receiver 30, since it is capable of both sending and receiving wireless signals. Wireless signals produced by the telematics unit 30 of vehicles 12 can be sent to and received by one or more vehicles 12, remote servers 16, GPS satellites 60, communication satellites 62, relay towers 70, etc. Thus, each of the vehicles 12 can be in wireless communication with each other for the mutual sending and / or receiving of information via the telematics unit 30.Furthermore, each of the vehicles 12 can be in wireless communication with the remote servers 16 for the mutual sending and / or receiving of information.

[0016] Wireless communication between the remote servers 16 and the vehicles 12 can be maintained even at greater distances between the servers 16 and the vehicles 12 by including relay masts 70. Each of the masts 70 can contain transmitting and receiving antennas for relaying wireless signals between the remote servers 16 and the vehicles 12.

[0017] Additionally or alternatively, the communication system 10 can use satellite communication to provide unidirectional or bidirectional communication between one or more of the vehicles 12 and the remote servers 16. This can be done using one or more communication satellites 62 and an uplink transmitting station 64. Unidirectional communication can, for example, be satellite radio services in which program content (news, music, weather, etc.) is received by the transmitting station 64, packetized for uploading, and then sent to the satellite 62, which broadcasts the program to subscribers. Furthermore, in some examples, as below with reference to the Fig. As shown in Figures 3-8, each of the vehicles wirelessly sends 12 pieces of information to satellite 62, which then relays the information to servers 16.

[0018] As such, each of the vehicles 12 can communicate with one or more of the remote servers 16, other telematics-equipped vehicles 12, or any other entity or device capable of sending and / or receiving wireless signals. The telematics unit 30 enables the vehicles 12 to offer a number of different services, including those relating to messaging, navigation, telephony, weather reports, traffic reports, diagnostics, infotainment, etc. Data can be transmitted via a data connection, such as a packet-switched connection.

[0019] According to one embodiment, the telematics unit 30 uses a wireless modem 50 for data transmission, an electronic processing device 52, one or more digital storage devices 54, and a dual antenna 56. It is noted that the modem 50 can be implemented either by software or as a separate hardware component located inside or outside the telematics unit 30. The modem 50 can operate using any number of different standards or protocols, such as EVDO, CDMA, GPRS, and EDGE. Wireless networking between the vehicles 12 and other networked devices can also be performed using the telematics unit 30. For this purpose, the telematics unit 30 can be configured to communicate wirelessly using one or more wireless protocols, such as any of the IEEE 802.11 protocols, WiMAX, or Bluetooth.When used for packet-switched data communication such as TCP / IP, the telematics unit 30 can be configured with a static IP address or can be set up to automatically receive an assigned IP address from another device in the network, such as a router or a network address server.

[0020] The processor 52 can be any type of device capable of processing electronic instructions, including microprocessors, microcontrollers, host processors, control units, vehicle communication processors, and application-specific integrated circuits (ASICs). It can be a dedicated processor used solely for the telematics unit 30 or it can be shared with other vehicle systems. The processor 52 executes various types of digitally stored instructions, such as software and firmware programs stored in the memory 54, which enable the telematics unit 30 to provide a wide variety of services. For example, the processor 52 can execute programs or process data to perform at least some of the procedures discussed here.

[0021] The telematics unit 30 can be used to provide a diverse range of vehicle services, including wireless communication to and from the vehicles 12. Such services may include: diagnostic reports of vehicle components such as engine components, engine and / or vehicle data, data relating to ambient weather conditions, remote control of special vehicle features via the use of VSMs 42; route guidance and other navigation-related services provided in conjunction with the navigation module 40.Furthermore, it is noted that at least some of the aforementioned modules could be implemented in the form of software instructions stored inside or outside the telematics unit 30, they could be hardware components located inside or outside the telematics unit 30, and / or they could be integrated and / or used together with each other or with other systems located somewhere in the vehicles 12, to name just a few possibilities. In the case where the modules are implemented as VSMs 42 located outside the telematics unit 30, they could use the communication bus 44 to exchange data and commands with the telematics unit 30.

[0022] The navigation module 40 can be configured to support any suitable navigation system, such as GPS, GALILEO, GLONASS, IRNSS, etc. For example, if the navigation module 40 is a GPS navigation module, it receives signals from a constellation of GPS satellites 60. From these signals, the module 40 can determine the vehicle's position, which is used to provide navigation and other location-based services to the driver. Furthermore, the navigation module 40 can receive road information, such as the type of road the vehicle is traveling on (e.g., dirt, gravel, paved, etc.), landmarks, points of interest, and so on. Thus, the navigation module 40 can generate a navigation map. Navigation information can be presented on the display device 38 (or another display device within the vehicle) or can be presented verbally, as described, for example, by...This is done when navigation with route guidance is offered. The navigation services can be provided using a dedicated in-vehicle navigation module (which may be part of the navigation module 40), or some or all navigation services can be performed via the telematics unit 30, whereby the position information is sent to a remote location such as the remote server 16 to provide the vehicle with navigation maps, map annotations (points of interest, restaurants, etc.), route calculations, ambient weather conditions for the current vehicle location, and the like. The position information can be provided to remote servers 16 for other purposes such as fleet management.

[0023] In addition to the audio system 36 and the navigation module 40, the vehicles may include 12 other vehicle system modules (VSMs) 42 in the form of electronic hardware components distributed throughout the vehicle. These VSMs typically receive input from one or more sensors and use the sensed input to perform diagnostics, monitoring, control, reporting, and / or other functions. Each VSM 42 is preferably connected to both the other VSMs and the telematics unit 30 via the communication bus 44 and may be programmed to run vehicle system and subsystem diagnostic tests and perform other functions. For example, a VSM may be an engine control module (ECM) that controls various aspects of engine operation, such as fuel injection, ignition timing, exhaust gas recirculation (EGR), radiator grille cover position, etc.As another example, another VSM 42 can be a powertrain control module that regulates the operation of one or more components of the vehicle's powertrain, and another VSM 42 can be a body control module that regulates various electrical components distributed throughout the vehicle, such as the vehicle's central locking system. According to one embodiment, the ECM is equipped with on-board diagnostic features (OBD features) that provide a wealth of real-time data, such as that received from various sensors, including vehicle emission sensors, and provide a standardized set of diagnostic trouble codes (DTCs) that enable a technician to quickly identify and correct malfunctions within the vehicle.As experts have recognized, the VSMs mentioned above are only examples of some of the modules that can be used in vehicles 12, as numerous others are also possible.

[0024] The vehicle electronics 28 may also include a number of vehicle user interfaces that provide vehicle occupants with a means of providing and / or receiving information, such as a microphone 32, push button(s) 34, an audio system 36, and a visual display device 38. As used here, the term "vehicle user interface" comprehensively includes any suitable form of electronic device, comprising both hardware and software components, located on the vehicles 12, which enables a vehicle user to communicate with or through a component of the vehicles 12. In this description, a vehicle user may also simply be referred to as a user and / or a vehicle operator. The push button(s) 34 enable manual user input into the telematics unit 30 to provide data, response, or control input.Audio system 36 provides audio output for a vehicle occupant and can be a dedicated, stand-alone system or part of the primary vehicle audio system. According to the specific embodiment described in . Fig. As shown in Figure 1, the audio system 36 is operationally coupled to both the vehicle bus 44 and the entertainment bus 46 and can provide medium-wave, FM, and satellite radio, CD, DVD, and other multimedia functionality. This functionality can be provided in conjunction with or independently of the infotainment module described above. The visual display device 38 is preferably a graphic display device, such as a touch-sensitive screen on the dashboard, a visual pop-up display, or a heads-up display reflected from the windshield, and can be used to provide a variety of input and output functions. Various other vehicle user interfaces can also be used, as the interfaces of Fig. 1 is just one example of a specific implementation.

[0025] The remote servers 16 can be arranged in a network within a cloud computing configuration. A remote server 16 can therefore comprise one or more computing devices configured to receive, store, analyze, and transmit digital information. For example, the remote servers 16 can receive and store weather information, vehicle location information, vehicle operating data, and so on. As one example, weather data can be obtained from one or more weather service providers. Additionally or alternatively, weather data can be received directly from one or more weather stations equipped with devices for measuring atmospheric weather conditions. As another example, vehicle location information can be obtained from vehicles 12 and / or GPS satellites 60.Based on the vehicle location data, the servers can send weather information to the vehicles, pertaining to the weather for the current vehicle location or a location closest to the current vehicle location for which weather data is available. This means that the weather data stored by the servers can contain location information to which the weather data belongs. In other words, the servers can receive weather data from various weather stations and / or weather service providers, where the weather data includes the geographic location and / or area to which the weather data belongs. Thus, the weather data can contain weather conditions such as humidity, temperature, precipitation, etc., and the associated geographic location and / or area to which these weather conditions correspond. Therefore, the weather data can represent weather conditions for a geographic location and / or area.Weather data for the location and / or area closest to the current vehicle location can be sent to any of the 12 vehicles.

[0026] The weather data or information can include ambient temperature, relative humidity, amount of precipitation, type of precipitation (e.g., rain, snow, hail, etc.), probability of precipitation, wind speed, wind direction, dew point, CO2 or other greenhouse gas concentrations in the ambient air, etc. Furthermore, the servers can send severe weather warnings to the vehicles to alert vehicle operators of impending road hazards, floods, storms, and potentially dangerous conditions.

[0027] The remote servers 16 can contain a logic subsystem 82 and a data holding subsystem 84. The remote servers 16 can optionally contain a display subsystem 86, a communication subsystem 88, and / or other components. Fig. 2 components not shown. For example, the remote Server 16 may optionally also contain user input devices such as keyboards, mice, game controllers, cameras, microphones and / or touch-sensitive screens.

[0028] The remote servers 16 can store data to be used by the vehicles 12 in the data storage subsystem 84. For example, the remote servers 16 can store weather data such as temperature, humidity, precipitation, wind direction, wind speed, rain, snow, ice, altitude, dew point, etc., and can forward this weather data to the vehicles 12. Specifically, the weather data forwarded to the vehicles 12 can correspond to weather data collected from a location closest to the current position of the vehicles 12. Thus, based on the current vehicle position, which can be obtained from the GPS satellites 60, the remote servers 16 can forward weather data corresponding to the location nearest to the vehicles 12 from which weather data was obtained.In this way, an estimate of the current weather conditions for the vehicles 12 can be provided based on received weather data and the current position of the vehicles 12, as obtained from one or more GPS devices contained in the vehicles 12.

[0029] Logic subsystem 82 can contain one or more physical devices configured to execute one or more instructions that may be stored in data-holding subsystem 84. For example, logic subsystem 82 can be configured to execute one or more instructions that are part of one or more applications, services, programs, routines, libraries, objects, components, data structures, or other logical constructs. Such instructions may be implemented to perform a task, implement a data type, transform the state of one or more devices, or otherwise achieve a desired result.

[0030] The logic subsystem 82 can contain one or more processors configured to execute software instructions. Additionally or alternatively, the logic subsystem 82 can contain one or more hardware or firmware logic engines configured to execute hardware or firmware instructions. Processors of the logic subsystem 82 can have one or more cores, and programs running on them can be configured for parallel or distributed processing. The logic subsystem 82 can optionally contain individual components distributed across two or more devices, which may be located remotely and / or configured for coordinated processing. For example, the logic subsystem 82 can contain multiple engines for processing and analyzing data.These engines can be wirelessly connected to one or more databases for processing data received from one or more of the vehicles 12. One or more aspects of the logic subsystem 82 can be virtualized and executed by remotely accessible networked computing devices configured in a cloud computing configuration.

[0031] The data-holding subsystem 84 may contain one or more physical non-volatile devices configured to hold data and / or instructions that can be executed by the logic subsystem 82 to implement the procedures and processes described herein. When such procedures and processes are implemented, the state of the data-holding subsystem 84 can be transformed (for example, to hold different data).

[0032] The data storage subsystem 84 may include removable media and / or built-in devices. The data storage subsystem 84 may include optical storage devices (e.g., CD, DVD, HD-DVD, Blu-ray Disc, etc.) and / or magnetic storage devices (e.g., hard disk drive, floppy disk drive, tape drive, MRAM, etc.) and the like. The data storage subsystem 84 may include devices with one or more of the following characteristics: volatile, non-volatile, dynamic, static, read / write, read-only, direct access, sequential access, location addressable, file addressable, and content addressable. In some embodiments, the logic subsystem 82 and the data storage subsystem 84 may be integrated into one or more common devices, such as an application-specific integrated circuit or a system-on-a-chip.

[0033] It is noted that the data-holding subsystem 84 includes one or more physically non-volatile devices. In contrast, in some embodiments, aspects of the instructions described herein can be propagated volatilely by a pure signal (for example, an electromagnetic signal) that is not held by a physical device for at least a finite time. Furthermore, data and / or other forms of information pertaining to this disclosure can be propagated by a pure signal.

[0034] The servers 16 can contain one or more databases 85 in the data storage subsystem 84 for storing vehicle location data, weather data, vehicle and engine operating data, vehicle operator preferences, etc. Thus, one or more of the databases 85 can include a weather database.

[0035] When included, the display subsystem 86 can be used to present a visual representation of data held by the data-holding subsystem 84. Since the procedures and processes described here modify the data held by the data-holding subsystem 84, and thus transform the state of the data-holding subsystem 84, the state of the display subsystem 86 can likewise be transformed to visually represent the changes in the underlying data. The display subsystem 86 can include one or more display devices utilizing virtually any type of technology. Such display devices can be combined with the logic subsystem 82 and / or the data-holding subsystem 84 in a common enclosure, or such display devices can be peripheral display devices.

[0036] If included, the communication subsystem 88 can be configured to communicatively couple remote servers 16 with one or more other wireless devices, such as the telematics unit 30 of vehicles 12. The communication subsystem 88 can include wired and / or wireless communication devices compatible with one or more different communication protocols. As non-limiting examples, the communication subsystem 88 can be configured to communicate over a wireless telephone network, a wireless local area network, a wired local area network, a wireless wide area network, a wired wide area network, etc. In some embodiments, the communication subsystem 88 can enable remote servers 16 to send and / or receive messages to and / or from other devices over a network such as the public internet.

[0037] In some examples, the relay masts 70 may be configured as part of a wireless cellular network. In such examples, the communication system 10 may include personal wireless devices 22, which may be, for example, mobile phones or other personal portable devices capable of wireless communication, including SMS messaging capability in the embodiment shown. The devices 22 can communicate with the relay masts 70 to send and receive voice calls, SMS messages, and possibly other communications such as non-voice data for the purpose of providing internet access, weather information, location information, etc. Furthermore, the telematics unit 30 of each of the vehicles 12 may be capable of sending and / or receiving SMS messages and telephone calls via the cellular network provided by the relay masts 70.

[0038] As such, the telematics unit 30 can use mobile communication according to either the GSM or the CDMA standard and can therefore contain a standard mobile communications chipset for voice communication such as hands-free calling.

[0039] Furthermore, the communication system can include one or more mobile switching centers (MSCs) 72 as well as any other networking components required to connect the wireless carrier system 14 to the remote servers 16. Each of the relay masts 70 can therefore contain transmit and receive antennas and a base station, with the base stations from different cell masts being connected to the MSC 72 either directly or via intermediate equipment such as a base station control unit. The wireless carrier system 14 can implement any suitable communication technology, including, for example, analog technologies such as AMPS or newer digital technologies such as CDMA (e.g., CDMA2000) or GSM / GPRS. As can be seen by those skilled in the art, various cell mast / base station / MSC arrangements are possible and could be used with the wireless system 14.For example, the base station and the cell tower could be located together at the same site, or they could be located far apart, each base station could be responsible for a single cell tower, or a single base station could serve several cell towers, and several base stations could be coupled to a single MSC, to name just a few of the possible arrangements.

[0040] The Short Message Service Center (SMSC) 24 preferably communicates with the relay towers 70 and participates in the communication of SMS messages. The SMSC 24 can operate according to a store-and-forward principle; that is, when a first user sends an SMS message intended for a second user, the SMS message is stored in the SMSC until the second user is available to receive it. In other embodiments, the SMSC uses a store-and-forget approach, attempting to forward the SMS message only once. These types of approaches allow users to send and receive SMS messages at any time, even while they are currently on a voice call.It should be noted, of course, that the exemplary representation of the SMSC 24 is only one example of a suitable arrangement, as the SMSC could instead be provided according to another configuration known in the art. In general, SMS messages sent to or from the vehicles 12 or wireless mobile devices 22 are received and / or sent by the relay masts 70 and pass through the MSC 72 and the SMSC 24 for processing and routing to the remote servers 16.

[0041] Fig. Figure 2 shows a circuit diagram of an example power machine system 200 that may be contained in a vehicle 202, such as the vehicles 12 mentioned above with reference to Fig. 1 are described. Thus, vehicle 202 can be the same or similar to the one described above. Fig. The vehicles described in section 12 may be such that the power engine system 200 can be used in some examples in the above. Fig. The vehicle described in section 12 may contain the power engine system 200. The system can be contained in a vehicle such as a road vehicle, among other types of vehicles. Although the example applications of the power engine system 200 are described with reference to a vehicle, it should be noted that various types of power engines and vehicle propulsion systems can be used, including passenger cars, trucks, etc.

[0042] The power engine system 200 and / or other components of the vehicle 202 may be controlled by a control unit 212. The control unit 212 may be the same as or similar to the VSM 42 described above with reference to Fig. 1 is described. Thus, the control unit 212 can wirelessly receive data such as weather data and vehicle location data from one or more remote servers (e.g., the ones mentioned above with reference to Fig. 1 described remote servers 16) and can adjust the operation of one or more of the vehicle's components 202 based on the weather data received.

[0043] In the illustrated embodiment, the engine 210 is a turbocharged engine coupled to a turbocharger 213, which includes a compressor 214 driven by a turbine 216. Fresh air can be introduced into the engine 210 along an inlet path 242 via an air purifier 211 and flows to the compressor 214. In particular, fresh air entering the vehicle 202 can enter the engine system 200 and flow through the air purifier 211 on its way to the inlet distributor pipe 222. As such, air entering the engine system 200 can be forced through the air purifier 211 before flowing into the inlet distributor pipe 222. The air purifier 211 can also be referred to here as an air filter 211 and can filter out solids and / or clean the air supplied to the engine 210.

[0044] In some examples, the inlet path 242 can be positioned within a space of the vehicle 202 that houses the engine 210. Furthermore, the inlet path 242 can receive air entering the vehicle 202 through the radiator grille 248. Thus, some or all of the air entering the vehicle 202 through the radiator grille 248 can be directed to the engine 210 via the inlet path 242. In other examples, however, the inlet path 242 can contain its own source of airflow from outside the vehicle and can be in fluid communication with the ambient airflow outside the vehicle 202 through the radiator grille or other openings in the vehicle other than the radiator grille 248.

[0045] In further examples, the air purifier 211 can be a dual-mode air purifier and can draw in ambient airflow from two sources via more than one inlet duct. Thus, the air purifier 211 can draw in an airflow from a first source, such as the radiator grille 248, via the inlet duct 242. Additionally, in some examples, the air purifier 211 can be coupled with a secondary inlet duct 243 and can draw in an airflow from a second source, different from the first, via the secondary inlet duct 243. For example, the secondary inlet duct 243 can be a snorkel, providing fluid communication between the air purifier 211 and the ambient airflow outside the vehicle 202, and in particular with the ambient airflow that is vertically above the engine compartment relative to the ground in a road vehicle.

[0046] Depending on the engine operating conditions and ambient weather conditions, the air purifier 211 can draw air from either the inlet path 242, the secondary inlet path 243, or both. Specifically, the airflow into the air purifier 211 can be regulated by an inlet valve 272. The inlet valve 272 can be positioned in either the inlet path 242 or the secondary inlet path 243 to regulate the airflow. In yet another example, the inlet valve 272 can be a three-way valve and can be positioned at a junction of the inlet path 242 and the secondary inlet path 243. In yet another example, the inlet valve 272 can be contained within the air purifier 211.

[0047] The air purifier 211 can be operated in a protected first operating mode, in which it essentially draws the entire inlet airflow from the secondary inlet path 243 and not from the inlet path 242. Thus, in the protected first operating mode, the air purifier 211 can only draw inlet air from a snorkel and not from the ram air drawn in through the radiator grille 248. The air purifier 211 can be switched to a second operating mode with ram air, in which it draws the airflow from the inlet path 242. Switching the air purifier 211 between the first and second operating modes can be achieved by adjusting the valve 272. In yet other examples, the air purifier 211 can draw in an airflow from exhaust gases in the exhaust pipe 235 and, during the protected first operating mode, can only draw in the airflow from the exhaust pipe 235.

[0048] For example, if the valve 272 is positioned in the inlet path 242, the valve 272 can be set to a closed first position in the protected first operating mode of the air purifier 211, in which essentially no air flows through the inlet path 242, and as such, essentially all the air entering the power system 200 enters through the secondary inlet path 243. The valve 272 can be set to an open second position in a second ram air operating mode of the air purifier 211, in which air enters the air purifier 211 from both the inlet path 242 and the secondary inlet path 243.

[0049] The compressor 214 can be a suitable intake air compressor, such as an engine-driven or driveshaft-driven supercharger compressor. In the power engine system 200, the compressor is shown as a turbocharger compressor mechanically coupled to the turbine 216 via a shaft 219, the turbine 216 being driven by the expanding exhaust gases of the power engine. 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), the turbine geometry being actively varied as a function of the power engine speed and other operating conditions.

[0050] As in Fig. Figure 2 shows the compressor 214 coupled to the charge air cooler (CAC) 218 ​​and the throttle valve (e.g., intake throttle) 220. The CAC 218 can be, for example, an air-to-air or an air-to-coolant heat exchanger. The throttle valve 220 is coupled to the engine intake manifold 222. Hot compressed air from the compressor 214 enters the inlet of the CAC 218, cools as it passes through the CAC 218, and then exits to pass through the throttle valve to the intake manifold 222. The ambient airflow 246 from outside the vehicle 202 can enter the engine 210 through a radiator grille 248 at the front of the vehicle and pass over the CAC 218 to help cool the charge air. Condensation can form and accumulate in the CAC 218 when the ambient air temperature drops or during humid or rainy weather conditions, with the charge air being cooled below the water dew point.In one example, the cool ambient airflow to the CAC 218 can be controlled by the radiator grille cover system 260, thus reducing condensation and engine misfires. In another example, the source of ambient air entering the engine intake can be adjusted by modifying the relative volume of air flowing through the intake path 242 and the secondary intake path 243 (e.g., by adjusting valve 272).

[0051] In the Fig. In the embodiment shown in Figure 2, the power system 200 can include an ambient temperature sensor 221 for measuring the temperature of the ambient air introduced into the power system 200. For example, the temperature sensor 221 can be positioned between the air purifier 211 and the compressor 214. Furthermore, a humidity sensor 229 can be included between the air purifier 211 and the compressor 214 for measuring the relative humidity of the ambient airflow entering the power system 200. For example, the humidity sensor 229 can be a variable-voltage oxygen sensor that operates at a lower first voltage, at which water molecules are not dissociated, and then at a higher second voltage, at which water molecules are dissociated. The humidity of the ambient air can then be estimated based on the difference in the outputs from the sensor 229 at the two voltages.Thus, the power machine system 200 can be equipped with sensors for measuring and / or estimating ambient temperature and humidity. However, it should be noted that in other examples, the power machine system 200 may not include sensor 211 and / or sensor 229, and that in some examples, the control unit 212 can estimate the ambient temperature and / or humidity based on wirelessly received weather data. In still other examples, the control unit 212 can estimate the ambient temperature and / or humidity based on a combination of the wirelessly received weather data and outputs from sensors 221 and 229.

[0052] In the Fig. In the embodiment shown in Figure 2, the air charge pressure within the intake manifold can be sensed by the intake manifold pressure sensor (MAP sensor) 224, and boost pressure can be sensed by the boost pressure sensor 227. However, in some examples, the sensor 224 and / or the sensor 227 may not be included in the engine system 200. A compressor bypass valve (not shown) may be coupled in series between the inlet and outlet of the compressor 214. The compressor bypass valve may be a normally closed valve configured to open under selected operating conditions to relieve excessive boost pressure. For example, the compressor bypass valve may be open during the decreasing engine speed condition to prevent pressure surges in the compressor.

[0053] Additional sensors, such as an intake manifold charge temperature sensor (MCT sensor) and an air charge temperature sensor (ACT) 225, may be included to determine the intake air temperature at their respective locations in the intake path. In other examples, however, the sensor 223 and / or the sensor 225 may not be included in the power unit system 200. In some examples, the MCT and ACT sensors may be thermistors, and the thermistor output may be used to determine the intake air temperature in the path 242. The MCT sensor 223 may be positioned between the throttle 220 and the intake valves of the combustion chambers 231. The ACT sensor 225 may be located upstream of the CAC 218, as shown; however, in alternative embodiments, the ACT sensor may be positioned upstream of the compressor 214.Furthermore, the air temperature can be used together with the engine coolant temperature, for example, to calculate the amount of fuel supplied to the engine.

[0054] The intake manifold 222 is coupled to a series of combustion chambers 231 via a series of intake valves (not shown). In the Fig. In the example shown, the engine 210 contains four combustion chambers 231. However, it should be noted that in other examples the engine 210 may contain more or fewer than four combustion chambers 231.

[0055] The fuel injectors 271 are shown to be directly coupled to the combustion chambers 231 for injecting fuel directly into them in proportion to the pulse width of the FPW signal received by the control unit 212. In this way, the fuel injectors 271 provide what is known as direct injection of fuel into the combustion chambers 231; however, it is noted that port injection is also possible. Fuel can be supplied to the fuel injectors 271 by a fuel system (not shown) comprising a fuel tank, a fuel pump, and a fuel distributor. Thus, each of the combustion chambers 231 can contain a fuel injector, and as such, in the example of Fig. Figure 2 shows four fuel injectors 271. However, it should be noted that the number of fuel injectors may be greater or less than four, depending on the number of combustion chambers 231 contained in the engine 210.

[0056] In a process called ignition, the injected fuel is ignited by known ignition devices such as a spark plug 273, resulting in combustion. Thus, each of the combustion chambers 231 can contain a spark plug 273. Each spark plug 271 can provide an electrical spark that initiates the combustion of the air-fuel mixture in each of the corresponding combustion chambers 231. The time at which the spark plug 273 provides the electrical spark to initiate combustion can be called the ignition timing. In particular, the ignition timing can be the point during piston movement at which the spark plug 273 provides the electrical spark. The ignition timing can be controlled by the control unit 212.In some examples, the ignition timing can be controlled so that the spark provided by the spark plug 273 occurs before (advanced) or after (retarded) the time specified by the manufacturer. For example, the ignition timing can be retarded from the point of maximum braking torque (MBT timing) to control knocking, or advanced under conditions of high humidity. The MTB timing can refer to the ignition point that occurs during the compression stroke (in a four-stroke engine) of the piston before the piston reaches top dead center (TDC). The ignition timing can be adjusted to a position later in the piston's compression stroke relative to the MTB by retarding the ignition timing. Conversely, the ignition timing can be adjusted to a position earlier in the piston's compression stroke relative to the MTB by advancing the ignition timing.

[0057] Although in the example of Fig. Figure 2 shows a gasoline spark-ignition internal combustion engine. It should be noted that in some examples, the engine system 200 may also be configured as a diesel engine and, as such, may not include a spark plug 273. Thus, in some examples, the engine 210 may be configured as a compression-ignition engine using diesel fuel.

[0058] The combustion chambers 231 are further coupled to the exhaust manifold 236 via a series of exhaust valves (not shown). Combustion products from the combustion chambers 231 can be expelled through the exhaust manifold 236. In the illustrated embodiment, a single exhaust manifold 236 is shown. In other embodiments, however, the exhaust manifold 236 can contain multiple exhaust manifold sections. Configurations featuring multiple exhaust manifold sections can allow outflows from different combustion chambers to be directed to different locations in the powertrain system. The wideband oxygen sensor (UEGO sensor) 256 is shown coupled to the exhaust manifold 236 above the turbine 216. Alternatively, a dual-state exhaust oxygen sensor can replace the UEGO sensor 256.

[0059] As in Fig. As shown in Figure 2, the exhaust gas from one or more exhaust manifold sections is directed to the turbine 216 to drive it. If reduced turbine torque is desired, a portion of the exhaust gas can instead be routed through a boost pressure control valve (not shown), bypassing the turbine. The combined flow from the turbine 216 and the boost pressure control valve then flows through the emission control device 270. In general, one or more emission control devices 270 can include one or more exhaust aftertreatment catalysts configured to catalytically treat the exhaust gas flow, thereby reducing the amount of one or more substances in the exhaust gas stream.

[0060] Part or all of the treated exhaust gas from the emission control device 270 can then be released into the atmosphere via the exhaust line 235. However, depending on the operating conditions, some exhaust gases can instead be routed to an exhaust gas recirculation (EGR) path 251 via the EGR cooler 250 and the EGR valve 252 to the inlet of the compressor 214. In this way, the compressor 214 is configured to draw exhaust gas taken from downstream of the turbine 216. The EGR valve 252 can be opened to allow a controlled amount of cooled exhaust gas into the compressor inlet for desired combustion and emission control performance. In this way, the engine system 200 is designed to provide external low-pressure EGR (LP-EGR). The rotation of the compressor 214, in addition to the relatively long LP-EGR flow path in the power engine system 200, provides homogenization of the exhaust gas into the intake air charge.Furthermore, the arrangement of EGR extraction and mixing points provides effective cooling of the exhaust gas for increased available EGR mass and improved performance. In other embodiments, the EGR system can be a high-pressure EGR system with an EGR passage 251 connecting upstream of the turbine 216 to downstream of the compressor 214. In some embodiments, the MCT sensor 223 can be positioned to determine the intake manifold charging temperature and can contain air and exhaust gas recirculated through the EGR passage 251.

[0061] The motor vehicle 202 further includes a cooling system 204, which circulates coolant through the internal combustion engine 210 to absorb waste heat, and distributes the heated coolant to a radiator 280 and / or a heating element 290 via the coolant lines 282 and 284, respectively. In particular, it shows Fig. 2 The cooling system 204, which is coupled to the engine 210, circulates engine coolant from the engine 210 to the radiator 280 via the engine-driven water pump 286 and back to the engine 210 via the coolant line 282. The engine-driven water pump 286 can be coupled to the engine via the front auxiliary drive (FEAD) 288 and rotated proportionally to the engine speed via a belt, chain, etc. Specifically, the engine-driven water pump 286 circulates coolant through passages in the engine block, head, etc., to absorb engine heat, which is then transferred to the ambient air via the radiator 280.In an example where the water pump 286 driven by the engine is a centrifugal pump, the pressure produced (and the resulting flow) can be proportional to the crankshaft speed, which in the example of . Fig. 2 is directly proportional to the engine speed. In another example, a motor-driven pump can be used, which can be adjusted independently of the engine's rotation. The coolant temperature (e.g., the engine coolant temperature, ECT) can be regulated by a thermostatic valve 238 located in the cooling line 282, which can be kept closed until the coolant reaches a threshold temperature. In some examples, the ECT can be determined based on the opening of the thermostatic valve. In other examples, a temperature sensor 239 can be positioned in the cooling line to measure the ECT. As such, the temperature sensor 239 can be positioned upstream or downstream of the thermostatic valve 238. However, in other examples, the temperature sensor 239 may not be included in the engine system 200.

[0062] The engine system 200 may include an electric fan 292 for directing the cooling airflow to the CAC 218, the engine cooling system 204, or other engine system components. In some embodiments, the electric fan 292 may be an engine cooling fan. The engine cooling fan may be coupled to the radiator 280 to maintain airflow through the radiator 280 when the vehicle 202 is moving slowly or is stopped while the engine is running. The fan speed or direction may be controlled by a control unit 212. In one example, a radiator grille cover system 260 may adjust the positions of the radiator grille covers 244 by opening or closing the grille covers 244 to allow ambient air to enter the vehicle through a radiator grille 248.The radiator grille covers 244, located in front of the CAC 218, can be operated adaptively and / or continuously adjusted to cool the CAC 218.

[0063] Coolant can flow through coolant line 282, as described above, and / or through coolant line 284 to the heating element core 290, where heat can be transferred to the passenger compartment 206, and the coolant flows back to the engine 210. In some examples, the water pump 286, driven by the engine, can operate to circulate the coolant through both coolant lines 282 and 284.

[0064] Fig. Figure 2 further shows a control system 228. The control system 228 can be communicatively coupled with various components of the power machine system 200 in order to execute the control routines and processes described here. For example, as shown in Fig. As shown in Figure 2, the control system 228 includes the electronic digital control unit 212. The control unit 212 can be a microcomputer containing a microprocessor unit, input / output ports, an electronic storage medium for executable programs and calibration values, direct access memory, keep-alive memory, and a data bus. As shown, the control unit 212 can receive inputs from several sensors 230, user input devices, and / or sensors (such as transmission position, accelerator pedal input (e.g., pedal position), brake input, gear selector position, vehicle speed, engine speed, mass airflow through the engine, boost pressure, ambient temperature from the temperature sensor 221, ambient humidity from the humidity sensor 229, intake air temperature, fan speed, etc.), cooling system sensors (such as the ECT sensor 239, fan speed, passenger compartment temperature, ambient humidity, etc.).), CAC sensors 218 (such as CAC inlet air temperature, ACT sensor 225 and pressure, CAC outlet air temperature, MCT sensor 223, and pressure sensors 224 and 227, etc.) and others. Additionally, the control unit 212 can receive data from a GPS 234 and / or an in-vehicle communication and entertainment system 226 of the vehicle 202. In one embodiment, the control unit can determine a future ECT based on the ECT rate of change and estimate the first and second grille cover openings accordingly. The drag can be estimated at the two grille cover positions, and the control unit can estimate the final grille cover position (between the first and second grille cover positions) based on the estimated drag, as shown below with reference to . Fig. 3 is described further.

[0065] Furthermore, the control unit 212 can communicate with various actuators 232, which may include engine actuators (such as fuel injectors, an electronically controlled intake air throttle valve, spark plugs, etc.), cooling system actuators (such as air vents and / or diverter valves in the passenger compartment climate control system, etc.), the active radiator grille covers 244, 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 previously known but not specifically listed.

[0066] The radiator grille 248 of the motor vehicle 202 provides an opening (e.g., a grille opening, a bumper opening, etc.) for drawing in an ambient airflow 246 through or near the front of the vehicle and into the engine compartment. Such an ambient airflow 246 can then be used by the radiator 280, the electric fan 292, and other components to keep the engine and / or transmission cool. The radiator grille cover system 260 may include active grille covers (AGS) 244 configured to adjust the amount of airflow drawn in through the radiator grille 248. Furthermore, the ambient airflow 246 can dissipate heat from the vehicle's air conditioning system and can improve the performance of turbocharged / supercharged engines equipped with the CAC 218, which reduces the temperature of the air entering the intake manifold / engine.In one example, the electric fan 292 can be adjusted to further increase or decrease the airflow to the power machine components.

[0067] Now on to the Fig. Figures 3-8 show example procedures for adjusting engine operating parameters based on the outputs of the vehicle sensors and / or wirelessly received weather data. The procedures described below in the Fig. 3-8 can be stored in a non-volatile memory of a power engine control unit (e.g., the one described above in Fig. 2 described in control unit 212) and can be stored by the control unit based on outputs from various power unit and / or vehicle sensors, such as an ambient temperature sensor (e.g., the one described above in Fig. 2 temperature sensor 221) and an ambient humidity sensor (e.g. the one described above in Fig. The procedures described in section 2 (humidity sensor 229) can be carried out. Additionally or alternatively, the power unit control unit can execute the procedures based on wirelessly received weather data.

[0068] With a focus on Fig. Figure 3 describes a first method 300 for adjusting at least one engine operating parameter based on outputs from one or more engine sensors and / or wirelessly received weather data. Method 300 begins at Figure 302, which includes receiving outputs from one or more engine sensors corresponding to a weather parameter and / or engine operating conditions. The weather parameters may include measurements of the vehicle's environmental conditions, such as ambient humidity, ambient pressure, ambient temperature, amount of precipitation, type of precipitation, probability of precipitation, wind speed, wind direction, dew point, etc.

[0069] For example, the method described in 300 at 302 may include receiving outputs from the ambient temperature sensor corresponding to a measured temperature of the introduced air and / or outputs from the ambient humidity sensor corresponding to a measured humidity of the introduced air. In further examples, the method described in 300 at 302 may include receiving outputs from additional force machine sensors, such as various pressure sensors (e.g., those described above in Fig. 2 pressure sensors described 224, 227), oxygen sensors (e.g. the one described above in Fig. 2 described UEGO sensor 256) etc. received. Thus, at 302, the control unit can estimate the power machine operating conditions based on received outputs from the various power machine sensors.

[0070] Furthermore, in some examples, the method 300 at 302 may include generating models for predicted engine operating conditions based on the outputs received from the engine sensors. For example, the control unit may generate models for outlet temperatures and / or efficiencies of an intercooler (e.g., the one described above). Fig. 2 described CAC 218) and / or a cooler (e.g. the one described above in Fig. 2 cooler described in section 280). In particular, the models for the outlet temperatures and / or efficiency can be generated based on outputs from the power machine sensors, such as air temperatures estimated from one or more temperature sensors, pressure levels estimated from one or more pressure sensors, and humidity levels estimated from one or more humidity sensors. For example, the outlet temperature and / or efficiency models for the cooler can be generated based on one or more ambient air temperatures estimated from outputs from the ambient temperature sensor and / or coolant temperature estimates estimated from outputs from a coolant temperature sensor (e.g., the one described above in section 280). Fig. Future CAC outlet temperatures and efficiencies can be estimated based on one or more values ​​derived from a charge air temperature sensor, such as those described above in section 2. The temperature sensor 239 is estimated. Future CAC outlet temperatures and efficiencies can be estimated based on one or more values ​​derived from a charge air temperature sensor, such as the one described above. Fig. 2 temperature sensor 225) is estimated, a relative humidity as estimated based on outputs from the humidity sensor, and a boost pressure as estimated based on a boost pressure sensor (e.g. the one described above in Fig. The pressure sensor 227 described in section 2 can be estimated and modeled. Thus, method 300 at 302 can additionally include the prediction of future power engine operating conditions and / or weather parameters based on the outputs received from power engine sensors.

[0071] Procedure 300 then proceeds from 302 to 304, which includes determining the accuracy of each of the outputs from the force machine sensors received at 302. An example procedure for determining the accuracy of each of the outputs from the force machine sensors is given below with reference to Fig. 4 described. For example, the accuracy of outputs from the humidity sensor can be adjusted based on ambient humidity and secondary exhaust gas flow, such as the amount of exhaust gas recirculation. Procedure 300 can execute procedure 400 at 304, which is described below with reference to Fig. 4 is described. Thus, the procedure of Fig. 4 at 304 is executed as a subroutine of procedure 300.

[0072] Method 300 then proceeds from 304 to 306, which includes receiving weather data for at least the weather parameter measured by the one or more power machine sensors at 302. In particular, the weather data may contain estimates of environmental conditions measured by the power machine sensors at 302. For example, the weather data may contain estimates of one or more weather parameters, such as ambient temperature and ambient humidity. Thus, both power machine sensors included in the power machine system and the weather data may provide estimates of one or more weather parameters.

[0073] Method 300, as described in 306, can include receiving wireless weather data, wherein the weather data includes several different weather parameters, the weather parameters providing an indication of the environmental conditions surrounding the vehicle. As above with reference to Fig. As described in section 1, the weather data can be transmitted by the control unit via a wireless communication module (e.g., the one described above). Fig. 1 telematics unit 30) described above, which is received by one or more remote servers (e.g. the ones described above). Fig. 1 described in section 16) communicates with remote servers that receive weather data from weather service providers and / or weather stations. The weather data received at 306 may correspond to weather conditions at a location that is different from the vehicle's current geographic location (e.g., the one described above with reference to Fig. 2 described in vehicle 202) is the weather station closest to which the weather measurements were taken. Thus, at 306, the nearest available weather measurements to the current vehicle location can be received. As such, at 306, weather measurements can be received from the weather station closest to the current vehicle location. In other examples, the weather data received at 306 can correspond to predicted weather conditions at the current geographical location of the vehicle, where the predicted weather conditions can be estimated based on nearby weather measurements and one or more computer models.

[0074] After receiving the weather data at 306, procedure 300 then proceeds to 308, which involves determining the accuracy of the received weather data. An example procedure for determining the accuracy of the received weather data is given below with reference to Fig. 5 described. For example, the accuracy of the weather data may be based on the distance between the location where the weather data were measured and the current vehicle location. Procedure 300 may, at 308, execute procedure 500, which is described below with reference to Fig. 5 is described. Thus, the procedure can be 500 of Fig. 5 at 308 is executed as a subroutine of procedure 300.

[0075] Procedure 300 can then proceed from 308 to 310, which includes determining whether the accuracy of the weather data estimated at 308 is greater than the accuracy of the force machine sensor outputs determined at 304. Specifically, at 310, procedure 300 can include determining whether, for a particular weather parameter, the accuracy of the weather data is greater than the accuracy of the outputs from one or more force machine sensors. As an example, the control unit can determine whether the ambient temperature measurements obtained from the weather data are more accurate than the ambient temperature measurements obtained from the outputs of the ambient temperature sensor. As another example, the control unit can determine whether the ambient humidity measurement obtained from the weather data is more accurate than the ambient humidity measurement obtained from the outputs of the ambient humidity sensor.As another example, the control unit can determine whether the ambient pressure measurement obtained from the weather data is more accurate than the ambient pressure measurement obtained from the output of an ambient pressure sensor. It is noted that the foregoing examples are non-limiting examples of various weather parameters that can be measured by both a force-machine sensor and the received weather data, and that the accuracy of other weather parameters measured by both a force-machine sensor and the received weather data can be compared at 310 without departing from the scope of protection of Method 300. Thus, if measurements of a given weather parameter have been obtained from both the weather data and one or more force-machine sensors, Method 300 then proceeds to 310 and compares the accuracy of the two measurements.

[0076] Therefore, Method 300 can include receiving a first measurement of a first weather parameter from one or more power machine sensors, receiving a second measurement of the first weather parameter from wirelessly received weather data, determining the accuracies of each from the first and second measurements, and comparing the accuracies of the first and second measurements. As such, Method 300 can additionally include determining whether measurements for a given weather parameter have been received from both the weather data and one or more power machine sensors. If a measurement for the weather parameter has been obtained from only one of the weather data or the power machine sensors, then Method 300 can adjust at least one power machine operating parameter based on the received measurement.However, if measurements for a given weather parameter have been obtained from both the weather data and one or more engine sensors, procedure 300 can execute 310 and compare the accuracies of the two measurements. Furthermore, procedure 300 can proceed to compare the accuracy of the weather data with the outputs of one or more engine sensors for each weather parameter for which measurements have been obtained from both the weather data and the one or more vehicle sensors.

[0077] If, at 310, it is determined that the accuracy of the weather data is no greater than the accuracy of the outputs from the one or more engine sensors, then the procedure 300 may proceed from 310 to 312, which includes adjusting at least one engine operating parameter based on the outputs from the one or more engine sensors. In some examples, at 312, the procedure 300 may include not using the weather data to adjust at least one engine operating parameter. An engine operating parameter may consist of one or more of a fuel injection quantity, a fuel injection timing, an EGR mass flow rate, the position of an EGR valve (e.g., the one described above), or other parameters. Fig. 2 described EGR valve 252), an ignition timing, a feed air intake path through an air purifier (e.g. the one described above in Fig. 2 described air purifiers 211). The Fig. Figures 6-8 show example procedures for adjusting various engine operating parameters. For example, the EGR flow, and therefore the position of the EGR valve, can be adjusted based on the ambient humidity, as estimated from outputs from the ambient humidity sensor. Procedure 300 then returns to the previous step.

[0078] Returning to 310, if it is determined that the accuracy of the weather data is greater than the accuracy of the outputs from the one or more power machine sensors, the procedure 300 may then proceed from 310 to 314, which includes adjusting at least one power machine operating parameter based on the received weather data. In some examples, at 314, the procedure 300 may include not using outputs from one or more power machine sensors to adjust the at least one power machine operating parameter. The procedure 300 then returns.

[0079] Jumping back to 308, the procedure can additionally or alternatively continue from 308 to 313, where procedure 300 at 313 includes determining whether the weather data accuracy is less than a threshold. Thus, in some examples, procedure 300 can continue from 308 to 313 instead of continuing to 310. As explained in more detail below with reference to Fig. As described in section 5, weather data accuracy may be reduced if one or more of the distances between the vehicle and the weather measurement location exceed a threshold, a microclimate is detected, and the time elapsed since the last weather data update exceeds a threshold. Thus, in some examples, if one or more of the distances between the vehicle and the weather measurement location exceed a threshold, a microclimate is detected, and the time elapsed since the last weather data update exceeds a threshold, the weather data accuracy may fall below the threshold.In other examples, however, the weather data accuracy may fall below the threshold if two or more of the distances between the vehicle and the weather measurement location are greater than a threshold, a microclimate is detected, and the time elapsed since the last weather data update is greater than a threshold. In still other examples, the weather data accuracy may fall below the threshold if the distance between the vehicle and the weather measurement location is greater than a threshold, a microclimate is detected, and the time elapsed since the last weather data update is greater than a threshold.

[0080] In further examples, the amount by which weather data accuracy is reduced can depend on the vehicle's distance from the nearest weather station, the severity of the microclimate (e.g., how different the microclimate is from the surrounding climate), and the time elapsed since the weather data was last updated. Specifically, weather data accuracy may be reduced to a greater extent for larger distances between the vehicle and the nearest weather station, more severe microclimates, and longer periods without a weather data update. Thus, in some examples, weather data accuracy may fall below the threshold depending on the vehicle's distance from the nearest weather station, the time elapsed since the weather data was last updated, and whether or not the vehicle is located within a microclimate.

[0081] If the weather data accuracy at 313 is less than the threshold, then procedure 300 can proceed from 313 to 312, and at least one engine operating parameter can be adjusted based on sensor outputs. Thus, if the weather data accuracy is less than the threshold, the weather data cannot be used to adjust the at least one engine operating parameter. In other words, if the weather data accuracy is determined to be less than the threshold, the procedure can include adjusting at least one engine operating parameter based solely on engine sensor outputs. Procedure 300 then reverts.

[0082] However, if it is determined in 313 that the weather data accuracy is not less than the threshold in 313, then procedure 300 to 315 can proceed, which includes determining whether the power machine sensor accuracy is less than a threshold. For example, as detailed below with reference to Fig. As explained in section 4, the accuracy of each power unit and / or vehicle sensor can be independently evaluated, depending on different power unit operating conditions and / or environmental conditions. For example, the accuracy of outputs from the humidity sensor can be adjusted based on one or more factors, such as the ambient humidity level, secondary gas flow rate, etc. Similarly, the accuracy of outputs from the temperature sensor can be adjusted based on one or more factors, such as the power unit room temperature, the power unit temperature, the ambient temperature, etc.

[0083] If, at step 315, it is determined that the sensor accuracy is less than the threshold, then procedure 300 can proceed from 315 to 314, and at least one power engine operating parameter can be adjusted based on the weather data. Thus, if the sensor accuracy is less than the threshold, the sensor outputs cannot be used to adjust the at least one power engine operating parameter. In other words, if it is determined that the sensor accuracy is less than the threshold, the procedure can include adjusting at least one power engine operating parameter based solely on the wirelessly received weather data. Procedure 300 then reverts.

[0084] However, if it is determined in 315 that the sensor accuracy is not less than the threshold, then procedure 300 can proceed from 315 to 316, which involves fitting an estimate of the weather parameter based on the relative accuracies of the weather data parameters and outputs from the one or more power machine sensors. As such, in some examples, procedure 300 can use both the weather data and the outputs from the one or more power machine sensors to estimate the weather parameter, instead of using either the weather data or the outputs from the one or more power machine sensors, as described above in 312 and 314.

[0085] In 316, the procedure 300 comprises combining the first measurement of the weather parameter, obtained from outputs from the one or more force machine sensors, with the second measurement of the weather parameter, obtained from the weather data, into a fitted third estimate of the weather parameter. Combining the first and second measurements of the weather parameter may include averaging the two measurements. In further examples, the combining may include forming a weighted average, adjusting the relative weights of the two measurements based on the accuracy of each. For example, the fitted third estimate may be closer to the first measurement than to the second if the accuracy of the first measurement is greater than the accuracy of the second measurement.The third estimate can be more easily adjusted based on the accuracies of the first and second measurements, weighting the third estimate more heavily towards the first or second measurement with the higher accuracy. Furthermore, the weighting of the first and second measurements can be adjusted based on one or more previous measurement accuracies, measurement accuracy trends, and / or future predicted measurement accuracies.

[0086] After adjusting the weather parameter estimate based on the relative accuracies of the weather data and outputs from the one or more power machine sensors at 316, the method 300 can then proceed to 318, which includes adjusting at least one power machine operating parameter based on the adjusted weather data estimate obtained at 316. Thus, at 318, the method 300 can include adjusting at least one power machine operating parameter based on the weather data and the outputs from the one or more power machine sensors. In particular, at 318, the method 300 includes adjusting at least one power machine operating parameter based on the adjusted third estimate of the weather parameter, wherein the third estimate of the weather parameter is determined based on both the weather data and outputs from the one or more power machine sensors.Procedure 300 then jumps back.

[0087] It is noted that a given estimate of a weather parameter, such as ambient temperature, can be used to adjust more than one engine operating parameter. For example, ambient humidity can be used to adjust the EGR flow and ignition timing. It is also noted that a given engine operating parameter can be adjusted based on more than one weather parameter. For example, the EGR flow can be adjusted based on ambient humidity, ambient temperature, dew point, rainfall amounts, etc. As such, the weather parameters used to adjust a single engine operating parameter can be obtained from one or more engine sensors or weather data, or both.For example, a power machine operating parameter can be adjusted based on one or any combination of the following: one or more first weather parameters estimated based solely on outputs from one or more power machine sensors, one or more second weather parameters estimated based solely on received weather data, and one or more third weather parameters estimated based on a combination of the outputs from one or more power machine sensors and the received weather data.

[0088] Thus, in one example, a power machine operating parameter can be adjusted based on one or more primary weather parameters estimated solely from outputs from one or more power machine sensors. In other examples, a power machine operating parameter can be adjusted based on one or more secondary weather parameters estimated solely from received weather data. In yet another example, a power machine operating parameter can be adjusted based on one or more tertiary weather parameters estimated from a combination of outputs from one or more power machine sensors and received weather data.In yet another example, a power machine operating parameter can be adjusted based on one or more primary weather parameters estimated solely from outputs from one or more power machine sensors, as well as on one or more secondary weather parameters estimated solely from received weather data. In yet another example, a power machine operating parameter can be adjusted based on one or more primary weather parameters estimated solely from outputs from one or more power machine sensors, as well as on one or more third weather parameters estimated from a combination of the outputs from one or more power machine sensors and the received weather data.In further examples, a power machine operating parameter can be adjusted based on one or more secondary weather parameters estimated solely from received weather data, as well as on one or more tertiary weather parameters estimated from a combination of outputs from one or more power machine sensors and the received weather data. As yet another example, a power machine operating parameter can be adjusted based on one or more primary weather parameters estimated solely from outputs from one or more power machine sensors, one or more secondary weather parameters estimated solely from received weather data, and one or more tertiary weather parameters estimated from a combination of outputs from one or more power machine sensors and the received weather data.

[0089] In this way, a method may include receiving a first measurement of a first weather parameter from one or more power machine sensors, receiving a second measurement of the first weather parameter from wirelessly received weather data, determining accuracies of each from the first and second measurements, comparing the accuracies of the first and second measurements, and adjusting at least one power machine operating parameter based on the first measurement and / or the second measurement.

[0090] Now continue to Fig. Figure 4 shows an example method 400 for determining the accuracy of outputs from one or more force machine sensors configured to measure a weather parameter. Method 400 can be derived from Figure 304 above in Fig. The procedure described in section 300 can be continued and can therefore be executed as a subroutine of procedure 300 at 304.

[0091] Procedure 400 begins at 402, which includes determining whether precipitation is occurring. Precipitation may include one or more types of rain, snow, ice, hail, etc. Furthermore, Procedure 400 at 402 may additionally include determining whether the precipitation is imminent (e.g., will occur within a threshold duration). In particular, Procedure 400 at 402 includes determining whether the precipitation is occurring at the vehicle's current geographic location. Wirelessly received weather data may be used to determine whether precipitation is occurring. Furthermore, the received weather data may include the type and amount of precipitation (e.g., volumetric flow rate, mass flow rate, etc.).

[0092] If precipitation is determined at 402, procedure 400 then proceeds from 402 to 406, which involves reducing the accuracy of the estimated and / or predicted CAC and / or cooler outlet temperature and / or efficiency models. Thus, at 406, the accuracies of one or more of the estimated and / or predicted CAC and / or cooler outlet temperature and efficiency models, which were determined at 302 of procedure 300, may be reduced. Fig. The predicted efficiency models generated by procedure 300 in step 302 may be based on outputs from one or more power engine sensors that do not account for the effects of precipitation on CAC and / or cooler efficiency. Thus, as precipitation increases, the accuracy of the predicted efficiency models for the CAC and / or cooler based on outputs from the power engine sensors may decrease. For example, CAC and / or cooler efficiency may increase with increasing precipitation levels. Therefore, the predicted CAC and / or cooler efficiency models generated based on outputs from the one or more power engine sensors may underestimate the actual CAC and / or cooler efficiency as precipitation increases.

[0093] In some examples, the accuracy of the predicted models can be reduced by a preset amount at 406. In other examples, however, the amount by which the accuracy of the predicted models is reduced can be based on the amount of precipitation. In particular, the accuracy of the predicted models can be reduced to a greater extent at higher precipitation intensities.

[0094] Furthermore, the procedure described in 400 and 406 may additionally include adjusting one or more CAC and / or cooler outlet temperature and / or efficiency models based on precipitation information obtained from wirelessly received weather data. Specifically, the models may be adjusted based on one or more precipitation amounts, precipitation types, and future precipitation models. In particular, the adjustment may include increasing the predicted efficiencies of one or more CAC and cooler models for increased precipitation intensities. This may increase the accuracy of estimates of CAC and / or cooler outlet temperatures and / or efficiency models. By increasing the accuracy of estimated CAC and / or cooler efficiencies, power engine operating parameters such as...Fuel injection quantity, fuel injection timing, ignition timing, dilution ratios, EGR flow and charging can be controlled more precisely to desired levels, thus increasing engine power and reducing emissions.

[0095] Procedure 400 can then proceed from 406 to 408, which includes determining whether an engine compartment temperature is greater than a higher first threshold. Alternatively, procedure 400 can proceed directly from 402 to 408 if 402 determines that no precipitation occurs. The engine compartment temperature may be the temperature of a section or space of a vehicle (e.g., the one described above). Fig. 2 described vehicle 202), which is powered by a motor (e.g. the one described above in Fig. 2 described power machine 210) and / or additional components of a power machine system (e.g. the one described above in Fig. 2 described power machine system 200). As above with reference to Fig. As described in section 2, the temperature can be estimated based on outputs from one or more temperature sensors included in the power machine system (e.g., temperature sensors 221, 225, and 223). The higher first threshold can be a preset temperature that may be stored in the non-volatile memory of the control unit.

[0096] If the engine room temperature is greater than the higher first threshold, then Procedure 400 continues from 408 to 412, which involves reducing the accuracy of the outputs from the ambient temperature sensor. The ambient temperature sensor may be affected by the engine room temperature. In particular, the accuracy of the sensor may be reduced at engine room temperatures above the higher first threshold. Thus, the accuracy assigned to the outputs of the temperature sensor may be reduced when the engine room temperature is greater than the higher first threshold. In some examples, the accuracy of the outputs of the temperature sensor may be reduced by a preset amount. In some examples, the preset amount may be such that the accuracy of the ambient temperature sensor is reduced to below the value described above in 315 of Procedure 300. Fig. The threshold described in section 3 is reduced. Thus, in some examples, if the engine room temperature is greater than the higher first threshold, the accuracy of the ambient temperature sensor may fall below the threshold described above in section 315 of procedure 300. Fig. The threshold described in section 3 should be below the threshold value.

[0097] In other examples, however, the amount by which the accuracy of the ambient temperature sensor is reduced may be based on the engine room temperature, with the accuracy being reduced to a greater extent for increasing engine room temperatures above the higher first threshold.

[0098] Returning to 408, if it is determined that the engine room temperature is not greater than the higher first threshold, procedure 400 can continue from 408 to 414, which includes determining whether the engine room temperature is less than a lower second threshold. As described above, the ambient temperature sensor can be affected by the engine room temperature. In particular, the accuracy of the sensor may be reduced at engine room temperatures below the lower second threshold. Thus, if it is determined at 414 that the engine room temperature is less than the lower second threshold, procedure 400 can then continue from 414 to 412, reducing the accuracy of the ambient temperature sensor outputs.

[0099] Thus, the accuracy assigned to the temperature sensor outputs can be reduced at 412 if the engine room temperature is less than the lower second threshold. In some examples, the accuracy of the temperature sensor outputs can be reduced by a preset amount at 412. In some examples, the accuracy of the temperature sensor outputs can be reduced by a preset amount. In some examples, the preset amount can be such that the accuracy of the ambient temperature sensor is reduced to below that described above in 315 of Procedure 300. Fig. The threshold described in section 3 is reduced. Thus, in some examples, if the engine room temperature is lower than the lower second threshold, the accuracy of the ambient temperature sensor may be below that described above in section 315 of procedure 300. Fig. The threshold described in section 3 should be below the threshold value.

[0100] In other examples, however, the amount by which the accuracy is reduced may be based on the engine room temperature, with the accuracy being reduced to a greater extent for decreasing engine room temperatures below the lower second threshold.

[0101] However, if in 414 it is determined that the engine room temperature is not less than the lower second threshold and that the engine room temperature is therefore between the higher first and the lower second threshold, then procedure 400 can proceed from 414 to 416, which includes adjusting the accuracy of the temperature sensor outputs based on the engine room temperature. Thus, in some examples, in 416 the accuracy of the temperature sensor outputs, which in 304 of the preceding in Fig. The accuracy of the temperature sensor outputs, as determined in the procedure described in section 300, can be maintained at approximately the same level. However, in other examples, the accuracy of the temperature sensor outputs, determined in section 304, can be adjusted based on changes in the engine room temperature between the first and second thresholds. For example, the accuracy of the temperature sensor may depend on the actual temperature level. The control unit may include a lookup table that contains a relationship between temperature levels and temperature sensor accuracies. Thus, the control unit can use the lookup table to adjust the accuracy of the sensor based on the measured temperature.

[0102] Procedure 400 then proceeds from either 416 or 412 to 418, which involves determining whether the ambient humidity is greater than a threshold value. The ambient humidity can be measured by a humidity sensor (e.g., the one described above). Fig. The humidity can be estimated using the humidity sensor 229 (described in section 2), which is included in the power machine system. Additionally or alternatively, the humidity can be estimated based on wirelessly received weather data. The threshold at 418 can be a preset threshold stored in the non-volatile memory of the control unit. However, in some examples, the threshold at 418 can be adjusted based on power machine operating conditions, such as the power machine room temperature. Thus, the extent to which humidity affects the accuracy of the humidity sensor can depend on the power machine operating conditions.

[0103] The ambient humidity sensor can be affected by humidity. In particular, the accuracy of the sensor may be reduced at humidity levels above the threshold. Thus, if it is determined at 418 that the humidity is greater than the threshold, procedure 400 can then proceed from 418 to 420, which involves reducing the accuracy assigned to the humidity sensor. In some examples, at 420, the accuracy of the ambient humidity sensor outputs can be reduced by a preset amount. In some examples, the preset amount can be such that the accuracy of the ambient humidity sensor is reduced to below the level described above in 315 of procedure 300. Fig. The threshold described in section 3 is reduced. Thus, in some examples, if the ambient humidity is greater than the threshold, the accuracy of the ambient humidity sensor may be reduced to below the value described above in section 315 of procedure 300. Fig. The threshold described in section 3 will be reduced.

[0104] In other examples, however, the amount by which the accuracy of the ambient humidity sensor is reduced can be based on the ambient humidity, with the accuracy being reduced to a greater extent for increasing humidity levels above the threshold.

[0105] Returning to 418, if it is determined that the humidity is not greater than the threshold, procedure 400 can then proceed from 418 to 422, which involves adjusting the accuracy of the humidity sensor based on the estimated humidity. Thus, in some examples, at 422, the accuracy of the ambient humidity sensor outputs, which is determined at 304 of the preceding section, can be adjusted. Fig. The accuracy determined in the procedure described in section 300 is maintained at approximately the same level. However, in some examples, the accuracy of the humidity sensor outputs determined in section 304 can be adjusted based on changes in humidity. For example, the accuracy of the humidity sensor may depend on the actual humidity level. The control unit may contain a lookup table that establishes a relationship between humidity levels and humidity sensor accuracies. Thus, the control unit can use the lookup table to adjust the sensor's accuracy based on the measured humidity.

[0106] Procedure 400 can then proceed from either 422 or 420 to 424, which involves determining whether a secondary gas flow is greater than a threshold. The secondary gas flow may exceed the gas flow into the inlet manifold (e.g., the one described above). Fig. 2 described in the intake manifold 222) of the engine system from a source other than the ambient airflow through the air cleaner. Thus, the secondary gas flow may include one or more from low-pressure exhaust gas recirculation (LP-EGR), high-pressure exhaust gas recirculation (HP-EGR), positive crankcase ventilation (PCV) gases, fuel vapor purge gases from an evaporative emissions control (EVAP) system, etc. The amount of EGR flow may be determined based on the position of an EGR valve (e.g., the one described above with reference to Fig. 2 EGR valve 252 described above), which in an EGR cycle (e.g. the one described above) Fig. 2 described passage 251), is positioned, a pressure difference across the valve, a difference in pressure between the location where the EGR passage meets an exhaust gas passage (e.g. the one described above with reference to Fig. 2 exhaust line 235) is coupled, and an inlet passage (e.g. the one described above in Fig. 2 described in the intake passage 242), etc. The PCV flow can be estimated based on the position of a PCV valve and a pressure differential between a crankcase and the intake manifold. The scavenging flow can be estimated based on the position of a tank venting valve (CPV) and / or a pressure differential between a fuel vapor reservoir and the intake manifold. In some examples, the threshold at 424 may represent a preset secondary gas flow rate (e.g., a mass flow rate or a volume flow rate). However, in other examples, the threshold at 424 may be adjusted based on engine operating conditions such as humidity, dilution ratio, ignition timing, CAC efficiency, etc.

[0107] If, at 424, the secondary gas flow is greater than the threshold, procedure 400 can proceed from 424 to 426, which involves reducing the accuracy assigned to the humidity sensor. In some examples, at 426, the accuracy of the humidity sensor outputs can be reduced by a preset amount. In some examples, the preset amount can be such that the accuracy of the ambient humidity sensor is reduced to below that described above in 315 of procedure 300. Fig. The threshold described in section 3 is reduced. Thus, in some examples, if the ambient humidity is greater than the threshold, the accuracy of the ambient humidity sensor may be reduced to below the value described above in section 315 of procedure 300. Fig. The threshold described in section 3 will be reduced.

[0108] In other examples, however, the amount by which the accuracy is reduced may be based on the secondary gas flow rate, with the accuracy being reduced to a greater extent for increasing secondary gas flow rates above the threshold.

[0109] In further examples, the accuracy of the humidity sensor can only be reduced to below the threshold value, as above in 315 of procedure 300 in Fig. 3 is described when both the humidity is greater than the threshold and the secondary gas flow is greater than the threshold.

[0110] Returning to 424, if it is determined that the secondary gas flow rate is not greater than the threshold, procedure 400 can then proceed from 424 to 428, which involves adjusting the accuracy of the humidity sensor based on the secondary gas flow rate. Thus, in some examples, at 428, the accuracy of the ambient humidity sensor outputs, which is determined at 304 of the above in Fig. The accuracy determined in the procedure described in section 300 is maintained at approximately the same level. However, in some examples, the accuracy of the humidity sensor outputs determined in section 304 can be adjusted based on changes in the secondary gas flow rate. For example, the accuracy of the humidity sensor may depend on the actual secondary gas flow rate. The control unit may include a lookup table that provides a relationship between secondary gas flow rates and humidity sensor accuracies. Thus, the control unit can use the lookup table to adjust the sensor's accuracy based on the measured secondary gas flow rate.

[0111] Procedure 400 can then proceed from either 426 or 428 to 430, which involves determining whether the wind speed is greater than a threshold. Wind speed can represent the speed (e.g., velocity and direction) of the wind relative to a stationary observer. In other examples, wind speed can represent the relative speed of the wind with respect to the vehicle when the vehicle is moving. Wind speed can be estimated based on wirelessly received weather data and / or estimates of the current vehicle speed. The wind speed threshold can represent a preset wind speed stored in the control unit's non-volatile memory.If, at step 430, it is determined that the wind speed is greater than the threshold, the procedure can proceed from 430 to 432, which involves reducing the accuracy of the estimated and / or predicted CAC and / or cooler outlet temperature and / or efficiency models. Thus, at step 432, the accuracies of one or more of the estimated and / or predicted CAC and / or cooler outlet temperature and the efficiency models, which were determined at step 302 of procedure 300, can be reduced. Fig. The predicted efficiency models generated by Procedure 300 in Procedure 302 may be based on outputs from one or more force machine sensors that do not account for the effects of wind speed on CAC and / or cooler efficiency. Thus, as wind speed increases, the accuracy of the predicted efficiency models for the CAC and / or cooler based on outputs from the force machine sensors may decrease. For example, CAC and / or cooler efficiency may increase with increasing wind speeds. Therefore, the predicted CAC and / or cooler efficiency models generated based on outputs from the one or more force machine sensors may underestimate the actual CAC and / or cooler efficiency as wind speed increases.

[0112] In some examples, the accuracy of the predicted models can be reduced by a preset amount at 432. In other examples, however, the amount by which the accuracy of the predicted models is reduced can be based on wind speed. In particular, the accuracy of the predicted models can be reduced to a greater extent at higher wind speeds.

[0113] Furthermore, the procedure described in 400 in 406 may additionally or alternatively include adjusting one or more of the CAC and / or radiator outlet temperature and / or efficiency models based on wind speed information obtained from wirelessly received weather data. Specifically, the models may be adjusted based on one or more of the wind speed, wind direction, vehicle speed, vehicle heading and future wind speed, and vehicle trajectory models. In particular, the adjustment may include increasing the predicted efficiencies of one or more of the CAC and radiator models for increasing relative wind and vehicle speeds. This may increase the accuracy of estimates of the CAC and / or radiator outlet temperatures and / or efficiency models.By increasing the accuracy of estimated CAC and / or cooling efficiencies, engine operating parameters such as fuel injection quantity, fuel injection timing, ignition timing, dilution ratios, EGR flow, and boost pressure can be controlled more precisely to desired levels, thus increasing fuel efficiency and engine performance while reducing emissions. Procedure 400 then reverts.

[0114] Returning to step 430, if the wind speed at step 430 is not greater than the threshold, procedure 400 continues from step 430 to step 434, which involves adjusting the accuracy of the predicted CAC and / or radiator outlet temperature and / or efficiency models based on the wind speed. Specifically, the accuracy can be adjusted based on the relative speed between the vehicle and the ambient airflow. The control unit may include a lookup table that provides a relationship between relative wind speeds and CAC and / or radiator efficiency and / or outlet temperature model accuracies. Thus, the control unit can use the lookup table to adjust the accuracy of one or more of the models based on the wind speed. Procedure 400 then returns to step 434.

[0115] In this way, a method may involve adjusting the accuracy of an initial measurement of a first weather parameter, wherein the initial measurement is obtained from one or more power machine sensors, based on one or more power machine operating conditions and / or one or more environmental conditions. In particular, the method may involve reducing the accuracy of an ambient temperature measurement obtained from outputs from an ambient temperature sensor in response to the ambient temperature rising above a higher first threshold and / or falling below a lower second threshold.The method may alternatively or additionally include reducing the accuracy of an ambient humidity measurement obtained from outputs from an ambient humidity sensor in response to the ambient humidity measurement rising above a threshold and / or a secondary gas flow into an inlet manifold rising above a threshold.

[0116] Now continue to Fig. Figure 5 shows an example procedure 500 for determining the accuracy of wirelessly received weather data containing one or more measurements of at least one weather parameter. More simply, procedure 500 can be performed to determine the accuracy of a measurement of a weather parameter obtained from wirelessly received weather data. Procedure 500 can be described from page 308 above. Fig. The procedure described in section 300 can be continued and can therefore be executed as a subroutine of procedure 300 at 308.

[0117] Procedure 500 begins at 502, which involves determining whether the distance to the nearest location from which a weather measurement included in the weather data was obtained is greater than a threshold. As above with reference to the Fig. As explained in paragraphs 1-3, weather data and the weather measurements contained therein can be obtained from a weather station equipped with instruments for measuring atmospheric conditions. However, the distance between the vehicle and the nearest weather station can change during vehicle operation as the vehicle moves. Furthermore, if the vehicle changes location, the weather station closest to the vehicle may also change. Thus, in particular, procedure 500 in 502 may involve determining a distance between the nearest weather station from which the weather data and measurements were obtained and the current location of the vehicle. This distance may be determined based on the vehicle's current geographic location as determined by a vehicle navigation system (e.g., the one described above in 502). Fig. 1 described navigation module 40) is determined, and a second geographical location of the nearest weather station from which the weather data and weather measurement were obtained are calculated.

[0118] If the distance between the current vehicle location and the location of the nearest weather station from which the weather data and measurements were obtained is greater than the threshold in 502, procedure 500 can then proceed from 502 to 504, which involves reducing the accuracy of the weather data. In some examples, the accuracy of the weather data can be reduced by a preset amount. In some examples, the preset amount can be such that the accuracy of the weather data is reduced to below the value specified above in 313 of procedure 300. Fig. The threshold described in section 3 is reduced. Thus, in some examples, if the distance between the vehicle and the nearest weather measurement is greater than the threshold, the accuracy of the weather data may fall below the threshold described above in section 313 of procedure 300. Fig. 3. However, in other examples, the preset amount may be smaller than this, which would cause the accuracy of the weather data to fall below the thresholds described above in 313 of Procedure 300. Fig. The threshold described in section 3 falls below this threshold. Therefore, in some examples, if the distance between the vehicle and the nearest weather measurement is greater than the threshold, the accuracy of the weather data may fall below the threshold described above in section 313 of procedure 300. Fig. The threshold described in section 3 should be below the threshold value.

[0119] In other examples, however, the amount by which the accuracy of the weather data is reduced may be based on the distance between the current vehicle location and the weather station, with the accuracy being reduced to a greater extent for increasing distances above the threshold. In some examples, Procedure 500 at 504 may involve reducing the accuracy of one or more measurements of exactly one weather parameter. In other examples, however, Procedure 500 at 504 may involve reducing the accuracy of one or more measurements of more than one weather parameter. In still other examples, Procedure 500 at 504 may involve reducing the accuracy of substantially all measurements of the weather parameters included in the weather data. Thus, in some examples, the accuracy of substantially all recently received weather data may be reduced.In other examples, the accuracy of weather parameters can be reduced in non-uniform ways. For instance, the accuracy of measurements of a first weather parameter might be reduced more than that of a second. In some examples, weather data can be received from more than one weather station. In such cases, the accuracy of the received data can be adjusted based on the distance between the vehicle's current location and the location of each weather station from which data was received.

[0120] However, if procedure 502 determines that the distance to the nearest weather station is not greater than the threshold, procedure 500 then proceeds from 502 to 506, which involves adjusting the accuracy of the weather data based on the distance between the vehicle's location and the weather station. For example, the accuracy of the weather data may increase as the distance between the vehicle's location and the weather station decreases. Thus, as the vehicle approaches a weather station, the accuracy of the weather data may increase, and as the vehicle moves away from a weather station, the accuracy of the weather data may decrease. The control unit may include a lookup table that provides a relationship between weather data accuracies and the distance from the vehicle to the nearest weather station.Thus, the control unit can use the lookup table to adjust the accuracy of one or more of the weather parameter measurements contained in the weather data.

[0121] Procedure 500 can then proceed from either 504 or 506 to 508, which includes determining whether a microclimate has been detected. As above with reference to the Fig. As explained in section 1-2, a microclimate can encompass an area, an artificially constructed structure, a terrain, a natural structure, etc., where the environmental conditions at a specific vehicle location may differ from the average environmental conditions for the regional location where the vehicle is positioned. For example, a microclimate may include one or more areas such as a covered area, a puddle, a car wash, a tunnel, a stream or river, a parking garage, a bridge, a ravine, etc.

[0122] In one example, a microclimate can be detected based on the vehicle's geographical location, as determined by the navigation system. For instance, using the vehicle's current location and a network mapping service, it can be determined whether the vehicle is inside a building or parking structure. The network mapping service can be a mapping service that provides one or more data points, including satellite imagery, road maps, panoramic views, real-time traffic conditions, and so on. Thus, using the network mapping service, the control unit can determine whether the vehicle is in a specific microclimate.In further examples, a microclimate can be detected based on a difference between one or more initial measurements of a first weather parameter obtained from one or more power machine sensors and one or more subsequent measurements of the first weather parameter obtained from weather data. Thus, if, for a given weather parameter, the measurements of the weather parameter from the weather data differ from measurements of the weather parameter obtained from one or more power machine sensors by more than a threshold value, a microclimate can be detected.

[0123] If a microclimate is detected at 508, then procedure 500 can proceed from 508 to 510, which involves reducing the accuracy of the weather data. In some examples, procedure 500 at 510 may involve reducing the accuracy of one or more measurements of exactly one weather parameter. In other examples, however, procedure 500 at 510 may involve reducing the accuracy of one or more measurements of more than one weather parameter. In still other examples, procedure 500 at 510 may involve reducing the accuracy of substantially all measurements of the weather parameters contained in the weather data. Thus, in some examples, the accuracy of substantially all recently received weather data may be reduced. In still other examples, the accuracy of the weather data for a weather parameter may be reduced by an estimated intensity of the microclimate.In particular, the accuracy of weather data can be significantly reduced for increasing microclimate intensities. Microclimate intensity can be an estimated difference in environmental conditions between the microclimate and the surrounding environment. Microclimate intensity can be estimated based on the difference between measurements of the weather parameter obtained from the weather data and those from one or more power machine sensors. Thus, the microclimate intensity can be estimated as higher for larger differences between weather parameter measurements obtained from the weather data and those obtained from one or more power machine sensors. Consequently, the accuracy of the weather data can be reduced for differences above the threshold between weather data measurements and power machine sensor measurements of the weather parameter.

[0124] In some examples, the accuracy of the weather data can be reduced by a preset amount at 510. In some examples, the preset amount can be such that the accuracy of the weather data is reduced to below the value specified above in 313 of Procedure 300. Fig. The threshold described in section 3 is reduced. Thus, in some examples, when a microclimate is detected, the accuracy of the weather data may be reduced to below the threshold described above in section 313 of procedure 300. Fig. The threshold described in section 3 can be reduced. However, in other examples, the preset amount may be smaller than this, which would cause the accuracy of the weather data to fall below the thresholds described above in section 313 of procedure 300. Fig. The threshold described in section 3 falls below this threshold. Therefore, in some examples, when a microclimate is detected, the accuracy of the weather data may fall below the threshold described in section 313 of procedure 300. Fig. The threshold described in section 3 should be below the threshold value.

[0125] In further examples, the accuracy of the weather data can be reduced to below the level specified above in 313 of procedure 300 in Fig. The threshold described in section 3 will be reduced if both a microclimate has been detected and the distance to the weather measurement is greater than the threshold, and will not be reduced if a microclimate has been detected but the distance to the weather measurement is not greater than the threshold, or if the distance to the weather measurement is greater than the threshold but no microclimate has been detected.

[0126] Procedure 500 can then proceed from 510 to 512, which involves determining whether a time interval since the last weather data update is greater than a threshold. Alternatively, if no microclimate is detected at 508, procedure 500 can proceed from 508 to 512.

[0127] As above with reference to Fig. As explained in section 1, the vehicle can receive regular weather data updates. However, if wireless communication between the vehicle and one or more remote servers (e.g., those mentioned above) is not possible, the vehicle may not be able to receive these updates. Fig. If the connection to the servers described in 16) is lost, the weather data cannot be updated until wireless communication with the remote servers is restored. In some examples, the weather data can be updated continuously when wireless communication is established between the vehicle and the one or more servers. In other examples, updates can occur periodically or at regularly scheduled time intervals. The threshold at 512 can represent a time interval longer than the regularly scheduled time interval at which weather data is updated when wireless communication is established between the vehicle and the one or more remote servers.In other examples, however, the threshold at 512 may represent a time interval that is shorter than the regularly scheduled time interval at which weather data is updated when wireless communication is established between the vehicle and the one or more remote servers.

[0128] If the time elapsed since the last weather data update at 512 is greater than the threshold, procedure 500 can proceed from 512 to 514, which involves reducing the accuracy of the weather data. In some examples, the weather data accuracy at 514 can be reduced by a preset amount. In some examples, the preset amount can be such that the accuracy of the weather data is reduced to below the value specified above in 313 of procedure 300. Fig. The accuracy of the weather data may be reduced to below the threshold described in section 3. In some examples, if the time since the last weather data update is greater than a threshold, the accuracy of the weather data may fall below the threshold described above in section 313 of procedure 300. Fig. 3 is described, reduced. In other examples, however, the preset amount may be smaller than that, which would cause the accuracy of the weather data to fall below the limits described above in 313 of Procedure 300. Fig. The threshold described in section 3 falls below this threshold. Therefore, in some examples, if the time since the last weather data update is greater than a threshold, the accuracy of the weather data may be above the threshold described above in section 313 of procedure 300. Fig. 3 is described.

[0129] In further examples, the accuracy of the weather data can fall below the threshold specified above in 313 of procedure 300. Fig. 3. The threshold is reduced if a microclimate has been detected and the distance to the weather measurement is greater than the threshold and the time since the last weather data update is greater than a threshold; and it is not reduced if a microclimate has been detected and a time since the last weather data update is greater than a threshold, but the distance to the weather measurement is not greater than the threshold; or if the distance to the weather measurement is greater than a threshold and the time since the last weather data update is greater than a threshold, but no microclimate has been detected; or if a microclimate has been detected and the distance to the weather measurement is greater than the threshold, but the time since the last weather data update is not greater than a threshold.

[0130] In other examples, however, the accuracy of the weather data may fall below that described above in 313 of procedure 300 in Fig. The threshold described in section 3 can be reduced if the time since the last weather data update is greater than the threshold and a microclimate has been detected and / or the distance to the weather measurement is greater than the threshold. Therefore, in some examples, the accuracy of the weather data cannot be reduced to below the threshold described above in section 313 of procedure 300. Fig. The threshold described in section 3 can be reduced if only one microclimate has been detected, the distance to the weather measurement is greater than the threshold, or the time since the last weather data update is greater than the threshold. Thus, in some examples, the accuracy of the weather data may fall below the threshold described above in section 313 of procedure 300. Fig. The threshold described in section 3 may be reduced if at least two or more of the data points from the period since the last weather data update are greater than the threshold, a microclimate has been detected and / or the distance to the weather measurement is greater than the threshold.

[0131] In further examples, the accuracy of the weather data can be reduced to below the values ​​mentioned above in 313 of procedure 300 in Fig. The threshold described in section 3 may be reduced if one or more of the factors from the time period since the last weather data update are greater than the threshold, a microclimate has been detected and / or the distance to the weather measurement is greater than the threshold.

[0132] In this way, the accuracy of the weather data can be adjusted based on one or more of the distance to the weather measurement, the microclimate, and the time elapsed since the last weather data update. This final adjusted accuracy can then be compared with the above at 313 of procedure 300 in Fig. The threshold described in section 3 can be compared.

[0133] In some examples, Procedure 500 to 514 may involve reducing the accuracy of one or more measurements of exactly one weather parameter. In other examples, however, Procedure 500 to 514 may involve reducing the accuracy of one or more measurements of more than one weather parameter. In still other examples, Procedure 500 to 514 may involve reducing the accuracy of substantially all measurements of the weather parameters contained in the weather data. Thus, in some examples, the accuracy of substantially all recently received weather data may be reduced by a preset amount. In still other examples, the accuracy of the weather data for a weather parameter may be reduced by an amount based on the time elapsed since the last weather data update.In particular, the accuracy of the weather data can be significantly reduced for longer periods since the last weather data update above the threshold. Procedure 500 then reverts to the previous state.

[0134] Alternatively, if procedure 512 determines that the time since the last weather data update is less than the threshold, procedure 500 can proceed from 512 to 516, which involves adjusting the weather data accuracy based on the time since the last weather data update. Specifically, the accuracy of the weather data can increase as the time since the last update decreases. Thus, the more recent the weather data update, the more accurate the weather data can be. Procedure 500 then reverts to the previous step.

[0135] The Fig. Figures 6-8 show example procedures for adjusting power machine operating parameters based on either wirelessly received weather data or outputs from one or more power machine sensors, or both. Thus, the procedures described in the Fig. The methods shown in Figures 6-8 are examples of methods for adjusting at least one power engine operating parameter based on one or more weather data and power engine sensor outputs, as described above in Figures 312, 314 and 318 of Method 300 in Fig. 3 is explained. Thus, any or more of the procedures described in Fig. 6-8 are described, in the case of one or more of 312, 314 and 318 of the procedure 300 of Fig. 3 can be executed. Thus, procedures 600, 700 and 800 can be used in the Fig. 6, Fig. 7 or 8 as a subroutine of procedure 300 on one or more of 312, 314 and 318.

[0136] The engine operating parameters can include one or more from EGR flow, ignition timing, fuel injection timing, fuel injection quantity, CAC efficiency models, CAC outlet temperature models, radiator efficiency models, radiator outlet temperature models, feed air intake path, air cleaner operation, ground assembly temperature around the exhaust system, etc. In particular, it shows Fig. 6 an example procedure 600 for adjusting EGR flow, ignition timing and / or injection timing, Fig. Figure 7 shows an example procedure 700 for adjusting the radiator grille cover operation and Fig. Figure 8 shows an example procedure for adjusting the operation of an air purifier with two operating modes.

[0137] With regard to Fig. Figure 6 shows an example procedure 600 for adjusting the EGR flow, ignition timing, and / or injection timing. Procedure 600 begins at 602, which involves adjusting the predicted CAC and / or radiator outlet temperature and / or efficiency models based on weather data and / or engine sensor outputs. Thus, in some examples at 602, one or more of the CAC efficiency, CAC outlet temperature, radiator efficiency, and radiator efficiency models can be determined based solely on received weather data. For example, one or more of the models can be determined based on one or more of the ambient temperature, ambient humidity, precipitation amount, precipitation type, etc.In other examples, one or more of the CAC efficiency, CAC outlet temperature, radiator efficiency, and radiator efficiency models can be determined from only one or more power engine sensor outputs, as described in 602. For example, one or more of the models can be determined based on outputs from one or more of the ambient temperature sensor, the ambient humidity sensor, the coolant temperature sensor, one or more of the pressure sensors, etc. In other examples, one or more of the CAC efficiency, CAC outlet temperature, radiator efficiency, and radiator efficiency models can be determined based on a combination of weather data and one or more outputs from power engine sensors, as described in more detail above with reference to 318. Fig. 3 is described.

[0138] Procedure 600 then proceeds from 602 to 604, which involves determining whether the ambient temperature is greater than a higher first threshold. The higher first threshold may be a preset temperature stored in the control unit's non-volatile memory. In other examples, the first threshold may be adjusted based on engine operating conditions. If the ambient temperature is greater than the higher first threshold, procedure 600 then proceeds from 604 to 606, which involves reducing the EGR flow. The EGR flow may be reduced by adjusting the position of an EGR valve (e.g., the one described above). Fig. The EGR valve (252) described in section 2 can be reduced to a more closed position. The EGR flow can be reduced by a preset amount at 606. In other examples, the amount by which the EGR flow is reduced can be based on the ambient temperature, with the EGR flow being reduced to a greater extent for increasing ambient temperatures above the higher first threshold.

[0139] However, if at 604 the ambient temperature is not greater than the higher first threshold, procedure 600 then proceeds from 604 to 608, which includes determining whether the ambient temperature is less than a lower second threshold. The lower second threshold may be a preset temperature that may be stored in the non-volatile memory of the control unit. In other examples, the second threshold may be adjusted based on engine operating conditions. If the ambient temperature is less than the lower second threshold, procedure 600 then proceeds from 608 to 606, which includes reducing the EGR flow. The EGR flow may be reduced by adjusting the position of an EGR valve (e.g., the one described above in Fig. The EGR valve (252) described in section 2 can be reduced to a more closed position. The EGR flow can be reduced by a preset amount at 606. In other examples, the amount by which the EGR flow is reduced can be based on the ambient temperature, with the EGR flow being reduced to a greater extent for decreasing ambient temperatures below the lower second threshold.

[0140] However, if it is determined in 608 that the ambient temperature is not lower than the lower second threshold and that the ambient temperature is therefore between the lower second and the higher first threshold, then procedure 600 can proceed from 608 to 610, which involves adjusting the EGR based on the ambient temperature. Specifically, the control unit may contain a lookup table that provides a relationship between EGR flow rates and ambient temperatures. Thus, the control unit can use the lookup table to determine a desired EGR flow rate based on the ambient temperature and can then adjust the EGR valve to achieve the desired EGR flow rate.

[0141] The procedure can then proceed from either 610 or 606 to 612, which involves determining a current dew point in the CAC. In some examples, the dew point may be provided in the weather data. In other examples, the dew point may be determined based on the ambient humidity and a pressure in the CAC obtained from outputs from a boost pressure sensor (e.g., the one described above). Fig. The dew point can be estimated from the boost pressure sensor 227 (described in section 2), and the amount of EGR flow can be calculated based on the position of the EGR valve and the pressure differential across the valve. Thus, the dew point can be determined based on engine sensor outputs in addition to, or instead of, weather data.

[0142] After determining the dew point, procedure 600 to 614 can be continued, which includes determining whether condensation is occurring in a charge air cooler (e.g., the one described above). Fig. 2 described in CAC 218). Condensation can occur in the CAC if the CAC is below the dew point. Thus, the control unit can be based on a temperature of the CAC, such as that determined from outputs from a temperature sensor (e.g., the one described above in 2). Fig. The charge air temperature sensor 225, described in section 2 and positioned near or inside the CAC, is used to determine whether condensation is present in the CAC. Thus, it can be determined whether condensate is forming in the CAC if its temperature is below the dew point. In this way, the presence of condensate in the CAC can be determined based on the charge air pressure within the CAC, the ambient humidity level, the amount of EGR flowing into the CAC, and the temperature of the air inside the CAC. Furthermore, the presence of condensate in the CAC can also be determined based on the wind speed relative to the vehicle and the amount of precipitation. Condensation can increase with increasing wind speed and / or precipitation intensity. The dew point can rise with an increase in ambient humidity, EGR flow, and charge pressure.This means that the temperature at which water vapor turns into liquid can increase due to an increase in humidity, EGR flow, and boost pressure.

[0143] If condensate is determined to be forming within the CAC at step 614, procedure 600 can proceed from step 614 to step 616, which involves reducing the EGR flow. In some examples, the EGR flow can be reduced by a preset amount at step 616. However, in other examples, the amount by which the EGR flow is reduced at step 616 can be determined based on an estimated amount of condensate forming in the CAC. The amount of condensate forming in the CAC can be estimated based on the difference between the CAC temperature and the dew point. Thus, for larger differences between the CAC temperature and the dew point, when the CAC temperature is below the dew point, the EGR flow can be reduced to a greater extent.

[0144] However, if it is determined in 614 that the CAC temperature is above the dew point, and therefore no condensate forms within the CAC, then procedure 600 can proceed from 614 to 618, which involves adjusting the EGR flow based on one or more of the ambient humidity, ambient temperature, and boost pressure. For example, future CAC temperature and ambient humidity models can be generated based on received weather data and / or outputs from one or more engine sensors, and the EGR flow can be regulated to keep the CAC temperature below the dew point during future engine operating conditions. Thus, a desired EGR flow can be determined based on the CAC temperature and dew point, with the desired EGR flow being one that keeps the CAC temperature below the dew point to reduce condensation.In other examples, procedure 600 at 618 may involve maintaining the EGR flow.

[0145] Procedure 600 then proceeds from either 616 or 618 to 620, which involves determining a dilution ratio based on the ambient humidity and the EGR flow rate. For example, the dilution ratio may increase with an increase in ambient humidity and EGR flow rates. The dilution ratio may be a fuel dilution ratio or a ratio by which fuel is diluted in the engine.

[0146] After determining the dilution ratio at 620, procedure 600 can then proceed to 622, which involves adjusting an ignition timing and / or a fuel injection timing based on the dilution ratio. For example, the ignition timing and / or the fuel injection timing can be advanced with decreasing dilution ratios and retarded for increasing dilution ratios. Procedure 600 then returns to the previous step.

[0147] Continue to Fig. Figure 7 shows an example method 700 for adjusting the radiator grille cover operation. In particular, an active radiator grille cover system (e.g., the one described above in Fig. 2 described radiator grille cover system 260), the adjustable radiator grille covers (e.g. the above in Fig. Method 700 provides an example approach for determining whether the grille cover system is malfunctioning or simply clogged with debris (e.g., stones, ice, snow, etc.) when the movement of the grille covers is restricted and / or the grille covers are jammed. Method 700 may also include displaying an alert to the vehicle's driver to clean the grille covers if they are found to be clogged with debris (e.g., road grime, snow, ice, debris, etc.).

[0148] Method 700 begins at 702, which includes determining whether one or more radiator grille covers (e.g., those described above) Fig. 2 described radiator grille covers 244) jam. It can be determined that the radiator grille covers are jammed based on control signals sent from the control unit to an actuator of the radiator grille covers. Thus, if the position of the radiator grille covers does not change in response to a command from the engine control unit, it can be determined that the radiator grille covers are jammed. If it is determined at 702 that the radiator grille covers are not jammed, then procedure 700 can proceed from 702 to 704, which includes proceeding to adjust the radiator grille covers based on the engine operating conditions. Procedure 700 then returns to the previous step.

[0149] However, if at 702 it is determined that the grille covers are jammed, procedure 700 may then proceed from 702 to 706, which includes determining, based on the received weather data, whether precipitation has occurred. In some examples, at 706, procedure 700 may include determining whether precipitation has occurred within a recent threshold for a period of time, and / or whether an amount of a threshold for precipitation has occurred. If no precipitation has occurred, procedure 700 may then proceed from 706 to 708, which includes displaying a message to a vehicle operator that the grille cover may be malfunctioning and / or that it may require maintenance. For example, the grille cover malfunction message may be displayed to a vehicle operator via a display screen (such as the one described above). Fig. The visual display device described in 38) is presented. The procedure 700 then reverts.

[0150] However, if it is determined that precipitation has occurred, procedure 700 can then proceed from 706 to 710, which includes determining whether the vehicle is on an unpaved road. Whether the vehicle is on an unpaved road or not can be determined based on the navigation system and / or a network map service, as further detailed above with reference to Fig. As explained in section 1, if the vehicle is not on an unpaved road, procedure 700 can then proceed from 710 to 708 and display a message to the vehicle operator that the radiator grille cover may be faulty. Procedure 700 then returns to the previous stage.

[0151] However, if procedure 710 determines that the vehicle is on an unpaved road, procedure 700 can then proceed from 710 to 712, which includes alerting a vehicle operator to clean the radiator grille. The alert can be presented to the vehicle operator via the display screen. In other examples, the alert can be presented to the vehicle operator via audible tones. Thus, in some examples, a vehicle operator can be alerted to clean the radiator grille if the grille covers are stuck, there has been recent precipitation, and the vehicle is traveling on an unpaved road.

[0152] In other examples, if precipitation is determined at 706, procedure 700 can proceed directly from 706 to 712 and cannot execute 710. Thus, in some examples, the vehicle operator can be alerted to clean the grille if precipitation has recently occurred and the grille covers are jammed. In still other examples, if the grille covers are determined at 702, procedure 700 cannot execute 706 and can proceed directly from 702 to 710. Thus, in some examples, a vehicle operator can be alerted to clean the grille if the vehicle is traveling on a dirt road and the grille covers are jammed. After alerting the vehicle operator to clean the grille at 712, procedure 700 then jumps back.

[0153] Going further to Fig. Figure 8 shows an example procedure 800 for adjusting the operation of an air purifier with two operating modes. Specifically, example procedure 800 can be used to adjust the source of air entering the air purifier from the ambient airflow (e.g., the one described above). Fig. 2 described in the air purifier 211). The air purifier can be coupled to two or more sources of gases (e.g., ambient air) and can be operated to adjust how much airflow (e.g., mass flow rate, volume flow rate) it takes in from each of the sources. For example, the air purifier can be operated to draw ram air from an inlet passage (e.g., the one described above in Fig. to include the inlet passage 242 described above, as above with reference to Fig. 2 is explained. Additionally or alternatively, the air purifier can be operated to draw in air from a snorkel (e.g., the one described above). Fig. 2 secondary inlet passage 243) described above, which draws in ambient airflow from a position vertically above the inlet passage in a road vehicle. The air purifier can also be operated to draw in gases from other sources, such as additional snorkels, exhaust gases from an exhaust passage (e.g., the one described above in Fig. 2 described exhaust pipe 235) etc.

[0154] In particular, the air purifier can be operated in a protected first operating mode. In this mode, the air purifier does not draw in any ram air from the inlet. Therefore, in this mode, the air purifier can only draw in airflow from the snorkel. In a second ram air operating mode, however, the air purifier draws in air from the inlet. In some cases, the air purifier in this second ram air operating mode may only draw in airflow from the inlet. It should be noted that the air purifier can switch between the two operating modes and thus adjust the source of the airflow by adjusting the position of a valve (e.g., the one described above). Fig. 2 valve 272), which is contained in the inlet passage or the snorkel or a branch between the inlet passage and the snorkel or within the air purifier. Thus, a control unit (e.g., the one described above in Fig. 2. The control unit 212, as described, sends electrical signals (e.g., changes in electrical voltage and / or current) to an actuator of the valve to adjust an air supply path to the air purifier. Thus, in the description of Method 800, adjusting the operation of the air purifier may refer to adjusting the position of a valve or other actuator that varies the airflow source from which the air purifier draws ambient air. By adjusting the position of the valve, the control unit can adjust the relative amount of air taken in by the air purifier from the inlet passage and the secondary inlet passage or snorkel.

[0155] Procedure 800 begins at 802, which involves determining whether precipitation is present in the ram air drawn in at the inlet. Precipitation in the ram air can be detected based on one or more of the received weather data, road conditions, and / or outputs from the humidity sensor. For example, precipitation in the ram air can be determined if one or more of the received weather data indicates precipitation, the road the vehicle is traveling on is flooded, the vehicle is traveling in a high-water area, the inlet is below the dew point, etc.

[0156] If there is condensation in the ram air drawn in at the inlet passage, then procedure 800 can proceed from 802 to 804, which involves using the protected second line (e.g., the one described above). Fig. 2 secondary inlet passage 243) as comprising the air inlet air path that includes the inlet manifold (e.g. the one described above in Fig. The inlet manifold 222 (described in the second) is supplied with intake air. Thus, in procedure 804, the air purifier can be switched to the protected first operating mode, and as such, the air purifier and the inlet manifold cannot draw any airflow from the inlet passage. In some examples, the air purifier can only draw airflow from the protected second line. Procedure 800 then reverts to the previous mode.

[0157] However, if it is determined in 802 that there is substantially no precipitation in the ram air, then procedure 800 may proceed from 802 to 806, which includes determining whether there is dirt in the inlet passage. Determining whether there is dirt in the inlet passage may involve determining, in the same or a similar manner as described above with reference to 710 in procedure 700. Fig. As described in section 7, this includes whether the vehicle is traveling on an unpaved road. Thus, if the vehicle is traveling on an unpaved road, step 806 can determine whether there is dirt in the inlet passage. If there is dirt in the inlet passage, step 800 then proceeds from step 806 to step 804, and the air purifier is switched to the protected first operating mode. Step 800 then reverts to the previous step.

[0158] However, if procedure 806 determines that there is substantially no dirt in the inlet passage, procedure 800 can then proceed from 806 to 808, which involves determining whether the ambient temperature is less than a threshold. The ambient temperature can be determined based on one or more of the wirelessly received weather data and outputs from the ambient temperature sensor. If procedure 808 determines that the ambient temperature is less than the threshold, then procedure 800 can proceed from 808 to 804, and the air purifier switches to the protected first operating mode. Procedure 800 then reverts to the previous step.

[0159] However, if procedure 808 determines that the ambient temperature is not lower than the threshold at 808, procedure 800 can then proceed to 810, which involves determining whether the ambient humidity is higher than a threshold. The ambient humidity can be determined based on one or more of the wirelessly received weather data and outputs from the ambient humidity sensor. If the ambient humidity at 810 is higher than the threshold, then procedure 800 can proceed from 810 to 804, and the air purifier switches to the protected first operating mode. Procedure 800 then reverts to the previous step.

[0160] However, if at 810 it is determined that the ambient humidity is not greater than the threshold, procedure 800 can then proceed from 810 to 812, which involves determining whether the engine load is greater than a threshold. The engine load can be determined based on one or more factors from a driver-requested torque, as determined by input from an accelerator pedal, engine speed, electrical loads, etc. If at 812 the engine load is less than the threshold, procedure 800 can then proceed from 812 to 804, and the air purifier is switched to the protected first operating mode. Procedure 800 then reverts to the previous step.

[0161] However, if it is determined at 812 that the engine load is not less than the threshold, then procedure 800 can proceed from 812 to 814, which involves continuing to use the inlet passage to provide ambient airflow to the inlet manifold to deliver the desired engine torque. Thus, at 814, the air cleaner is operated in the second ram air mode. Therefore, if the engine load is greater than the engine load threshold and one or more of the following are true: the humidity is less than a threshold, the ambient temperature is greater than a threshold, and there is substantially no dirt or precipitation in the inlet passage, then the inlet passage can be used to provide more airflow to the inlet manifold to meet the engine torque requirement.Thus, the operation of the air purifier can be adjusted based on one or more of the precipitation intensities, the type of road the vehicle is traveling on, the ambient temperature, the ambient humidity, and the engine load. In some examples, the air purifier can be switched to the protected first operating mode if the engine load is less than the threshold and one or more of the following conditions are met: precipitation in the ram air, dirt in the intake duct, the ambient temperature less than the threshold, and the humidity greater than the threshold.Furthermore, the air purifier cannot be switched to the protected first operating mode if the engine load is greater than the threshold, even if one or more of the following conditions apply: that there is precipitation in the ram air, dirt in the inlet path, the ambient temperature is lower than the threshold, and the humidity is higher than the threshold.

[0162] Continue to Fig. Figure 9 shows a diagram 900 illustrating changes in EGR flow and ignition timing during varying engine operating conditions. In particular, example changes in ignition timing are shown on curve 902, and example changes in EGR flow are shown in curve 904. As above with reference to Fig. As explained in section 7, the EGR flow can be based on one or more estimated condensate in a charge air cooler (e.g., the one described above). Fig. The charge air cooler 218 (described in section 2) can be adjusted based on the CAC outlet temperature, CAC efficiency, etc., whereby the condensate can be estimated based on humidity, ambient temperature, etc. Curve 906 shows example changes in the estimated condensate levels in the CAC, and curve 908 shows example changes in ambient humidity. Furthermore, curve 912 shows example changes in ambient temperature. The estimated CAC efficiency can be adjusted based on precipitation levels and wind speed. Curve 910 shows example changes in wind speed, and curve 914 shows example changes in precipitation intensity.

[0163] As above with reference to Fig. As explained in section 2, the ignition timing can be adjusted to a further advanced or further retarded point relative to the point of maximum braking torque (MBT point). The EGR flow can be adjusted based on one or more parameters derived from the position of an EGR valve (e.g., the one described above with reference to...). Fig. 2 EGR valve 252 described above), which in an EGR cycle (e.g. the one described above) Fig. 2 described passage 251), is positioned, a differential pressure across the valve, a pressure difference between the location where the EGR passage meets an exhaust gas passage (e.g. the one described above with reference to Fig. 2 exhaust line 235) is coupled, and an inlet passage (e.g. the one described above in Fig. 2 described inlet passage 242), etc. Humidity can represent the relative ambient humidity, and humidity can be estimated as above with reference to Fig. 3 is explained, based either on outputs from a humidity sensor (e.g. the one described above). Fig. 1 humidity sensor 229) or weather data transmitted wirelessly from a vehicle communication system (e.g. the one described above in Fig. The temperature can be received by the telematics unit 30 described in section 1, or estimated on both. Similarly, the temperature can be the ambient temperature of the air outside the vehicle (e.g., the temperature of the air outside the vehicle described above). Fig. 2 described vehicle 202) represent, and the ambient temperature can be based on either wirelessly received weather data or outputs from a temperature sensor (e.g. the one described above in Fig. The temperature sensor 221 described in section 1) or both can be estimated. Wind speed can represent the speed (e.g., velocity and direction) of the wind relative to the vehicle if the vehicle were stationary. In other examples, wind speed can represent the speed of the wind relative to the vehicle if the vehicle is moving. Wind speed can be estimated based on wirelessly received weather data and / or estimates of the current vehicle speed. Precipitation levels can represent a volume and / or mass flow rate of precipitation (e.g., rain, snow, hail, etc.) that can be estimated based on wirelessly received weather data.

[0164] The ignition timing can be controlled by a control unit (e.g., control unit 212) by adjusting an electrical signal (e.g., voltage and / or current), such as a pulse-width modulated signal, that is sent to one or more spark plugs (e.g., the one described above). Fig. The EGR flow can be adjusted by adjusting the position of the EGR valve. The position of the EGR valve can be adjusted between a fully closed first position and a fully open second position, and / or any position in between, for example, by electrical signals sent from the control unit to an actuator of the EGR valve. In the fully closed position, essentially no EGR can flow through the valve to the intake port, and the amount of EGR flowing to the intake port can increase as the valve is adjusted with increasing deflection towards the fully open position, with the opening formed by the valve increasing with increasing deflection towards the fully open position.

[0165] Starting before t1, humidity levels may increase from a lower first level (curve 908), and the ambient temperature may remain relatively stable around a higher first level (curve 912). Due to the increasing humidity levels, condensate levels in the CAC may increase before t1 (curve 906). Furthermore, precipitation levels may be at a lower first level. In some examples, essentially no precipitation occurs before t1. Additionally, wind speed (curve 910) may be at a correspondingly lower first level before t1. The EGR flow (curve 904) may be at a higher first level before t1. In response to the increasing humidity and condensate levels before t1, the ignition time of MBT may be advanced. In particular, the amount of advancement of the ignition time may be proportional to the increase in condensate levels.

[0166] At t1, the humidity level can continue to rise, and the condensate levels can rise above a threshold, where the threshold is in Fig. 9 is represented by curve 905. In response to the condensate levels rising above the threshold at t1, the EGR flow can be reduced from the higher first level at which it was before t1 to a lower second level, where the second level is lower than the first. Thus, the EGR flow is reduced at t1. The ignition timing can still be advanced relative to MBT. The ambient temperature can still fluctuate around the higher first level, the wind speed can remain around the lower first level, and the precipitation can still remain at the lower first level at t1.

[0167] Between t1 and t2, the condensate levels may decrease due to the reduced EGR flow. The EGR flow may remain around the lower second level between t1 and t2, and the ignition point may be delayed further back to MBT from the more advanced position reached at t1. The humidity levels may remain relatively constant at a higher second level, the precipitation may remain at the lower first level, the ambient temperature may continue to fluctuate around the higher first level, and the wind speed may remain at the lower first level between t1 and t2.

[0168] At t2, the wind speed can increase from the lower first level, and thus the condensate levels can begin to rise at t2. The ignition time can return to approximately MBT at t2, and the EGR can remain at the lower second level. The humidity levels can remain relatively constant at the higher second level, the precipitation can remain at the lower first level, and the ambient temperature can continue to fluctuate around the higher first level at t2.

[0169] Between t2 and t3, the wind speed can continue to increase, and as such, the condensate levels can continue to rise. The ignition point can remain around MBT between t2 and t3, and the AGR can remain at the lower second level. The humidity levels can remain relatively constant at the higher second level, the precipitation can remain at the lower first level, and the ambient temperature can continue to fluctuate around the higher first level between t2 and t3.

[0170] At t3, the wind speed may stop increasing and reach a higher second level. However, the condensate levels may rise above the threshold at t3, and in response to this increase, the EGR flow may decrease from the lower second level to a lower third level, with the lower third level being smaller than the lower second level. The ignition time may remain at MBT, the humidity levels may remain relatively constant at the higher second level, the precipitation may remain at the lower first level, and the ambient temperature may continue to fluctuate around the higher first level at t3.

[0171] Between t3 and t4, the wind speed may remain around the higher second level, and the condensate levels may decrease below the threshold as a result of the EGR flow being reduced to the lower third level at t3. The EGR flow may remain at the lower third level, the ignition time may remain around MBT, the humidity levels may remain relatively constant at the higher second level, the precipitation may remain at the lower first level, and the ambient temperature may continue to fluctuate around the higher first level between t3 and t4.

[0172] At t4, precipitation can begin to rise from the lower first level, and as such, condensate levels can begin to rise at t4. The ignition point can remain approximately at MBT at t4, and the EGR can remain at the lower third level. Humidity levels can remain relatively constant at the higher second level, ambient temperature can remain at the higher first level, and wind speed can remain around the higher second level at t4.

[0173] Between t4 and t5, precipitation can continue to increase and may reach a higher second level. As such, condensate levels may continue to rise between t4 and t5. The ignition time may remain approximately at MBT, and AGR may remain at the lower third level between t4 and t5. Humidity levels may remain relatively constant at the higher second level, ambient temperature may remain at the higher first level, and wind speed may remain around the higher second level.

[0174] At t5, precipitation intensities may remain at the higher second level, and condensate levels may rise above the threshold at t5. In response to condensate levels rising above the threshold, the EGR flow may be reduced from the lower third level to a lower fourth level, with the lower fourth level being smaller than the lower third level. The ignition time may remain at MBT, humidity levels may remain relatively constant at the higher second level, wind speed may remain at the higher second level, and ambient temperature may continue to fluctuate around the higher first level at t5.

[0175] Between t5 and t6, precipitation intensities may remain around the higher second level, and condensate levels may decrease below the threshold as a result of the EGR flow being reduced to the lower fourth level at t5. The EGR flow may remain at the lower fourth level, the ignition time may remain around MBT, humidity levels may remain relatively constant at the higher second level, wind speed may remain around the higher second level, and ambient temperature may continue to fluctuate around the higher first level between t5 and t6.

[0176] At t6, precipitation intensities and humidity may begin to decrease from their respective higher second levels. As such, condensate levels may continue to decrease at t6. Furthermore, the ignition time may remain at MBT, the wind speed may remain at the higher second level, the EGR flow may remain at the lower fourth level, and the ambient temperature may continue to fluctuate around the higher first level at t6.

[0177] Between t6 and t7, precipitation intensities and humidity can continue to decrease. Precipitation intensity can reach the lower first level, and humidity can decrease to a lower third level, which is lower than the lower first level. Thus, condensate levels can continue to decrease between t6 and t7. Furthermore, the ignition time can remain at MBT, the wind speed can remain at the higher second level, the EGR flow can remain at the lower fourth level, and the ambient temperature can continue to fluctuate around the higher first level between t6 and t7.

[0178] At t7, the wind speed may begin to decrease from the higher second level. The precipitation intensity may remain at approximately the lower first level, the humidity levels may continue to fluctuate around the lower third level, and the condensate levels may continue to decrease at t7. Furthermore, the ignition time may remain at MBT, the ambient temperature may continue to fluctuate around the higher first level, and the EGR flow may continue to remain at the lower fourth level at t7.

[0179] Between t7 and t8, the wind speed may continue to decrease and may reach the lower first level. Therefore, the condensate levels may continue to decrease between t7 and t8. The precipitation intensity may remain at approximately the lower first level, and the humidity levels may continue to fluctuate around the lower third level between t7 and t8. Furthermore, the ignition time may remain at MBT, the ambient temperature may continue to fluctuate around the higher first level, and the EGR flow may continue to remain at the lower fourth level between t7 and t8.

[0180] At t8, the EGR flow can increase from the lower fourth level in response to the decreasing condensate levels. Condensate levels can reach a lower level at t8. Precipitation intensity can remain at approximately the lower first level, and humidity levels can continue to fluctuate around the lower third level at t8. Furthermore, the ignition time can remain at MBT, the ambient temperature can continue to fluctuate around the higher first level, and the wind speed can continue to fluctuate around the lower first level at t8.

[0181] Between t8 and t9, the EGR flow can continue to increase and may reach a higher fifth level. In some examples, the higher fifth level may be greater than the lower second level. Condensation levels remain at the lower level, precipitation intensity may remain at approximately the lower first level, and humidity levels may continue to fluctuate around the lower third level between t8 and t9. Furthermore, the ignition time may remain at MBT, the ambient temperature may continue to fluctuate around the higher first level, and the wind speed may continue to fluctuate around the lower first level between t8 and t9.

[0182] At t9, the ambient temperature may begin to decrease from the higher first level. As such, condensate levels may begin to increase at t9. The EGR flow may remain around the higher fifth level at t9. Precipitation intensity may remain at approximately the lower first level, and humidity levels may continue to fluctuate around the lower third level at t9. Furthermore, the ignition time may remain at MBT, and wind speed may continue to fluctuate around the lower first level at t9.

[0183] Between t9 and t 10 The ambient temperature can continue to decrease and may reach a lower second level. Accordingly, the condensate levels can continue to fluctuate between t9 and t. 10 They may increase, but they can remain below the threshold. The EGR flow can vary between t9 and t 10to remain at the higher fifth level. In response to the rising condensate levels, the ignition time of MBT can be between t9 and t 10 The precipitation intensity can remain at approximately the lower first level, while the humidity levels can continue to be around the lower third level between t9 and t. 10 fluctuate and the wind speed can continue to fluctuate around the lower first level between t9 and t 10 .

[0184] At t 10 The EGR flow can begin to be reduced from the higher fifth level in response to rising condensate levels. Thus, in some examples, the EGR flow can be reduced in response to rising condensate levels even if the condensate levels are still below the threshold represented by curve 905. The ignition timing can be returned to MBT at t 10are delayed in response to the reduction of the EGR flow at t 10 The condensate levels can be determined at t 10 begin to decrease. The ambient temperature may remain around the lower second level, the precipitation intensity may remain at approximately the lower first level, the humidity levels may continue to fluctuate around the lower third level in between, and the wind speed may continue to fluctuate around the lower first level at t 10 .

[0185] Night 10The EGR flow can reach a lower sixth level, with the lower sixth level being smaller than the higher fifth level. Condensate levels can decrease to lower levels similar to those between t6 and t7, and the ignition time can remain around MBT. The ambient temperature can remain around the lower second level, the precipitation intensity can remain at approximately the lower first level, the humidity levels can continue to fluctuate around the lower third level, and the wind speed can continue to fluctuate around the lower first level after t 10 .

[0186] In this way, a technical effect is achieved to increase fuel efficiency and reduce regulated emissions by obtaining more accurate estimates of one or more weather parameters and current engine operating conditions. More accurate estimates of one or more weather parameters and current engine operating conditions can be achieved by utilizing both wirelessly received weather information and outputs from various vehicle and / or engine sensors.In particular, by evaluating the accuracy of both wirelessly received weather data and the various engine and / or vehicle sensors, an engine control unit can decide whether to use the weather data, outputs from one or more sensors contained in the vehicle, or a combination of both, to estimate one or more of a weather parameter, an environmental condition, and / or a current engine operating condition. Estimates of one or more of the weather parameter, environmental conditions, and / or current engine operating condition can be adjusted based on the accuracies of the weather data and the outputs from the engine sensors.Thus, a more accurate estimate of one or more can be achieved from the weather parameters, the environmental conditions and the current engine operating conditions than in vehicle systems where one or more are estimated from a weather parameter, an environmental condition and / or a current engine operating condition based only on either weather data or outputs from vehicle sensors.

[0187] For example, if the outputs from the engine sensors are more accurate than the weather data—for instance, if the vehicle is not in wireless communication with the remote servers and has not received a weather update for a certain period, and / or the vehicle is further than a threshold distance from the nearest weather measurement, and / or the vehicle has entered a microclimate—the weather parameters can be estimated based on the engine sensors. In other examples, if the outputs from the engine sensors are more accurate than the weather data, more accurate estimates of the weather parameters can be achieved by weighting the weather parameter estimates against the measurements provided by the engine sensors.

[0188] Conversely, if the weather data are more accurate than the engine sensors—for example, if the engine room temperature is above an upper first threshold, below a lower second threshold, and / or the humidity is above a threshold, and / or the EGR flow is above a threshold, and / or the wind speed is above a threshold—the weather parameters can be estimated based on the weather data. In other examples, if the weather data are more accurate than the engine sensors, more accurate estimates of the weather parameters can be achieved by weighting the weather parameter estimates against the measurements provided by the weather data.

[0189] Engine operating parameters such as ignition timing, fuel injection timing, EGR flow, and air intake feed path are controlled by feedback, meaning that the engine operating parameters are adjusted based on estimates of one or more weather parameters, ambient conditions, and / or current engine operating conditions. Thus, the vehicle's fuel efficiency and emission levels can depend on the accuracy of these estimates. Since more accurate estimates of one or more of these parameters can be achieved in at least one representation of the present invention, fuel efficiency and regulated emissions can be reduced.

[0190] It is noted that the examples of control and estimation routines included herein can be used with various power machine and / or vehicle configurations. The control procedures and routines disclosed herein can be stored as executable instructions in non-volatile memory. The specific routines described herein may represent one or more of a number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. As such, various actions, operations, and / or functions shown may be executed in the sequence shown, in parallel, or, in some cases, omitted.Similarly, the processing sequence is not necessarily required to achieve the features and benefits of the example implementations described here, but is provided for the sake of simplicity. One or more of the actions, operations, and / or functions shown can be executed repeatedly, depending on the specific strategy employed. Furthermore, the described actions, operations, and / or functions can graphically represent code to be programmed into the non-volatile memory of a computer-readable storage medium within the power machine control system.

[0191] It is noted that the configurations and routines disclosed herein are exemplary and that these specific embodiments should not be considered limiting, as numerous variations are possible. For example, the foregoing technology can be applied to V-6, I-3, I-4, I-6, V-12, Boxer-4, and other power engine configurations. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0192] The following claims highlight in particular specific combinations and subcombinations that are considered novel and not obvious. These claims may refer to "one" element and "a first" element, or an equivalent thereof. Such claims should be understood as including the integration of one or more such elements, which neither requires nor excludes two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by presenting new claims in this or a related application. Such claims, whether broader, narrower, the same, or different in their scope of protection from the original claims, are likewise considered to be included in the subject matter of the present disclosure.

Claims

[1] Vehicle procedure comprising the following: Receiving a first measurement of a weather parameter from one or more power machine sensors and a second measurement of the weather parameter from weather data; Determining a first accuracy of the first measurement and a second accuracy of the second measurement; Generating an estimate of the weather parameter based on the accuracies of the first and second measurements; and Adjusting at least one power machine operating parameter based on the generated estimate. [2] Method according to claim 1, wherein the weather data is received wirelessly from one or more remote servers (16) from a weather service provider, a weather station and a network of remote servers configured to store weather data. [3] Method according to claim 1, wherein the at least one engine operating parameter comprises one or more from a fuel injection quantity, a fuel injection timing, an ignition timing, an EGR flow, an air purifier operation and an air supply path. [4] Method according to claim 1, wherein the determination of the first accuracy of the first measurement is based on one or more of a power engine room temperature, an ambient humidity, a secondary gas flow rate, a wind speed, a precipitation type and a precipitation amount. [5] Method according to claim 1, wherein the determination of the second accuracy of the second measurement is based on one or more factors from a distance between a current vehicle location and a weather measurement location from which the second measurement was obtained, a time interval since a last weather data update, the presence of a microclimate and the intensity of the microclimate. [6] Method according to claim 1, wherein generating the weather parameter estimate comprises comparing the accuracies of the first and second measurements and generating the weather parameter estimate based on the first or second measurement with the higher accuracy. [7] Method according to claim 1, wherein generating the estimate of the weather parameter is based only on the first measurement if the accuracy of the second measurement is below a threshold value. [8] Method according to claim 1, wherein generating the estimate of the weather parameter is based only on the second measurement if the accuracy of the first measurement is below a threshold value. [9] Method according to claim 1, wherein generating the estimate of the weather parameter is based on a weighted mean of both the first and the second measurement, wherein the weighted mean is determined based on the relative accuracies of the first and the second measurement. [10] Method according to claim 1, further comprising adapting one or more of a charge air cooler efficiency model (CAC efficiency model), a CAC outlet temperature model, a radiator efficiency model and a radiator efficiency model based on the generated estimate of the weather parameter. [11] Vehicle procedure comprising the following: In a first operating mode in which wireless communication with a weather service provider is not established, adjusting at least one engine operating parameter based on outputs from one or more vehicle sensors; in a second operating mode, in which wireless communication with a weather service provider is established and the accuracy of one or more vehicle sensors is less than a threshold, adjusting at least one engine operating parameter based on wirelessly received weather data; and in a third operating mode, in which wireless communication with a weather service provider is established and the accuracy of one or more vehicle sensors is not less than the threshold, adjusting at least one engine operating parameter based on the wirelessly received weather data and the outputs from the one or more vehicle sensors. [12] Method according to claim 11, wherein the one or more vehicle sensors comprise one or more from an ambient temperature sensor (221), a charge air temperature sensor (225), an ambient pressure sensor, a charge air pressure sensor (227), an intake oxygen sensor and a humidity sensor (229). [13] Method according to claim 11, wherein the weather data comprise multiple measurements of one or more weather parameters, wherein the weather parameters comprise one or more of an ambient humidity, an ambient temperature, an ambient pressure, a precipitation type, a precipitation amount, a precipitation probability, a wind speed, a wind direction and a dew point. [14] Method according to claim 11, wherein the accuracy of one or more vehicle sensors is determined based on one or more of an engine room temperature, an ambient humidity, a secondary gas flow rate, a wind speed, a precipitation type and a precipitation amount. [15] Method according to claim 11, wherein the adjustment of the at least one engine operating parameter comprises adjusting a low-pressure exhaust gas recirculation flow rate (EGR flow rate) based on one or more of an ambient humidity, a boost pressure, an ambient temperature and a CAC temperature. [16] Method according to claim 11, wherein the adjustment of the at least one engine operating parameter comprises adjusting an ignition timing based on an EGR flow rate and an ambient humidity. [17] Method according to claim 11, wherein the adjustment of the at least one power engine operating parameter comprises adjusting the operation of an air purifier (211) to regulate an amount of ram air flowing into an inlet manifold (222) relative to an amount of air flowing into the inlet manifold (222) from a snorkel (243) coupled to the air purifier (211). [18] Method according to claim 11, wherein the adjustment of the at least one engine operating parameter comprises displaying an alarm to a vehicle user via a display screen (38) when radiator grille covers (244) of a radiator grille cover system (260) jam and one or more of the following is true: precipitation has occurred and / or the vehicle (202) containing the radiator grille cover system (260) has been driven on an unpaved road, wherein the alarm includes instructions to clean the radiator grille cover system (260). [19] Vehicle system comprising the following: a power machine system (200) comprising one or more sensors, wherein the one or more sensors provide a first set of measurements for several weather parameters; a wireless communication module (30) configured to receive weather data from a network of remote servers (16), wherein the weather data includes a second set of measurements of several weather parameters; and a control unit (212) in communication with the wireless communication module, wherein the control unit (212) contains computer-readable instructions for: Determining a first set of accuracies for the first set of measurements obtained from the one or more sensors; Determining a second set of accuracies for the second set of measurements obtained from the weather data; and Adjusting at least one power machine operating parameter based on the first and second groups of accuracies. [20] System according to claim 19, further comprising an air purifier (211) having two operating modes, wherein the adjustment of the at least one engine operating parameter comprises adjusting an amount of ram air flowing into an inlet manifold (222) of the engine system via the air purifier (211) relative to an amount of air flowing into the inlet manifold (222) from a snorkel (243) coupled to the air purifier (211).

Images