METHODS AND SYSTEMS FOR AN ENGINE

Abstract

Procedure, comprehensive: Sending information from a vehicle to an external data analysis system in response to a detected fuel system pressure exceeding a threshold fuel system pressure; Receiving processed data from the data analysis system, which characterizes a series of operating conditions, during which a driver (132) is shown guidance instructions for reducing instances of fuel system overpressure.

Description

AREA

[0001] The present description generally concerns methods and systems for monitoring vehicle conditions, transmitting information to a remote location for processing and / or adjusting operating parameters based on instructions from the remote location. GENERAL STATE OF THE ART / BRIEF OVERVIEW

[0002] Integrating computers and other electronic components into vehicle systems enables more sophisticated management of vehicle conditions. However, even with computer integration, vehicle maintenance is often reactive. In such a scenario, a vehicle technician might be the first to receive and process data measured by the computer during vehicle operation. Alternatively, given the ubiquity of the internet and other wireless connectivity systems, vehicle computers can transmit information collected during vehicle operation to a central server for processing.

[0003] In one example, a large amount of information related to a vehicle fault can be provided to the central server. However, parts of this information may be ambiguous and / or irrelevant to the central server. As the inventors of the present invention have recognized, processing the information and determining which parts of the information are useful can therefore be difficult, time-consuming, and costly.

[0004] Other approaches to providing vehicle information remotely include providing information during a fault code event. An exemplary approach is presented by Allemang et al. in US 2012 / 0041637, in which vehicle information is sent to a remote data storage center in response to a fault code. This information can then be used to develop a repair plan to resolve the vehicle's fault code.

[0005] The inventors of the present invention have, however, recognized potential problems with such systems. The driver may frequently take actions that constitute the cause of the specific problem to be diagnosed and / or create situations in which the vehicle limits its performance to avoid impairment. For example, rapid pedal releases in direct-injection engine systems can often cause overpressure situations, but only in certain circumstances. As another example, rapid pedal actuations can cause overpressure situations because a fuel injection pump operates at increased capacity (e.g., full capacity).

[0006] In one example, the problems described above can be addressed by a procedure that includes: sending information from a vehicle to an off-vehicle central server with a data analysis system in response to a fuel system pressure exceeding a threshold fuel system pressure, and receiving processed data from the data analysis system that identifies a series of operating conditions, during which the driver is shown guidance instructions for reducing instances of fuel system overpressure. The series of operating conditions can identify a combination of parameters, and if it is detected that these occur simultaneously during subsequent vehicle operation, one or more selected guidance instructions are displayed in response.The series of operating conditions can also provide a series of sub-conditions, in response to which, upon detection in conjunction with other predetermined conditions, one or more selected guidance messages are displayed. In this way, the driver can be notified and / or instructed to reduce inputs such as rapid pedal releases only under those conditions where such pedal releases could lead to fuel system overpressure.

[0007] As an example, exceeding the threshold fuel system pressure increases the probability of fuel system degradation. The transmission of information involves wirelessly sending information to the vehicle's external data analysis system from a controller with computer-readable instructions to send fault data from a vehicle to the external data analysis system in response to a fault, and comparing one or more engine conditions associated with the vehicle's fault to the engine conditions of other vehicles exhibiting the same fault. The procedure may further involve monitoring fuel tank filling and determining whether the fuel tank filling quality is below a threshold quality (e.g., the filling is poor). If the filling is poor, information regarding the filling is sent to the central server.The information may include the refueling location. The central server can notify drivers near the location requesting refueling that the location has provided poor-quality fuel and that they should refuel elsewhere. The procedure may also include monitoring an engine start to identify engine start failures and their consequences. In this way, the procedure can mitigate and / or prevent future engine start failures by monitoring environmental and / or engine conditions that contribute to the failures and adjusting engine start conditions accordingly. The procedure is described in more detail below.

[0008] It is 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 mention important or essential features of the claimed subject matter, the scope of which is defined solely in the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that eliminate disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 shows a single cylinder of an engine. Fig. Figure 2 shows a flowchart at a higher level. Fig. Figure 3 shows a subroutine for monitoring a fuel refueling process. Fig. Figure 4 shows a subroutine for monitoring an engine start. Fig. 5A shows a subroutine for monitoring fuel injections. Fig. Figure 5B shows a method for adjusting engine operating parameters in response to throttling. Fig. Figure 5C shows a method for adjusting engine operating parameters in response to fuel system pressure. Fig. Figure 5D shows a method for adjusting engine operating parameters in response to post-injection for filter regeneration. Fig. Figure 6 shows a method for determining vehicle tampering. Fig. Figure 7 shows a procedure for monitoring emergency braking. DETAILED DESCRIPTION

[0009] The following description concerns systems and procedures for transmitting vehicle conditions to a central server. Fuel supply malfunctions and other system impairments are monitored and, along with numerous accompanying conditions, sent to the central server. The central server analyzes the data and compares it with data received from other similar vehicles (e.g., similar make, model, and / or mileage). The central server can notify the driver if their behavior is affecting the vehicle and provide guidance on improving driving behavior. The central server can also notify the driver of system impairments and recommend that the driver take the vehicle to a service center.

[0010] The vehicle may include an engine with at least one cylinder, which has a variety of sensors for monitoring engine conditions, as in Fig. Figure 1 shows a higher-level flowchart illustrating a routine for determining engine operating conditions. Fig. 2 shown. A subroutine for monitoring fuel tank filling is shown in Fig. 3 shown. A different subroutine for monitoring an engine start is shown in Fig. 4 shown. Another different subroutine for monitoring engine conditions during engine running events is shown in Fig. 5A, Fig. 5B, Fig. 5C and Fig. 5D shown. A method for monitoring vehicle tampering is shown in Fig. Figure 6 shows a method for monitoring panic braking and setting autonomous braking based on panic braking. Fig. 7 shown.

[0011] With Fig. Continuing from Figure 1, a schematic diagram is shown depicting a cylinder of a multi-cylinder engine 10 in an engine system 100, which may be included in a vehicle's drive system. The engine 10 can be controlled, at least partially, by a control system comprising a controller 12 and by input from a driver 132 via an input device 130. In this example, the input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal. A combustion chamber 30 of the engine 10 may contain a cylinder formed by cylinder walls 32, with a piston 36 positioned therein. The piston 36 may be coupled to a crankshaft 40, such that an alternating motion of the piston is translated into a rotational motion of the crankshaft. The crankshaft 40 may be coupled to at least one drive wheel of a vehicle via an intermediate transmission system.Furthermore, a starter can be coupled to the crankshaft 40 via a flywheel to enable a starting process of the engine 10.

[0012] The combustion chamber 30 can draw in intake air from an intake manifold 44 via an intake port 42 and expel combustion gases via an exhaust port 48. The intake manifold 44 and the exhaust port 48 can be selectively connected to the combustion chamber 30 via an intake valve 52 and an exhaust valve 54, respectively. In some examples, the combustion chamber 30 can include two or more intake valves and / or two or more exhaust valves.

[0013] Engine 10 can be a turbocharged engine, comprising a compressor mechanically coupled to a turbine. Alternatively, engine 10 can be supercharged, with a compressor powered by an electric motor (e.g., a battery). A turbine blade can rotate as exhaust gas flows through the turbine, which in turn drives the compressor. Engine power can be increased by compressing (e.g., increasing the density of) the intake air flowing through the compressor to the engine. In some examples, an intercooler can be positioned between the compressor and the engine. The intercooler can cool the compressed intake air, further increasing the density of the intake air and thus increasing engine power.

[0014] In this example, the inlet valve 52 and the exhaust valve 54 can be controlled by cam actuation via the cam actuation system 51 and 53, respectively. The cam actuation systems 51 and 53 can each include one or more cams and use one or more of the following systems: cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL), which can be operated by the controller 12 to vary the valve operation. The position of the inlet valve 52 and the exhaust valve 54 can be determined by the valve position sensors 55 and 57, respectively. In alternative examples, the inlet valve 52 and / or the exhaust valve 54 can be controlled by electric valve actuation.For example, cylinder 30 can alternatively include an inlet valve controlled by an electronic valve actuation and an exhaust valve controlled by a cam actuation, including CPS and / or VCT system.

[0015] A fuel injection device 69 is directly coupled to the combustion chamber 30, as shown, to inject fuel directly into it in proportion to the pulse width of a signal received by the control unit 12. In this way, the fuel injection device 69 provides so-called direct injection of fuel into the combustion chamber 30. The fuel injection device can be located, for example, on the side or top of the combustion chamber. The fuel can be supplied to the fuel injection device 69 by a fuel system (not shown) that includes a fuel tank, a fuel pump, and a fuel distributor.In some examples, the combustion chamber 30 may alternatively or additionally include a fuel injection device arranged in the intake manifold 44 in a configuration that provides so-called port fuel injection into the intake duct upstream of the combustion chamber 30.

[0016] A spark is supplied to the combustion chamber 30 via a spark plug 66. The ignition system may further include an ignition coil (not shown) to increase the voltage supplied to the spark plug 66. In other examples, such as a diesel engine, the spark plug 66 may be omitted.

[0017] The intake duct 42 can include a throttle 62, which has a throttle valve 64. In this specific example, the position of the throttle valve 64 can be varied by the control unit 12 via a signal provided to an electric motor or actuator contained within the throttle 62, a configuration commonly referred to as electronic throttle control (ETC). In this way, the throttle 62 can be operated to vary the intake air supplied to the combustion chamber 30, along with other engine cylinders. The position of the throttle valve 64 can be provided to the control unit 12 by a throttle position signal. The intake duct 42 can include an air mass flow sensor 120 and a manifold pressure sensor 122 for sensing the amount of air entering the engine 10.

[0018] In the illustration, an exhaust gas sensor 126 is coupled to the exhaust gas channel 48, which is located upstream of an emission control device 70 in a direction of exhaust gas flow. The sensor 126 can be any sensor for providing an indication of the air-fuel ratio of the exhaust gas, such as a linear lambda probe or UEGO probe (wideband or wide-range lambda probe), a dual-state lambda probe or EGO probe, a HEGO probe (heated EGO probe), or an NO sensor. x -, HC, or CO sensor. In one example, the upstream exhaust gas sensor 126 is UEGO-configured to provide an output, such as a voltage signal, proportional to the amount of oxygen in the exhaust gas. The controller 12 converts the lambda sensor output into an air-fuel ratio of the exhaust gas via a lambda sensor transfer function.

[0019] The emission control device 70 is arranged downstream of the exhaust gas sensor 126 along the exhaust gas channel 48 in the illustration. The device 70 can be a three-way catalyst (TWC), a NOₓ sensor, or a three-way catalytic converter. x -Trap, a diesel oxidation catalyst (DOC), a selective catalytic reduction (SCR) device, a particulate filter (PF), various other emission control devices, or combinations thereof. In some examples, the emission control device 70 can be periodically reset by operating at least one cylinder of the engine within a specific air-fuel ratio during the operation of the engine 10.

[0020] An exhaust gas recirculation (EGR) system 140 can direct a desired portion of the exhaust gas from the exhaust port 48 into the intake manifold 44 via an EGR channel 152. The amount of EGR supplied to the intake manifold 44 can be varied by the control unit 12 via an EGR valve 144. Under certain conditions, the EGR system 140 can also be used to regulate the temperature of the air-fuel mixture within the combustion chamber, thus providing a method for controlling the ignition timing during some combustion modes.

[0021] The controller 12 is shown as a microcomputer comprising: a microprocessor unit 102, input / output ports 104, an electronic storage medium for executable programs and calibration values, in this specific example shown as a read-only memory chip 106 (e.g. non-volatile memory), random access memory 108, keep-alive memory 110 and a data bus.In addition to the signals described above, the control unit 12 can receive various signals from sensors coupled to the engine 10, including the mass air flow (MAF) measurement from the mass air flow sensor 120; the engine coolant temperature (ECT) from a temperature sensor 112 coupled to a cooling sleeve 114; an engine position signal from a Hall-effect sensor 118 (or other type) detecting the position of the crankshaft 40; a throttle position signal from a throttle position sensor 65; and a manifold absolute pressure (MAP) signal from sensor 122. An engine speed signal can be generated by the control unit 12 from the crankshaft position sensor 118. The manifold pressure signal also provides an indication of the vacuum or pressure in the intake manifold 44.It should be noted that various combinations of the aforementioned sensors can be used, such as a MAF sensor without a MAP sensor and vice versa. During engine operation, the engine torque can be derived from the output of the MAP sensor 122 and the engine speed. Furthermore, this sensor, together with the detected engine speed, can provide a basis for estimating the charge (including air) introduced into the cylinder. For example, the crankshaft position sensor 118, which can also be used as an engine speed sensor, can produce a predetermined number of evenly spaced pulses per revolution of the crankshaft.

[0022] The read-only storage medium 106 may contain computer-readable data that constitutes non-volatile instructions which can be executed by the processor 102 to perform the procedures described below, as well as other variants which are implied but not explicitly listed.

[0023] The controller 12 is wirelessly connected (e.g., via the internet) to a central server 190, and the controller 12 provides feedback based on information transmitted to it by the sensors described above (e.g., crankshaft position sensor 118, air mass flow sensor 120, temperature sensor 112, exhaust gas sensor 126, etc.). For example, the controller 12 provides fuel injection information to the central server 190 in response to a regeneration of the aftertreatment device 70. The fuel injection information can be determined based on an exhaust gas measurement via the exhaust gas sensor 126. Additionally, the fuel injection information can be estimated based on a specified fuel injection volume sent by the controller 12 to a fuel injection pump.In response to feedback information processed by the Central Server 190, the Controller 12 can signal to adjust one or more operating parameters. For example, the Central Server 190 signals the Controller 12 to adjust the engine's fuel supply during an engine start based on the battery charge status. An engine start counter can be used to estimate the battery charge status. In this way, the Controller 12 and the Central Server 190 can communicate wirelessly to monitor engine conditions and / or faults and improve engine operation based on the feedback. Additionally or alternatively, the Central Server 190 can communicate with controllers in other vehicles. In this way, other vehicles can benefit from the aforementioned settings, which are used to prevent faults, without exhibiting the faults themselves.

[0024] The person skilled in the art understands that the specific routines described below in the flowcharts can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. Accordingly, various illustrated actions or functions can be performed in the illustrated sequence or in parallel, or in some cases, omitted. Likewise, the processing sequence is not necessarily required to achieve the features and benefits but is intended to facilitate illustration and description. Although not explicitly illustrated, one or more of the illustrated actions or functions can be performed repeatedly, depending on the specific strategy employed.Furthermore, these figures graphically represent code that is programmed onto the computer-readable storage medium in the controller 12 and is executed by the controller in combination with the motor hardware, as shown in . Fig. 1 illustrates how it is carried out.

[0025] Fig. Figure 2 shows a higher-level flowchart illustrating Procedure 200 for monitoring a variety of engine conditions and transitioning to a variety of subroutines based on the monitored engine conditions. Instructions for executing Procedure 200 and its subroutines, and other procedures contained in this document, can be provided by a controller (such as Controller 12 from Fig. 1) are executed on the basis of instructions stored in a memory of the control unit and in conjunction with signals received from sensors of the motor system, such as those referred to above. Fig. 1. Sensors described. The controller can use motor actuators of the motor system to adjust the motor operation according to the procedures described below.

[0026] Procedure 200 begins at 202, where Procedure 200 determines, estimates, and / or measures current engine operating parameters. Current engine operating parameters may include one or more of the following: vehicle miles traveled, fuel level, fuel dilution, GPS location, ambient temperature, engine temperature, engine speed, vehicle speed, fuel system pressure, fuel supply faults, engine load, and air-fuel ratio. This list is not exhaustive, and additional operating parameters may be monitored at 202.

[0027] In procedure 204, step 200 involves determining whether fuel tank refueling is taking place. Fuel tank refueling can occur if the engine is off and a fuel tank sensor detects fuel flowing into the tank. In some examples, if the engine is not off but the fuel tank sensor detects fuel entering the tank, then a controller (e.g., controller 12, as in Fig. (shown in 1) signal to shut off the engine while simultaneously signaling to prevent fuel flow into the engine. During fuel tank refueling, fresh fuel is supplied to the fuel tank from a source outside the vehicle. If fuel tank refueling occurs, then procedure 200 proceeds to 302 of subroutine 300, which is described below in Fig. 3 is described. If the fuel tank is not filled (e.g., no fuel is supplied to the fuel tank from a fuel source outside the vehicle), then procedure 200 is followed by 206.

[0028] In procedure 206, step 200 involves determining whether an engine start occurs. The engine can start if an engine start request has been made, which involves a driver turning a key or pressing a button. Alternatively, an engine start can occur if the engine speed is zero and begins to increase towards a target engine speed, as described below. Thus, an engine start can occur if the engine speed is between zero and the target engine idle speed in response to a start request. If the engine starts, procedure 200 transitions to subroutine 400 (402), which is described below. Fig. 4 is described. If the engine does not start (e.g., vehicle switched off or engine running), then procedure 200 transitions to 208.

[0029] In procedure 208, step 200 involves determining whether the engine is running. The engine may be idling or under a load greater than idle (e.g., low, medium, or high loads). If the engine is running, step 200 proceeds to subroutine 500, step 502, which is described below. Fig. As described in section 5A, if the engine is not running, the process transitions from 200 to 210 to maintain the current vehicle operating parameters. Therefore, the engine may be switched off and the fuel tank may not be refueled. Additionally, no feedback can be provided to the central server during process 210, as no processes or impairments are occurring.

[0030] Now, the focus will shift to... Fig. 3 Referenced, subroutine 300 for monitoring fuel tank filling is shown. As described above, subroutine 300 is initiated when procedure 200 at 204 exits. Fig. 2 determines that the fuel tank will be filled.

[0031] In one example, subroutine 300 includes determining the composition of fuel added to a fuel tank, storing the location where the new fuel was added, and marking the location if the quality of the new fuel is below a threshold. The stored location is then sent to a central server, and a notification is received from the central server regarding other locations where the fuel quality is below a threshold. These other locations are provided to the central server by other vehicles. The threshold can be essentially equal to (e.g., ± 5%) manufacturer specifications. The notification is delivered via text message, email, voice call, and an in-vehicle messaging system.To prevent refueling with fuel below a threshold quality, the central server can notify a driver to refuel at the nearest station providing fuel above the threshold quality if the distance between the nearest station and the next station providing fuel above the threshold quality is greater than the range based on the current fuel level in the vehicle. Subroutine 300 can also involve adjusting engine operating parameters based on the fact that the quality of the new fuel is lower than the threshold quality. The adjustments can include decreasing an EGR flow, increasing a fuel injection pressure, advancing an injection timing, increasing an injection quantity, and decreasing an air-fuel ratio. The injection can be one or more of a primary injection (e.g.,This includes pilot injection and post-injection (e.g., injection following the compression stroke and / or ignition). Marking the location may also include displaying a message not to refuel at a station that previously dispensed fuel below the threshold quality.

[0032] Subroutine 300 begins at 302 and involves determining the amount of fuel in the fuel tank prior to the refueling event. In one example, the fuel quantity can be determined as a percentage. The percentage can be calculated based on feedback from a volume sensor (e.g., a fuel level sensor) and / or mass sensor coupled to the interior of the fuel tank. Alternatively, the percentage can be estimated based on the number of miles driven since a previous refueling. In this way, the miles driven, along with changes in altitude, auxiliary components switched on (e.g., air conditioning), traction and / or resistance, and other factors that affect miles driven per gallon, can be used to determine the percentage.

[0033] In procedure 304, subroutine 300 determines the amount of fuel in the fuel tank following the fuel tank filling event. Additionally or alternatively, the amount of fuel added to the fuel tank can be determined by calculating the difference between the amount of fuel in the tank after the filling event and the amount of fuel in the tank before the filling event.

[0034] In routine 306, subroutine 300 increments a refueling counter by one. This allows the total number of refuelings to be tracked over the vehicle's lifetime. Additionally or alternatively, the refueling counter can measure the total amount of fuel added to the fuel tank. This allows the number of refuelings and the total amount of fuel added to the fuel tank to be measured over the vehicle's lifetime.

[0035] In procedure 308, subroutine 300 involves determining a value for miles per gallon between refuelings. This can be calculated by comparing the number of miles driven with the amount of fuel consumed since the previous refueling event and the current refueling event.

[0036] In one example, a current value for miles per gallon between fill-ups can be compared to a previous value for miles per gallon between fill-ups. Alternatively, the current value for miles per gallon between fill-ups can be compared to an average of all previous values ​​for miles per gallon between fill-ups. On the other hand, the current value for miles per gallon between fill-ups can be compared to an estimated value for miles per gallon tracked by an odometer. If the current value for miles per gallon between fill-ups is a threshold difference below the average or the previous value for miles per gallon between fill-ups, then a control (e.g., control 12 from) can be used. Fig. 1) Inform a central server. Additionally or alternatively, the central server can be notified of a decrease in miles per gallon (MPG) in response to the current MPG being below the average or previous MPG for a threshold number of consecutive times. For example, if the current MPG is below the average or previous MPG after three consecutive refueling events, the central database can be notified of the decrease in MPG. The central server can then signal the control system to inform the vehicle owner via an infotainment system prompt that the vehicle is achieving lower MPG than expected and that vehicle maintenance may be required.Additionally or alternatively, the central server can signal the control unit to adjust engine operating conditions in response to the impairment. In one example, adjusting engine operating conditions involves the control unit signaling to reduce cabin cooling by adjusting the actuators of an air conditioning unit and / or a fan to supply less air to the vehicle cabin.

[0037] In some examples, fuel efficiency for ethanol or biodiesel content, which could be obtained either from estimates based on the exhaust gas sensor and / or in-cylinder pressure sensor (ICPS) or from information provided by the fuel pump, can be used additionally or alternatively to adjust the miles per gallon value between fill-ups. In this way, the current miles per gallon value can be adjusted to account for ethanol and / or biodiesel in the fuel. For example, adjusting it involves increasing the current miles per gallon value with increasing ethanol and / or biodiesel content in the fuel. Fuel efficiency can also be adjusted by taking fuel quality into account, where fuel quality may include octane rating, water content, impurity concentration, etc.

[0038] In routine 310, subroutine 300 involves determining the vehicle's location. This can further include determining the address of a gas station where the vehicle refueled. The location can be determined via GPS, phone, navigation system, etc. For example, the phone can be wirelessly connected to the vehicle (e.g., via Bluetooth). Therefore, the vehicle can query its current location without any input or action from the user.

[0039] In 312, subroutine 300 determines an air-fuel ratio during engine ignition events following an engine start event. Events outside the engine start event include engine ignitions that occur after reaching a target engine speed and before successful cylinder combustion. The air-fuel ratio can be determined by an exhaust gas sensor in an exhaust manifold fluidically coupled to an engine. In some examples, the air-fuel ratio may be based on the fuel quality of the fuel injection, which is determined by the ICPS. Accordingly, the air-fuel ratio may decrease (e.g., become richer) with increasing octane rating of the injected fuel.

[0040] In step 314, subroutine 300 involves sending the information collected above, along with a vehicle identification number (VIN), to the central server (e.g., the one in Fig. (1 shown on the central server 190). The central server can store, analyze, and process the data. For example, this might involve comparing the data received from the vehicle with data received from other similar vehicles (e.g., model, age, mileage, location, usage, etc.). Furthermore, the data can be compared with similar vehicles under similar conditions (e.g., cold weather, altitude, rain, etc.). For instance, a vehicle in Portland, Oregon, can be compared with a vehicle in Detroit, Michigan, if the weather and other external conditions (e.g., altitude) are similar.

[0041] In routine 316, subroutine 300 determines whether the current fuel fill is poor. The fuel can be poor if it does not match the vehicle specifications (e.g., too diluted, too rich, etc.). Additionally or alternatively, the fuel fill can be poor if it is the wrong type of fuel (e.g., diesel in a spark-ignition vehicle). The fuel composition can be measured by a fuel composition sensor, which can detect the amounts of different components in the fuel. For example, the control unit can determine whether the newly added fuel is poor by comparing the fuel composition in the fuel tank before and after refueling with a fuel composition threshold.Alternatively, the fuel sensor can be positioned in a section of the fuel tank in such a way that it can measure the composition of the incoming fuel before it is combined with the fuel already in the tank. This allows the fuel sensor to directly determine whether the incoming fuel is below the threshold quality (referred to in this document as poor fuel). Additionally or alternatively, the composition of the fuel charge can be determined from the current fuel tank fill level using an in-cylinder pressure sensor (ICPS), indicated mean effective pressure (IMEP), combustion phase control, peak pressure rise rate, peak pressure location, peak pressure rise location, and / or other suitable means.

[0042] If the fuel composition of fuel flowing into the fuel tank or of fuel in the fuel tank after filling is substantially similar to the fuel composition threshold (e.g., within 95%), then subroutine 300 proceeds to maintain the current engine operating parameters and does not send a notification to the driver at 318.

[0043] If the fuel composition does not meet the fuel composition threshold, subroutine 300 proceeds to send a notification to the driver at 320. This can involve the controller notifying the driver via text message, email, phone call, and / or an updated display on the vehicle's infotainment system. The procedure can also include recording locations where the vehicle has taken on contaminated fuel. In an example where a driver is operating the vehicle and requests a navigation system to locate one or more gas stations for refueling, the controller can flag locations where the vehicle has taken on contaminated fuel. Alternatively, the controller can choose not to display these locations in response to the request to locate gas stations.In some examples, the central server can notify other vehicles if they are within a threshold range (e.g., 50 miles) of locations dispensing contaminated fuel. This allows drivers to avoid stations serving contaminated fuel. Additionally or alternatively, subroutine 300 can further determine whether the deviation of the fuel composition from a desired composition could adversely affect the engine. If the contaminated fuel is capable of affecting the engine, then subroutine 300 can include adjusting engine operations, which may involve applying throttling, limiting torque, providing driving guidance, calling for assistance, or providing a list of contacts (e.g., tow truck, taxi, etc.).

[0044] In some examples, if the gas station is located in a remote area and the vehicle requests fuel due to low fuel levels, the controller can notify the driver about the poor fuel quality and the distance between the gas station and the nearest station along a specified route. For example, a driver might enter a destination using a navigation system. While driving, the vehicle may deplete its fuel tank and request refueling. The driver might approach a gas station known to the central server to provide poor fuel. In one example, the central server could signal the controller to display and / or send a notification to the driver (e.g., "Poor fuel quality gas station. Consider refueling elsewhere").The system can notify the driver about the poor fuel quality and provide a list of other gas stations that are closest to the current location and least off course. As another example, the system can predict when the fuel tank will request refueling and notify the driver to fill up before the request to avoid refueling at a station dispensing poor fuel. In this way, the driver is close to a station dispensing acceptable fuel but does not have enough fuel to reach the next nearest station dispensing acceptable fuel.Accordingly, the system can avoid bad gas stations by measuring the remaining mileage based on fuel in the fuel tank and information regarding fuel quality at gas stations from the central server.

[0045] Now, the focus will shift to... Fig. 4 Reference is made to subroutine 400 for monitoring an engine start. As described above, subroutine 400 is initiated when procedure 200 at 206 is executed. Fig. 2 determines that an engine start occurs. In 402, subroutine 400 includes determining environmental conditions. The environmental conditions can be determined via one or more weather characteristics of the navigation system, a temperature sensor, a humidity sensor, a pressure sensor, and other sensors suitable for determining environmental conditions.

[0046] In procedure 404, subroutine 400 includes determining an engine start duration. The engine start duration can be the period from activating an engine start (e.g., ignition key turned or button pressed) until the engine reaches a target engine speed, where the target engine speed can be essentially the same as the engine speed at idle. Additionally or alternatively, the start duration can be measured from a start request until the first combustion. In some embodiments, the engine start duration can also be measured via an ICPS.

[0047] At 406, subroutine 400 proceeds to determine whether there is bad fuel in the fuel tank. Subroutine 400 at 406 is essentially similar to subroutine 300 at 316. Therefore, if the fuel is bad, subroutine 400 proceeds at 408 to send information to the central server. This information may include that there is bad fuel in the fuel tank for starting the engine, and it may differ from information regarding engine starts with acceptable fuel. At 410, subroutine 400 involves setting engine operating conditions. For example, the central server may signal the controller to determine the amount of bad fuel in the fuel tank, estimate the number of miles the vehicle can travel on the bad fuel, and set future engine starts and operating conditions for the duration that the fuel tank contains bad fuel.As another example, the control unit can signal an actuator of a fuel injection device to inject more fuel during engine starts with poor fuel compared to engine starts with acceptable (e.g., good) fuel.

[0048] If no bad fuel is present at step 406, then subroutine 400 proceeds to determine at step 412 whether the engine start time is shorter than a threshold start time. The threshold start time can be a dynamic threshold that depends in part on environmental conditions. For example, the threshold start time can have a fixed value of five seconds, with different environmental conditions increasing or decreasing this fixed value to generate the threshold start time. Cold weather conditions, humidity, wind, altitude, etc., can increase the fixed value. Warm weather conditions, low altitude, dry conditions, etc., can decrease the fixed value. In this way, environmental conditions that negatively affect engine starts can increase the threshold start time, whereas environmental conditions that positively affect engine starts can decrease the threshold start time.

[0049] If the engine start time is shorter than the threshold start time, then the engine has achieved its first combustion and reached the target engine speed within the threshold start time (e.g., 5 seconds). In some examples, if the vehicle is a hybrid and the engine start time is shorter than the threshold start time, then in addition to reaching the target engine speed and achieving a first combustion, the engine has also fulfilled a driver torque requirement.

[0050] In routine 414, subroutine 400 increments an engine start counter by one. The counter can count the total number of completed engine starts.

[0051] In procedure 416, subroutine 400 involves monitoring and / or estimating the state of charge of a vehicle battery. This can include reducing the estimated state of charge proportionally to the length of the engine start time. This means that a longer engine start time can reduce the estimated state of charge more than a shorter engine start time.

[0052] Additionally or alternatively, the central server can provide information that predicts the condition of vehicle components based on information from other, similar vehicles regarding engine start counts and vehicle maintenance. For example, if the counter reaches a count value (e.g., 1000) at which a significant number of other vehicles have shown component impairment (e.g., impaired fuel injection system), then the central server can signal the control unit to notify the driver that routine maintenance should be performed to ensure that vulnerable components are not affected.

[0053] If the engine start time is longer than the threshold start time, then the engine has not completed one or more of the following steps—initial combustion, reaching the target engine speed, and fulfilling the driver's torque requirement—within the threshold start time, and subroutine 400 transitions to 418. In one example, the vehicle may achieve initial combustion without reaching the target engine speed within the threshold start time.

[0054] At 418, the subroutine 400 includes sending information to the central server regarding a crankshaft position at start-up at 420, engine speed, ignition and fuel signal at 422, time between start request and first combustion at 424, ambient temperature, humidity, engine coolant temperature (ECT) and engine oil temperature (EOT) at 426, time since last oil change at 428, fuel type at 430, and VIN and mileage of the vehicle at 432.

[0055] The central server can analyze the received information and compare the parameters of the current failed engine start with those of previous failed engine starts. If a parameter remains consistently below a threshold, the central server can signal the control unit to notify the driver that maintenance is required. For example, if the engine coolant temperature (ECT) is below a coolant temperature threshold during engine start, the control unit can adjust one or more engine operating parameters during the start-up process to compensate for the ECT not warming up properly. For instance, the control unit can adjust engine actuators to direct a larger volume of engine coolant toward a heat exchanger before it reaches the engine, compared to the coolant flow during previous engine starts.The control unit can also notify the driver that maintenance of the engine coolant system is required.

[0056] Following the transmission of the information to the central server, subroutine 400 increments the engine start counter by one (similar to subroutine 414, as described above). Subroutine 400 then monitors and / or estimates the vehicle battery charge status (similar to subroutine 416). In one example, estimating the vehicle battery charge status following a failed engine start (e.g., engine start time longer than the threshold start time) might result in a larger estimated decrease in charge status compared to a successful engine start (e.g., engine start time shorter than the threshold start time). Thus, in some examples, more battery life is consumed during a failed engine start than during a successful one.

[0057] For example, if the battery charge level drops below a threshold, the control unit can instruct the infotainment system to display a message to the driver indicating that a battery replacement is recommended. Alternatively, email, text message, voice call, and other communication methods can be used to notify the driver about the battery's condition. Additionally, the control unit can adjust future engine operating parameters to extend battery life (e.g., limiting air conditioning usage, limiting engine load, etc.).

[0058] In some examples, a subroutine might involve comparing a fuel system pressure to a threshold fuel system pressure and displaying tailored guidance messages to a driver in response to the comparison. The comparison might include an instance where the fuel system pressure is greater than the threshold fuel system pressure, with a counter tracking the number of such instances. The counter is further set based on the duration for which the fuel system pressure exceeds the threshold fuel system pressure, with the counter value increasing more significantly as the duration increases. The subroutine might also time the comparison when the fuel system pressure exceeds the threshold fuel system pressure and send information to a central server based on driver input that increases the duration for which the fuel system pressure exceeds the threshold fuel system pressure.Displaying tailored guidance messages to the driver may involve displaying guidance messages on an in-vehicle communication system when a certain number of instances exceeds a threshold. The guidance messages are tailored based on comparisons made during pedal release or pedal actuation. Guidance messages in response to comparisons made during pedal release will instruct the driver to release the pedal more slowly. Guidance messages in response to comparisons made during pedal actuation will instruct the driver to actuate the pedal more slowly. [The text abruptly ends here, likely due to a continuation error.] Fig. Reference is made to section 5A, which shows subroutine 500 for monitoring a fuel injection and / or fuel system. As described above, subroutine 500 is initiated when procedure 200 at 208 is executed. Fig. 2 indicates that an engine is running (e.g., engine start is complete).

[0059] In procedure 502, subroutine 500 involves monitoring the fuel supply to a cylinder, which can be performed based on feedback from an ICPS. This may further include monitoring primary fuel injections, post-combustion fuel injections, fuel injection pressure, fuel injection timing, fuel dispersion, in-cylinder mixing, and fuel impact on cylinder walls. In some examples, monitoring the cylinder's fuel supply may additionally or alternatively include data from a directed fuel injection, as described above.

[0060] In procedure 504, subroutine 500 includes determining whether a fuel injection quantity is less than a requested quantity. The fuel injection quantity can be estimated based on an air-fuel ratio. Additionally or alternatively, the fuel injection quantity can be estimated based on cylinder pressure, cylinder temperature, an in-cylinder hydrocarbon sensor, ICPS, IMEP, an injector sensor, and other suitable means of determining a fuel injection quantity. If the fuel injection quantity is less than the requested quantity, subroutine 500 exits to 512. Fig. 5B, as described below.

[0061] If the fuel injection quantity is not less than the requested quantity, then subroutine 500 proceeds to 506 to determine whether the fuel system pressure is greater than a threshold pressure. The fuel system pressure can be determined based on feedback provided to the controller by a pressure sensor in the fuel system. In some examples, the fuel system pressure can additionally or alternatively be determined by the ICPS, where the fuel system pressure is determined based on an internal cylinder pressure, which can increase with increasing injection pressure. In one example, the injection pressure is proportional to the fuel system pressure. If the fuel system pressure is greater than a threshold fuel system pressure, then subroutine 500 proceeds to 538. Fig. 5°C above.

[0062] If the fuel system pressure is not greater than the threshold pressure, then subroutine 500 proceeds to step 508 to determine whether post-injection for particulate filter regeneration will occur. Post-injection for particulate filter regeneration can occur if the amount of fuel injected into the cylinder is greater than the requested amount of fuel. This can include a secondary injection after the primary injection. If post-injection for particulate filter regeneration occurs, then subroutine 500 proceeds to step 548. Fig. 5D. If post-injection for PF regeneration does not occur, then subroutine 500 transitions to 510 to maintain current engine operating parameters and continue monitoring fuel supply conditions.

[0063] Now, the focus will shift to... Fig. Reference is made to 5B, which includes a section of subroutine 500 for monitoring engine throttle response. Subroutine 500 transitions to 512 after exiting at 504. Fig. 5A has determined that a fuel injection is less than the requested injection. In 512, subroutine 500 includes determining whether throttling occurs. Throttling can be a self-imposed (e.g., automatic) limitation of the fuel supply generated by the vehicle control system to protect one or more engine components. For example, the control system signals a fuel injector actuator to inject less fuel than requested, thus reducing engine power even if the driver and / or other engine torque demanders request a larger fuel injection for increased power. If the fuel demands are less than the maximum allowed by the throttling process, then the control system does not impose any further modifications to the control signals (e.g., no throttling is applied).In one example, throttling can occur in response to a coolant temperature exceeding an upper coolant temperature threshold. In this way, throttling can prevent coolant overheating, which in turn can prevent damage to one or more engine components.

[0064] If no throttling occurs, subroutine 500 proceeds to 514, which determines that the fuel injection system is impaired. For example, the fuel injection system might be blocked (e.g., clogged), or the fuel injection system actuator might be impaired in such a way that it cannot draw in the requested amount of fuel. At 516, subroutine 500 proceeds to indicate an injection impairment, which may involve illuminating a warning light at 518. The indication may also include a text message, an email, a phone call, and / or a notification displayed on the infotainment system. The indication may notify a driver to request vehicle maintenance (e.g., by displaying "Fuel injection system impaired. Service required.").The display may also indicate that one or more fuel injection devices are malfunctioning.

[0065] For example, the control unit can adjust the fuel injection system's operations based on the impairment. Accordingly, the control unit can signal a fuel injection actuator to inject a larger quantity of fuel than requested during future fuel injections. In this way, the impairment, which causes the fuel injection system to inject less than the requested amount of fuel, can be corrected by injecting a larger quantity than required.

[0066] If throttling occurs, the subroutine switches to 520 to send information regarding engine speed at 522, engine load at 524, GPS location at 526, engine position (e.g. crankshaft position, crankshaft speed, etc.) at 528, engine operating parameters at 530, air mass flow at 532, and exhaust manifold pressure at 534 to the central server.

[0067] The central server can analyze the received information to determine which circumstances promote throttling. The central server can then inform the control unit about these specific circumstances, enabling the control unit to adjust engine operating parameters during future operations, taking these circumstances into account, for example, to limit the occurrence of throttling.

[0068] At 536, subroutine 500 includes adjusting hardware based on provided throttling information to reduce the occurrence of future throttling.

[0069] For example, throttling can occur when the ambient temperature is high (e.g., greater than or equal to 100 °F (37 °C)) and the engine load is high to prevent and / or mitigate overheating of engine components and / or engine coolant. However, the control system can determine the probability of impairment during high ambient temperatures and high engine loads and remove the throttling (e.g., prevent throttling from occurring and inject the requested amount of fuel) if the probability of impairment is below a threshold (e.g., below 1%). In this way, a driver requirement can be met under undesirable circumstances while impairment is unlikely to occur. This can be done intelligently based on real-world data from many similar vehicles with the same engine configurations and a similar driving profile (e.g.,average engine speed, average distance per trip, geographical location, etc.).

[0070] For example, certain limits may exist that can only be exceeded for a limited period over the vehicle's lifetime without causing longevity issues (e.g., 50 hours at extremely high fuel injection pressure). A driver could be informed via in-vehicle communication (e.g., a notification on the infotainment system) that it may be possible to avoid throttling for a limited time. If the driver chooses to do so, the engine could be operated above the normal limits to avoid or reduce the throttling time. The control unit can track the time the vehicle has been operated in this manner and send the accumulated time, along with the vehicle identification number (VIN), to the central server. If the driver chooses against such operation when prompted, throttling would be activated.If the maximum total number of hours under extreme conditions is reached, the throttling would be activated, and the driver / owner could be informed that such operation is no longer possible unless certain components are replaced.

[0071] Now, the focus will shift to... Fig. Reference is made to 5C, which shows a section of subroutine 500 for monitoring fuel system pressure. Subroutine 500 proceeds at 538 to increment a count value indicating that the fuel system exceeds a threshold fuel system pressure by one, after exiting at 506. Fig. 5A has determined that a fuel system pressure greater than the threshold fuel system pressure is a significant factor. The threshold fuel system pressure can be a fixed number based on a pressure capable of impairing the fuel system. If a fuel system pressure does not exceed the threshold fuel system pressure, then the probability of fuel system impairment is relatively low or essentially zero. However, if the fuel system pressure exceeds the threshold fuel system pressure, the longevity of the fuel system may be compromised, or the probability of fuel system impairment may increase and / or be relatively high.

[0072] For example, with an increasing count value (e.g., a number of instances in which the fuel system pressure has exceeded the indefinite lifetime threshold), the probability of impairment can increase proportionally to the increasing count value. Thus, the probability of fuel system impairment is greater with a count value of 10 than with a count value below 10 (e.g., five). In some examples, the count value can additionally or alternatively be set based on a length of time the fuel system exceeds the threshold fuel system pressure. For example, a first instance in which the fuel system is above the indefinite lifetime threshold for one minute will increase the count value more than a second instance in which the fuel system is above the indefinite lifetime threshold for five seconds.In this way, the subroutine can account for a greater probability of fuel system degradation by setting the count based on the amount of time the fuel system exceeds the threshold fuel system pressure. Additionally or alternatively, a larger value of the fuel system pressure exceeding the indefinite lifetime threshold results in a greater increase in the count than a smaller value. For example, if a third case involves the fuel system exceeding the indefinite lifetime threshold by 20 Pascals, and a fourth case involves the fuel system exceeding the indefinite lifetime threshold by 100 Pascals, then the fourth case increases the count five times more than the third case.

[0073] In 539, subroutine 500 involves determining whether the counter value is greater than a threshold counter value, where the threshold counter value is based on a counter value corresponding to the requirement for fuel system maintenance and / or replacement. If the counter value is greater than the threshold counter value, subroutine 500 proceeds to 541 to notify the driver that maintenance and / or replacement is required. The notification can be made via text message, email, in-vehicle notification system (e.g., display on an infotainment system), and / or a telephone call. Following 541, subroutine 500 can proceed to 540. If the counter value is less than the threshold counter value, subroutine 500 can similarly proceed to 540.

[0074] At step 540, subroutine 500 compares the counter value with the vehicle's mileage to generate a vehicle profile. This profile is sent to the central server, where it is compared to other vehicle profiles at step 542. These profiles can contain repair and / or warranty data. This allows the central server to predict and / or determine which vehicle profiles might require future repairs.

[0075] At 544, subroutine 500 notifies the driver if their driving behavior is detrimental to the vehicle's lifespan. The driver's behavior can be compared with that of other similar vehicles in a similar area to determine if the driver's behavior is the cause of the high fuel system pressures. If the two driving behaviors differ, with one resulting in fuel system pressures exceeding the threshold for unlimited lifespan and the other not, then the driver's behavior may be detrimental to the vehicle's lifespan.

[0076] In 546, subroutine 500 applies protective throttling to reduce the likelihood of fuel system degradation in response to undesirable driving behavior that would cause the fuel system pressure to exceed the indefinite lifetime threshold. For example, throttling can be applied during periods of lower fuel injection pressure, during engine conditions with a reduced fuel quantity, and / or during pedal operation until the control system adjusts to prevent exceeding a requested fuel injection.

[0077] In one example, the central server analyzes the data and can determine that the fuel system pressure exceeds the threshold fuel system pressure due to driver behavior. The central server can notify the control unit and provide guidance on how to improve the driver's behavior. For example, fuel system pressure may exceed the threshold fuel system pressure during rapid pedal release following pedal deactivation because the fuel system pressure does not decrease as quickly as the cylinder pressure. This allows the fuel injector to continue supplying fuel to the cylinder even after the cylinder no longer requests fuel. The fuel system pressure may exceed the threshold fuel system pressure while the control unit adjusts to the newly requested fuel injection conditions.Accordingly, the control system can provide prompts to help a driver learn to release the accelerator pedal more slowly, at least during certain operating conditions that meet specific criteria, as disclosed in this document. It is understood that other driving behaviors can cause fuel system pressures to exceed the threshold fuel system pressure. For example, aggressive pedal input from a light engine load can lead to high fuel system pressure spikes, as the fuel system pressure rises rapidly from a low to a high pressure. Additionally or alternatively, the driving prompts can be tailored to current engine operating parameters that coincide with fuel system pressures exceeding the threshold fuel system pressure.For example, driving instructions during a cold start may differ from driving instructions during high engine load at high ambient temperatures. During cold starts, no pedal release instruction is given, but pedal release instructions are given in response to warmed-up engine conditions and engine load below a certain threshold (e.g., a message such as "Please release the pedal more slowly in driving situations like the current one"). Therefore, the driving instructions can depend on engine operating conditions and ambient conditions.

[0078] As another example, in response to fuel system pressure exceeding the threshold fuel system pressure, the control unit may display guidance on increasing engine life (e.g., "Partially depress the pedal and hold for several seconds before depressing further"). Guidance in response to aggressive pedal use may also include displaying optional controls to assist the driver (e.g., "Do you want the control unit to automatically regulate acceleration to avoid operation that limits engine life?"). If the driver selects Yes, the control unit may automatically adjust pedal inputs to mitigate and / or prevent fuel system pressures from exceeding the threshold fuel system pressure.The control unit can also monitor whether an emergency and / or panic pedal action occurs, based on monitoring driver behavior (e.g., more aggressive pedal action than previous pedal actions), the vehicle's surroundings (e.g., vehicle cameras detecting nearby objects and / or potential collisions), and other tactics for detecting an emergency and / or panic pedal action. If the pedal action is an emergency and / or panic action, the guidance message cannot be automatically applied, and the pedal action will not be stopped. Following an emergency and / or panic pedal action, the control unit can inform the driver of such behavior and notify the driver that depressing the pedal more slowly can extend engine life (e.g.,The message reads: "The pedal change rate has indicated an emergency pedal application, and pressing the pedal down more slowly may extend the life of the engine."

[0079] Furthermore, the central server can detect situations where guidance should be provided to reduce the pedal release rate, and situations where driver guidance is undesirable (e.g., because rapid pedal releases are acceptable). Such situations can involve a range of operating parameters provided to the vehicle, such as fuel temperature, engine temperature, engine load ranges, etc. Some examples where guidance might not be displayed include pedal actuation during an engine load above an upper threshold (e.g., a high load), pedal release during an engine load below a lower threshold (e.g., a low load), and during conditions where fuel system pressure responds rapidly to changes in the requested fuel supply to the cylinder.

[0080] Furthermore, the guidance notes can be tailored based on driver behavior that contributes to fuel system pressures exceeding the indefinite service life threshold. For example, a driver who uses the accelerator pedal aggressively may receive different guidance notes than a driver who releases the pedal too quickly. Additionally or alternatively, emergency and / or panic pedal applications may receive different guidance notes than a driver who uses the accelerator pedal aggressively.

[0081] Now, the focus will shift to... Fig. Reference is made to section 5D, which shows a section of subroutine 500 for monitoring post-injection for particulate filter regeneration. Subroutine 500 sends information to the central server at 548 regarding the pedal position at 550, the total injection at 552, the post-injection quantity at 554, the fuel temperature at 556, the fuel rail pressure at 558, and the active throttles at 560.

[0082] In procedure 562, subroutine 500 defines a worst-case scenario for the fuel pump based on the provided information. The central server can analyze the received information and determine which circumstances are conducive to a worst-case scenario for the fuel pump. Conditions during a worst-case scenario for the fuel pump (e.g., circumstances under which fuel pump capacity is limited and / or reduced) can include high fuel temperature, high post-injection, and no throttles.

[0083] For example, the central server can update throttling information based on data measured by the controller. The central server can signal the controller to make throttling less constraint-based (e.g., more frequent occurrences compared to before the update) to reduce the number of occurrences of the worst-case fuel pump scenario. In one example, fuel pump values ​​near the limit might occur if a target fuel rail pressure was not reached or maintained, or if the torque used to establish the injection quantity was limited to achieve the target fuel rail pressure. If neither of these scenarios applies, but the total requested fuel quantity exceeds an upper fuel limit threshold, then a worst-case fuel pump scenario may be active.Accordingly, the upper threshold for the fuel limit can be based on fuel quantities that correspond to worst-case scenarios for the fuel pump.

[0084] Now, the focus will shift to... Fig. Reference is made to Procedure 600, which describes a method for detecting vehicle tampering. If vehicle tampering is detected in an example, then Procedure 600 can void a vehicle warranty.

[0085] Procedure 600 begins at 602 and determines, estimates, and / or measures current engine operating parameters. 602 can derive 202 from procedure 200. Fig. 2 are essentially similar.

[0086] In procedure 604, procedure 600 involves determining whether a fuel pump is injecting more than an upper fuel quantity threshold. Fuel injections exceeding the upper fuel quantity threshold can damage engine components, including, but not limited to, a spark plug, fuel injector, cylinder walls, piston, and other components. For example, piston damage could involve the piston cracking due to fuel injection exceeding the upper fuel quantity threshold. If the fuel pump is not injecting above the upper fuel quantity threshold, procedure 600 proceeds to 606 to maintain current engine operating parameters and does not send any information to the central server.

[0087] If the fuel pump injects fuel quantities above the upper threshold for the fuel quantity, then procedure 600 switches to 608 and signals to the central server that the fuel pump is pumping more fuel than the upper threshold for the fuel quantity.

[0088] In procedure 609, procedure 600 involves determining whether standard components are detected. Standard components may include a standard fuel injector and / or a control unit that has not been programmed to increase the amount of fuel injected. Otherwise, tampering may have occurred. Tampering may include modifying a control unit and / or the fuel injector to increase the amount of fuel injected, thereby increasing engine power. In one example, the fuel injector that injects more fuel than the upper threshold for the amount of fuel is associated with a vehicle VIN. The fuel injector can be compared with other fuel injectors that also inject more fuel than the upper threshold for the amount of fuel injected.Additionally, engine conditions of different vehicles can be compared to determine discrepancies between them. If discrepancies exist and these discrepancies correspond to known manipulation conditions, then manipulation may have occurred (e.g., standard components not detected), and procedure 600 proceeds to 614 to void a warranty due to vehicle manipulation.

[0089] If standard components are detected and no vehicle tampering has occurred, then procedure 600 proceeds to 610 to notify the driver that maintenance is required. At 612, procedure 600 involves adjusting engine operating parameters based on the fact that the fuel pump is injecting more fuel than the upper threshold for the fuel quantity. In one example, the adjustment might involve applying restrictions to the affected fuel injection device until maintenance is performed. In this way, the impairment of vehicle components can be mitigated and / or prevented until maintenance is carried out.

[0090] Now, the focus will shift to... Fig. Reference is made to a procedure 700 for monitoring panic brakes and adjusting autonomous braking based on panic brake results.

[0091] Procedure 700 begins at 702, where procedure 700 determines, estimates, and / or measures current engine operating parameters. 702 is essentially similar to 602. Fig. 6 or Fig. 202 out Fig. 2.702, however, may differ in that it also measures whether a brake pedal is pressed. This can be monitored by a brake pedal position sensor and / or the vacuum level of a brake booster. The vacuum level can decrease in response to the brake pedal being pressed.

[0092] In procedure 704, process 700 involves determining whether emergency braking has occurred. If a vehicle's speed decreases faster than a threshold braking rate, then emergency braking may have occurred. The threshold braking rate can be a speed per unit of time (e.g., 10 MPH / second). If the vehicle's speed has decreased by 20 MPH / second, then emergency braking has occurred. Alternatively, emergency braking may occur if the brake pedal is pressed aggressively, as determined by a brake pedal position sensor, or if vacuum is consumed at a rate above a threshold for the vacuum consumption rate. If no emergency braking occurs, process 700 proceeds to 706 to maintain the current engine operating parameters and does not send any data to the central server.

[0093] If an emergency stop has been initiated, procedure 700 proceeds to 708 to measure the distance between the vehicle and the object. Additionally or alternatively, a change in distance can be calculated by measuring an initial distance before the emergency stop and a final distance after the emergency stop. In some examples, the distance may be the distance between the vehicle and an object immediately before the emergency stop is initiated.

[0094] In 710, procedure 700 calculates the length of the distance required to brake using panic braking (e.g., aggressive braking) to prevent a collision.

[0095] In 712, procedure 700 involves determining a difference between the required distance and the distance before initiating panic braking.

[0096] In procedure 714, step 700 involves sending the aforementioned information to the central server. The central server can receive and compare panic braking information from a variety of different vehicles. For example, the central server compares panic braking between vehicles operating under similar environmental conditions. For instance, vehicles that perform panic braking in the rain are compared with other vehicles that perform panic braking in the rain, and not with vehicles that perform panic braking in dry weather conditions. Additionally, or alternatively, panic braking can be compared for vehicles traveling at similar speeds prior to the panic braking.For example, a vehicle traveling at 55 mph before an emergency stop can be compared to other vehicles traveling in the 50-60 mph range before an emergency stop, and not to a vehicle traveling outside that range.

[0097] In the case of 716, procedure 700 involves setting a schedule for autonomous braking based on the average braking response of drivers. Average driver braking responses can be determined by the central server comparing panic braking performances of different drivers. The setting can further incorporate environmental conditions, so autonomous panic braking in wet conditions can differ from autonomous panic braking in dry conditions. For example, autonomous panic braking in wet conditions can occur at a greater distance between the vehicle and the object compared to panic braking in dry conditions.

[0098] In this way, a variety of vehicle conditions can be measured and transmitted to a central server for analysis. The central server can compare the received information with information received from other similar vehicles under similar conditions. If a discrepancy is found between the two sets of information and it is determined that the discrepancy is a detrimental factor for one or more vehicle operating conditions, then the central server can signal a control unit in the vehicle to notify a driver. The technical effect of sending vehicle conditions to the central server, whether during or outside of a vehicle fault, is to process the information and notify the driver of the probability of an impending component failure.This can reduce and / or prevent damage to the component, thereby extending the vehicle's lifespan and reducing maintenance costs.

[0099] It should be noted that the exemplary control and estimation routines contained herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-volatile memory and executed by the control system, including the controller, in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more from any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. Accordingly, various illustrated actions, processes, and / or functions can be performed in the illustrated sequence or in parallel, or in some cases, omitted.Likewise, the processing sequence is not strictly necessary to achieve the features and advantages of the exemplary embodiments described here, but is provided for the sake of clarity and description. One or more of the illustrated actions, processes, and / or functions can be performed repeatedly, depending on the specific strategy employed. Furthermore, the described actions, processes, and / or functions can graphically represent code programmed onto non-volatile memory of the computer-readable storage medium in the engine control system, with the described actions being executed by carrying out the instructions in a system that includes the various engine hardware components in combination with the electronic control unit.

[0100] It is understood that the configurations and routines disclosed herein are exemplary and that these specific embodiments are not to be interpreted in a limiting sense, as numerous variations are possible. For example, the aforementioned technology can be applied to V6, I4, I6, V12, 4-cylinder boxer, and other engine types. 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.

[0101] The following claims describe, in particular, certain combinations and subcombinations that are considered novel and not obvious. These claims may refer to "one" element, "a first" element, or the equivalent thereof. Such claims should be understood as including one or more such elements and neither requiring nor excluding two or more such elements. Further combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application.Such patent claims, whether they have a broader, narrower, the same or different scope compared to the original patent claims, are furthermore considered to be included within the subject matter of the present disclosure.

Claims

[1] Procedure, encompassing: Sending information from a vehicle to an external data analysis system in response to a detected fuel system pressure exceeding a threshold fuel system pressure; Receiving processed data from the data analysis system, which characterizes a series of operating conditions, during which a driver (132) is shown guidance instructions for reducing instances of fuel system overpressure. [2] Method according to claim 1, wherein exceeding the threshold fuel system pressure by the detected fuel system pressure increases the probability that the fuel system will be impaired. [3] Method according to claim 1, wherein the sending of the information comprises wirelessly sending the information to the vehicle-external data analysis system from a controller (12) with computer-readable instructions to do the following: Sending fault data from the vehicle to the external data analysis system in response to a fault and comparing one or more engine conditions associated with the vehicle's fault with engine conditions of other vehicles exhibiting the same fault. [4] Method according to claim 1, wherein displaying the guidance instructions involves using an in-vehicle communication system to communicate with the driver (132) and wherein the guidance instructions inform the driver (132) about driving behaviors that increase the probability of errors. [5] Method according to claim 4, wherein the vehicle-internal communication system includes an infotainment system, a navigation system or a GPS. [6] Method for an engine (10), comprising: Comparing a fuel system pressure with a threshold fuel system pressure and displaying tailored guidance to a driver (132) in response to the comparison, wherein the guidance is tailored based on the comparison during a pedal release or pedal actuation, wherein the tailored guidance is displayed in response to the comparison during pedal release, which includes an instruction to the driver (132) to release the pedal more slowly. [7] Method for the engine (10) according to claim 6, wherein displaying tailored instruction to the driver (132) includes displaying the instruction on an in-vehicle communication system. [8] Method for the engine (10) according to claim 6, further comprising a counter that counts a number of incidents, wherein the comparison includes that the fuel system pressure exceeds the threshold fuel system pressure, and wherein tailored guidance messages are displayed in response to the counter exceeding a threshold count value. [9] Method for the motor (10) according to claim 6, wherein the tailored guidance instructions displayed in response to the comparison during pedal operation include instructing the driver (132) to operate the pedal more slowly. [10] Method for an engine (10) comprising: Comparing a fuel system pressure with a threshold fuel system pressure and displaying tailored guidance to a driver (132) in response to the comparison; and a counter that counts a number of incidents, wherein the comparison involves the fuel system pressure exceeding the threshold fuel system pressure, and wherein tailored guidance messages are displayed in response to the counter exceeding a threshold count, wherein the counter counts a duration for which the fuel system pressure exceeds the threshold fuel system pressure. [11] Method for a motor (10) according to claim 10, wherein the counter increases with increasing duration. [12] Method for an engine (10), comprising: Comparing a fuel system pressure with a threshold fuel system pressure and displaying tailored guidance to a driver (132) in response to the comparison; and timing a duration and measuring a quantity for or by which the fuel system pressure exceeds the threshold fuel system pressure, and sending information to a central server regarding driver inputs and vehicle conditions.

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