METHOD FOR DIAGNOSTICING THE POSITION OF ACTIVE RADIATOR GRILL FLAPES OF A VEHICLE

Abstract

Procedure, comprehensive: during the propulsion of a vehicle (102) via a motor (10), in response to an output from a first light sensor (113) positioned under the hood (208) of a vehicle (102) behind active grille flaps (AGS) (114, 110), relative to the ambient light detected by a second light sensor (213), diagnosing the position of the AGS (114, 110); and as a response to the diagnosed position relative to the commanded position of the AGS (114, 110), adjusting an internal combustion engine operating parameter.

Description

Area

[0001] The present description generally relates to a method for diagnosing an active radiator grille flap system of a vehicle using a light sensor. General state of the art / Summary

[0002] Active grille shutters (AGS) may be fitted to vehicles to help meet increasingly stringent fuel efficiency standards. Typically located near a vehicle's front grille, AGS can be selectively adjusted to increase or decrease the amount of fresh air entering the area under the hood through the grille. AGS can be closed and remain closed when a cold engine is started to reduce cold air transfer from outside the engine compartment, thus accelerating engine temperatures and reducing vehicle emissions and fuel consumption. As engine temperatures rise, the grille shutters can be opened to increase the amount of cold air entering the engine compartment, thereby enhancing engine cooling.At higher vehicle speeds, active grille flaps can close automatically to block airflow through the internal combustion engine cooling system when supplemental cooling is not beneficial, thereby reducing vehicle drag and fuel consumption. In some AGS systems, the AGS can be controlled using position feedback sensors coupled to the grille flaps.

[0003] Due to the influence the AGS system has on internal combustion engine cooling, and consequently on engine performance, exhaust emissions, and efficiency, a robust diagnostic method for easily identifying potential AGS system deterioration is desired. Several modes of deterioration are possible for an AGS system. In one example, the AGS may become stuck in a fixed position, preventing the grille flaps from automatically adjusting in response to internal combustion engine operating conditions. In other examples, the mechanical links between the AGS grilles and the AGS motor may be damaged, or the AGS position sensor or motor itself may be deteriorated. Other approaches to diagnosing AGS system deterioration include monitoring the internal combustion engine temperature response when the position of the active grille flaps is adjusted.An example of such an approach is presented by Farmer et al. in US Publication US 2013 O 338 870 A1. In it, Farmer describes a method for performing extended diagnostics of an AGS system in response to monitoring a mechanical fault condition signal (e.g., mechanically defective or stuck AGS) and an indication that a temperature near the radiator grille flaps is outside a threshold value.

[0004] Other documents demonstrating the adjustment of the radiator grille flap position based on operating parameters include US 9,580,071 B2, US 2008 / 0250735 A1, JP 2000-122112 A, JP 2010-84723 A, and US 2017 / 0120743 A1. US 9,580,071 B2 proposes prioritizing the use of the electric drive in a hybrid vehicle if the radiator flaps malfunction. Furthermore, JP 2000-122112 A proposes determining the position of the radiator grille flaps using an infrared light source and an associated detector based on the infrared light transmission. Furthermore, US 2017 / 0120743A1 proposes calculating a deterioration in fuel consumption that occurs until an active grill flap is actually moved into the closed position, and using the calculated deterioration in fuel consumption to determine the aging or deterioration of the grill flap position sensor.

[0005] The inventors of the present invention have recognized potential problems associated with such systems. Specifically, these systems fail to address the deterioration of AGS operation due to faulty AGS position sensors. Since a functioning AGS position sensor is required to indicate a mechanical defect in order to even initiate the diagnosis, the diagnosis itself is incomplete. Furthermore, if an AGS system sensor malfunctions or deteriorates, resulting in the complete deactivation of the AGS system, any fuel consumption reduction benefits that could be maintained by continuing AGS operation at its current capacity are forfeited.

[0006] The present invention therefore aims to provide an improved method of the aforementioned type that at least mitigates the disadvantages of the prior art. In particular, it aims to provide a more reliable and accurate determination of the function and position of radiator grille flaps.

[0007] According to the invention, the aforementioned problem is solved by a method according to claim 1. Preferred embodiments of the invention are the subject of the dependent claims.

[0008] A method is therefore proposed which comprises the following: in response to an output from a first light sensor located inside a vehicle behind active grille flaps (AGS), diagnosing the position of the AGS; and, in response to the diagnosed position, adjusting an internal combustion engine operating parameter. In this way, it can be determined, in response to a change in the light level behind the active grille flaps, whether or not the grille flaps are adjusted as commanded.

[0009] This includes a vehicle system comprising active grille flaps positioned at the front end of the vehicle; a light sensor positioned inside the vehicle behind and near the AGS; and a controller that includes non-volatile instructions stored in memory for: commanding the AGS to an open and then a closed position; monitoring an output from the light sensor; diagnosing a position of the AGS in response to the monitored output from the light sensor relative to a threshold; and adjusting an internal combustion engine operating parameter in response to the diagnosed position.

[0010] In this way, by using a light sensor behind the AGS (Automatic Grille System) to diagnose the position of the active grille flaps, AGS deterioration modes can be determined. These deterioration modes can include, among others, mechanical deterioration of the AGS system, which may include deterioration of the AGS motor, stuck or defective grille flaps, or deterioration of mechanical connections between the AGS motor and the grille flaps. Additional deterioration modes that can be identified include a deteriorated AGS position sensor, if the AGS system is equipped with one. The technical result of using a light sensor to indicate AGS deterioration is that partial AGS deterioration, where the AGS may still be able to adapt to a limited extent, can be deduced.As a result, the operation of the AGS can continue, albeit at a reduced capacity, in such a way as to preserve the fuel consumption reduction benefits to the greatest extent possible. Furthermore, deriving the AGS position via a light sensor is more reliable than monitoring ambient temperatures and changes in the internal combustion engine temperature in relation to a derived AGS position, since the internal combustion engine temperature cannot react immediately to changes in AGS position and can vary for numerous reasons. Consequently, by using the light sensor output while the AGS is being commanded to different positions, the position of the AGS can be diagnosed more accurately, and a user can be notified when the AGS system requires maintenance or replacement.The aforementioned advantages, as well as other advantages and features of the present description, are readily apparent from the following detailed description, whether considered on its own or in conjunction with the accompanying drawings.

[0011] It is understood that the above summary is provided to introduce, in simplified form, a selection of concepts that are described in more detail in the detailed description. Brief description of the drawings Fig. Figure 1 shows a schematic representation of a vehicle system that includes active grille flaps (AGS) and an internal combustion engine. Fig. 2 shows a partial representation of the vehicle from Fig. 1, including the active radiator grille flaps, a car radiator and the internal combustion engine. Fig. Figure 3 shows a diagram of different louver positions of the active radiator grille flap system. Fig. 3. Fig. Figure 4 shows an exemplary routine that can be implemented to operate and diagnose an AGS system based on a light indication near the AGS. Fig. Figure 5 shows a prospective operation of an internal combustion engine, including the control of the AGS in response to internal combustion engine operating conditions and AGS diagnostics in accordance with the present disclosure. Detailed description

[0012] The following description concerns systems and methods for operating active grille flaps (AGS) coupled to an internal combustion engine contained in a vehicle, such as the one in Fig. 1. Vehicle system shown. Active grille flaps can be positioned at the front end of a vehicle's grille, with one or more light sensors positioned behind the AGS to monitor the amount of ambient light entering through the active grille flaps from the front of the vehicle, as shown in Figure 1. Fig. Figure 2 shows that the percentage opening of the AGS can be adjusted based on internal combustion engine operating conditions to increase or decrease the cooling airflow to the engine. Specifically, an internal combustion engine control unit can command an active grille flap to assume one or more positions relative to an AGS opening angle, such as those shown in Figure 2. Fig. The three positions shown are described. When the active grille flaps are adjusted to a fully open position, an increased amount of ambient light can enter through the grille flaps and strike the sensor, causing an increased response or output from the light sensor behind the AGS. Similarly, when the active grille flaps are adjusted to a closed position, a decreased amount of ambient light can enter through the grille flaps and strike the sensor, causing a decreased response from the light sensor behind the AGS. By monitoring the response of the light sensor positioned behind the AGS, the degree of AGS opening can be inferred. A method for operating an AGS system and performing AGS diagnostics using the light sensor positioned behind the AGS is described in Fig. 4 shown and an exemplary timeline for the operation of a vehicle system with an AGS system according to the routine from Fig. 4 is in Fig. 5 shown.

[0013] Now, the focus will shift to... Fig. Reference is made to Figure 1, which shows a diagram of an exemplary vehicle 102, comprising an internal combustion engine system 100 and an AGS system 110. The internal combustion engine system 100 may be contained in a vehicle, such as a road vehicle among other vehicle types. Although the exemplary applications of the internal combustion engine system 100 are described with reference to a vehicle, it is understood that various types of internal combustion engines and vehicle propulsion systems may be used, including passenger cars, trucks, and the like. The internal combustion engine system 100 may include an internal combustion engine or a diesel engine.

[0014] In some examples, the vehicle 102 may be a hybrid vehicle with multiple torque sources available to one or more vehicle wheels 76. In other examples, the vehicle 102 is a conventional vehicle with only an internal combustion engine or an electric vehicle with only one electric machine. In the example shown, the vehicle 102 includes the internal combustion engine 10 and an electric machine 72. The electric machine 72 may be an electric motor or an electric motor / generator. The crankshaft 140 of the internal combustion engine 10 and the electric machine 72 are connected to the vehicle wheels 76 via the transmission 74 when one or more clutches 73 are engaged. In the example shown, a first clutch 73 is provided between the crankshaft 140 and the electric machine 72, and a second clutch 73 is provided between the electric machine 72 and the transmission 74.The control unit 12 can send a signal to an actuator of each clutch 73 to engage or disengage the clutch, thereby connecting or disconnecting the crankshaft 140 from the electric machine 72 and its associated components, and / or connecting or disconnecting the electric machine 72 from the transmission 74 and its associated components. The transmission 74 can be a manual transmission, a planetary gear system, or another type of transmission. The powertrain can be configured in various ways, including as a parallel, in-line, or in-line-parallel hybrid vehicle.

[0015] In the illustrated embodiment, the electric machine 72 receives electrical power from a traction battery 75 to provide torque to the vehicle wheels 76. The electric machine 72 can also be operated as a generator to provide electrical power for charging the battery 75, for example, during braking. It will be understood that in embodiments that include the internal combustion engine 10 without the electric machine 72, the traction battery 75 can be replaced by a starting, lighting, and ignition (SLI) battery.

[0016] As in the exemplary combustion engine system 100 from Fig. As shown in Figure 1, the internal combustion engine 10 is a turbocharged internal combustion engine coupled to a turbocharger 13, including a compressor 14, which is driven by a turbine 16. Specifically, fresh air is introduced into the internal combustion engine 10 via the intake duct 42, an air purifier 11, and the compressor 14. The compressor can be a suitable intake air compressor, such as a compressor driven by an electric motor or a drive shaft. In the internal combustion engine system 100, the compressor 14 is shown as a turbocharger compressor, which is mechanically coupled to the turbine 16 via a shaft 19, with the turbine 16 being driven by expanding exhaust gases from the internal combustion engine. In one embodiment, the compressor 14 and the turbine 16 can be coupled within a twin-scroll turbocharger.In another embodiment, the turbocharger 13 can be a variable geometry turbocharger (VGT), wherein the turbine geometry is actively varied depending on the combustion engine speed and other operating conditions.

[0017] As in Fig. As shown in Figure 1, the compressor 14 is coupled to the throttle valve 20 via the charge-air cooler (CAC) 18. The CAC can be, for example, an air-to-air or air-to-water heat exchanger. The throttle valve 20 is coupled to an internal combustion engine intake manifold 22. From the compressor 14, the warm, compressed charge air enters the inlet of the CAC 18, cools as it flows through the CAC, and then exits to reach the internal combustion engine intake manifold 22 via the throttle valve 20. The ambient airflow 116 from outside the vehicle can enter the internal combustion engine 10 through a vehicle radiator grille 112 at the front of the vehicle and flow through the CAC 18 to assist in cooling the charge air. Condensation can form and accumulate in the CAC 18 when the ambient temperature drops or during humid or rainy weather conditions where the charge air is cooled below the dew point of water.If the charge air contains recirculated exhaust gases, the condensate can become acidic and corrode the CAC housing. This corrosion can lead to leaks between the air charge, the atmosphere, and potentially the coolant in the case of water-to-air coolers. Additionally, condensate can collect at the bottom of the CAC 18 and then be drawn into the combustion engine all at once during acceleration (or pedal actuation), increasing the chance of engine misfire. In one example, the cooling of the ambient airflow moving towards the CAC 18 can be controlled by the AGS 110 system in such a way as to reduce condensate formation and engine misfire.In particular, the AGS system 110 can include one or more active radiator grille flaps 114 (also known herein as flaps or radiator grille flaps) that can be selectively controlled in response to operating conditions, including, among others, the combustion engine coolant temperature and the vehicle speed. In some embodiments, the position of the active radiator grille flaps can be monitored by one or more AGS position sensors 115. In the embodiment described in . Fig. In the embodiment shown in Figure 1, the AGS system also includes a light sensor 113 located behind the grille flaps. The light sensor 113 is positioned behind the vehicle's grille flaps to monitor changes in the amount of light entering through the grille flaps from the front of the vehicle. In this way, the light sensor 113 is exposed to an upper threshold level of ambient light only when the grille flaps are adjusted to a fully open position. As the grille flaps open smaller, the amount of ambient light entering through them decreases, thereby reducing the amount of light reaching the light sensor 113. In particular, the light sensor 113 can be located under the vehicle's hood (not shown) and in the engine compartment.

[0018] In some non-restrictive examples, the opening angle of the AGS can be adjusted to control condensation at the CAC 18, as well as internal combustion engine cooling and / or vehicle aerodynamic drag. In one example, the opening angle of the AGS can be decreased to reduce the amount of cool, moist air entering the radiator grille and flowing through the CAC. As a result, the outlet temperature of the CAC 18 may increase, thereby reducing the likelihood of condensation. In another example, the opening angle of the radiator grille flaps 114 can be increased to increase the amount of cool air allowed to enter through the vehicle's radiator grille 112 and flow through the radiator 80. As a result, increased internal combustion engine cooling may be achieved.

[0019] In the Fig. In the embodiment shown in Figure 1, the pressure of the air charge within the combustion engine intake manifold 22 is detected by a manifold air pressure sensor (MAP sensor) 24, and boost pressure is detected by a boost pressure sensor 124. A compressor bypass valve (not shown) can be coupled in series between the inlet and outlet of the compressor 14. The compressor bypass valve can be a normally closed valve designed to open under selected operating conditions to release excess boost pressure. For example, the compressor bypass valve can open under conditions of decreasing combustion engine speed to prevent compressor surging.

[0020] The internal combustion engine's intake manifold 22 is coupled to a series of combustion chambers (e.g., cylinders 31) by a series of intake valves (not shown). Furthermore, the fuel flow to the cylinders 31 can be delivered via one or more fuel injection devices 66 in a configuration known as direct injection. In some examples, the internal combustion engine 10 may additionally or optionally include fuel injection devices arranged in the intake manifold 22 in a configuration commonly referred to as port fuel injection. The combustion chambers 31 are further coupled to the exhaust manifold 36 via a series of exhaust valves (not shown). In the illustrated embodiment, a single exhaust manifold 36 is shown. However, in other embodiments, the exhaust manifold 36 may comprise a plurality of exhaust manifold sections.Configurations featuring multiple exhaust manifold sections allow wastewater from different combustion chambers to be routed to different locations within the internal combustion engine system. A wideband lambda sensor (Universal Exhaust Gas Oxygen sensor - UEGO sensor) 126 is shown coupled to the exhaust manifold 36 upstream of the turbine 16. Alternatively, the UEGO sensor 126 can be replaced by a binary lambda sensor.

[0021] As in Fig. As shown in Figure 1, exhaust gas is directed from one or more exhaust manifold sections to the turbine 16 to drive the turbine. If reduced turbine torque is desired, some exhaust gas can instead be directed through a wastegate (not shown), thus bypassing the turbine. The combined flow from the turbine and the wastegate then flows through the emission control device 70. In general, the emission control device 70 can include a variety of emission control devices, such as one or more exhaust aftertreatment catalysts, configured to catalytically treat the exhaust gas stream and thereby reduce the amount of one or more substances in the exhaust gas stream.

[0022] The treated exhaust gas from the emission control device 70 can be discharged to the atmosphere, either wholly or partially, via an exhaust pipe 35. Depending on the operating conditions, however, a portion of the exhaust gas can instead be diverted to the EGR channel 51, through the EGR cooler 50 and the EGR valve 52, to the compressor inlet 14. In this way, the compressor is configured to draw in exhaust gas extracted downstream of the turbine 16. The EGR valve 52 can be opened to allow a controlled amount of cooled exhaust gas to flow to the compressor inlet for desired combustion and emission control performance. Thus, the internal combustion engine system 100 is designed to provide external low-pressure (LP) EGR. The rotation of the compressor 14, in addition to the relatively long LP EGR flow path in the internal combustion engine system 100, can provide excellent homogenization of the exhaust gas into the intake air charge.Furthermore, the arrangement of the EGR take-off and mixing points can provide more 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 (HP) EGR system with an EGR channel 51 that provides a connection from upstream of the turbine 16 to downstream of the compressor 14.

[0023] The motor vehicle 102 further includes a cooling system 104, which circulates coolant through the internal combustion engine 10 to absorb waste heat and distributes the heated coolant via coolant lines 82 and 84 to a car radiator 80 and / or heater core 90. In particular, the cooling system 104 is shown in the illustration. Fig. 1. The internal combustion engine 10 is coupled to the internal combustion engine 10, and coolant circulates from the internal combustion engine 10 to the car radiator 80 via the internal combustion engine-driven water pump 86 and back to the internal combustion engine 10 via the coolant line 82. The internal combustion engine-driven water pump 86 can be coupled to the internal combustion engine via the front end accessory drive (FEAD) 88 and rotated proportionally to the internal combustion engine speed by means of a belt, chain, or the like (not shown). In particular, the internal combustion engine-driven water pump 86 circulates coolant through channels in the internal combustion engine block, cylinder head, and the like to absorb heat from the internal combustion engine, which is then transferred to the ambient air via the car radiator 80.In an example where the water pump 86 driven by the internal combustion engine is a centrifugal pump, the pressure (and the resulting flow) produced at the outlet of the water pump driven by the internal combustion engine can be proportional to the crankshaft speed, which in the example is . Fig. 1 is directly proportional to the internal combustion engine speed. In another example, a pump controlled by an electric motor can be used, which can be adjusted independently of the rotation of the internal combustion engine. The temperature of the coolant (e.g., engine coolant temperature - ECT) can be regulated by a thermostatic valve 38, which is arranged in the coolant line 82 and which can remain closed until the coolant reaches a threshold temperature.

[0024] The internal combustion engine system 100 may include an electric blower 92 for directing the cooling airflow toward the CAC 18, the internal combustion engine cooling system 104, or other components of the internal combustion engine system. In some embodiments, the electric blower 92 may be an internal combustion engine cooling fan. The internal combustion engine cooling fan may be coupled to the car radiator 80 to maintain an airflow through the car radiator 80 when the vehicle 102 is moving slowly or is stopped while the internal combustion engine is running. The blower rotation speed or direction may be controlled by a controller 12. In one example, the internal combustion engine cooling fan may also direct the cooling airflow toward the CAC 18. Alternatively, the electric blower 92 may be coupled to the internal combustion engine FEAD 88 and driven by the internal combustion engine crankshaft 140.In other embodiments, the electric blower 92 can serve as a dedicated CAC blower. In this embodiment, the electric blower 92 can be coupled to the CAC 18 or positioned to direct the airflow directly toward the CAC 18. In yet another embodiment, two or more electric blowers 92 can be present. For example, one can be coupled to the car radiator (not shown) for internal combustion engine cooling, while the other can be coupled elsewhere to direct the cooling air directly toward the CAC 18. In this example, the two or more electric blowers 92 can be controlled separately (e.g., at different rotational speeds) to provide cooling for their respective components.

[0025] Coolant can flow, as described above, through coolant line 82 and / or through coolant line 84 to the heater core 90, where the heat can be transferred to the passenger compartment 106 via air ducts (not shown), and the coolant flows back to the internal combustion engine 10. In some examples, the water pump 86, driven by the internal combustion engine, can be operated to circulate the coolant through both coolant lines 82 and 84.

[0026] Fig. Figure 1 further shows a control system 28. The control system 28 can be communicatively coupled with various components of the internal combustion engine system 100 in order to execute the control routines and processes described here. As in Fig. As shown in Figure 1, the control system 28 can, for example, include an electronic digital controller 12. The controller 12 can be a microcomputer that includes a microprocessor unit, input / output ports, an electronic storage medium for executable programs and calibration values, random access memory (RAM), keep-alive memory (KAM), and a data bus. According to the illustration, the controller 12 can receive input from a variety of sensors 30, which may include user input and / or sensor input data (e.g., gear position, accelerator pedal position, brake pedal position, gear selector, vehicle speed, internal combustion engine speed, mass airflow through the internal combustion engine, boost pressure, ambient temperature, ambient humidity, intake air temperature, fan speed, ambient light), cooling system sensors (e.g.,The control unit includes internal combustion engine coolant temperature, fan speed, passenger compartment temperature, ambient humidity), CAC-18 sensors (e.g., CAC intake air temperature and pressure, CAC exhaust air temperature and pressure), one or more optional AGS position sensors 115, the AGS light sensor 113, and other vehicle sensors. In addition, the control unit 12 can receive data from a GPS 34 and / or the vehicle's own communication and entertainment system 26 102.

[0027] The in-vehicle communication and entertainment system 26 can communicate with a wireless communication device 40 via various wireless protocols, such as wireless networks, cell tower transmissions, and / or combinations thereof. Data received from the in-vehicle communication and entertainment system 26 can include real-time and predicted weather conditions. Weather conditions, such as temperature, cloud cover, precipitation (e.g., rain, snow, hail), and humidity, can be obtained through various applications of the wireless communication device and weather forecast websites. Data received from the in-vehicle communication and entertainment system 26 can include current and predicted weather conditions for the current location as well as future locations along a planned route.In one embodiment, in which the vehicle's in-vehicle communication and entertainment system 26 includes a GPS 34, current and future weather data can be correlated with current and future routes displayed on the GPS 34. In an alternative embodiment, in which the vehicle system includes a dedicated GPS 34, each of the GPS 34 and the in-vehicle communication and entertainment system 26 can communicate with the wireless communication device 40 and with each other to exchange current and future weather data and future routes. For example, the in-vehicle communication and entertainment system 26 can access various weather maps stored on the internet or other cloud computing systems.The stored weather maps can include rain, humidity, precipitation, ambient light, and / or temperature information, which may be provided, for example, as contour maps. In one example, the wireless communication device 40 can transmit real-time weather data to the vehicle's in-vehicle communication and entertainment system 26 and / or GPS 34, which is then transmitted to the controller 12. The controller 12 can compare the received weather data (which may include humidity data) with threshold values ​​and determine the appropriate adjustments to the internal combustion engine operating parameters. In one example, these adjustments may include adjusting the AGS system 110. For example, if the humidity exceeds a defined threshold, one or more AGS louvers may be closed.

[0028] Furthermore, the controller 12 can communicate with various actuators 32, which may include internal combustion engine actuators (e.g., fuel injection devices, an electronically controlled intake air throttle valve, spark plugs), cooling system actuators (e.g., air handling vents and / or bypass valves in the passenger compartment climate control system), AGS system actuators (e.g., AGS vanes, an AGS motor), and others. In some examples, the storage medium of the controller 12 may be programmed with computer-readable data representing instructions that can be executed by the processor to perform the procedures described below, as well as other variations that are provided for but not specifically listed.

[0029] As noted here, the amount of waste heat transferred from the internal combustion engine 10 to the coolant can vary with the vehicle operating conditions, thereby affecting the amount of heat transferred to the air flowing through the internal combustion engine system 100. For example, if the internal combustion engine output torque or fuel flow is reduced, the amount of waste heat generated can be reduced proportionally.

[0030] The motor vehicle 102 further includes a vehicle radiator grille 112 for providing an opening (e.g., a radiator grille opening, bumper opening, and the like) for receiving ambient airflow 116 (from outside the vehicle) through or near the front end of the vehicle and into the engine compartment. The entry of the ambient airflow 116 into the engine compartment can be controlled by the AGS system 110, as previously described. Heat can be transferred to the ambient airflow 116 via the car radiator 80, the electric blower 92, and other components to keep the internal combustion engine 10 and / or the transmission cool. Furthermore, the ambient airflow 116 can dissipate heat from the vehicle's air conditioning system and can increase the power output of turbocharged or supercharged internal combustion engines equipped with a CAC 18, which reduces the temperature of the air entering the intake manifold / internal combustion engine.In one example, the electric blower 92 can be adjusted to further increase or decrease the airflow to the components of the internal combustion engine. In another example, a dedicated CAC blower can be included in the internal combustion engine system 100 to increase or decrease the airflow to the CAC 18.

[0031] Now, the focus will shift to... Fig. 2 Reference is made to an exemplary embodiment 200, a partial representation of the vehicle 102 made of Fig. Figure 1 shows which includes the CAC 18, the car radiator 80, the electric blower 92, the internal combustion engine 10, the AGS system 110, and the associated ambient airflow 116 flowing through it. These and other vehicle and internal combustion engine components may be located under a vehicle engine hood 208. The under-hood position may be vertically lower than the hood within a powertrain compartment of the vehicle when the vehicle is on level ground, but above a floor of the vehicle and / or within an exterior panel / body of the vehicle. Other components under the hood, such as the fuel system, batteries, and the like, may also benefit from the cooling airflow. Thus, the AGS system 110 can cool the cooling system 104 ( Fig. 1) support the internal combustion engine 10. In the Fig. In the example shown, the AGS system 110 can be a dual active grille flap system comprising two groups of one or more grille flaps 114, each configured to adjust the amount of airflow received through the vehicle's grille 112, as shown in the diagram above. Fig. 1 shown. In another example, the AGS system 110 can be an active radiator grille flap system comprising a single group of one or more radiator grille flaps 114 or more than two groups of one or more radiator grille flaps 114.

[0032] The grille flaps 114 can cover a front region of the vehicle, extending, for example, from directly under the hood 208 to the underside of the bumper. By covering the front of the vehicle, air resistance can be reduced, and the inflow of external cooling air into the radiator 80 and the CAC 18 can be reduced. In some embodiments, all grille flaps 114 can be moved in a coordinated manner by the controller 12. In other embodiments, the grille flaps 114 can be divided into groups, and the controller 12 can independently adjust the opening / closing of each group of grille flaps 114. For example, a first group of grille flaps 204 can be positioned in front of the radiator 80, and a second group of grille flaps 206 can be positioned in front of the CAC 18.

[0033] The AGS system can optionally include one or more AGS position sensors 115, which are / are arranged in the immediate vicinity of the radiator grille flaps 114. In examples that optionally include AGS position sensors, at least one AGS position sensor 115 can be arranged in the immediate vicinity of each group of radiator grille flaps 114. For example, at least one AGS position sensor 115 can be arranged in the immediate vicinity of each of the first group of radiator grille flaps 204 and the second group of radiator grille flaps 206. As another example, the AGS position sensor 115 can be arranged in the immediate vicinity of an AGS motor 202. In one example, the AGS position sensor 115 can be a Hall effect sensor. A Hall effect sensor can include a transducer that varies its output voltage in response to a magnetic field, such as a magnetic field produced by a rotating AGS motor 202.The AGS position sensors 115 can be calibrated in response to an ignition-on combustion engine state. For example, the AGS can be automatically moved to a fully open position by the control unit in response to an ignition-off combustion engine state. Thus, when the ignition is on, the AGS position sensors can be calibrated to a fully open position, and subsequent control actions to change the AGS position via the AGS motor 202 can be performed relative to the ignition-on calibration position.

[0034] The AGS system may also include one or more first light sensors (e.g., AGS light sensors 113) located near the radiator grille flaps 114 inside the vehicle and in the area under the hood (here also referred to as the engine compartment). Specifically, the AGS light sensor 113 may be located behind the radiator grille flaps. In other words, the AGS light sensor 113 may be located between the radiator grille flaps 114 and the internal combustion engine 10 on the side of the radiator grille flaps facing away from the front of the vehicle 102. For example, at least one AGS light sensor 113 may be located near each group of radiator grille flaps. For instance, at least one AGS light sensor 113 may be located near each of the first group of radiator grille flaps 204 and the second group of radiator grille flaps 206.In one example, the AGS light sensor 113 can be any suitable type of light sensor, including, but not limited to, a photodiode, a photovoltaic sensor, and a solar cell. It will be understood that the AGS light sensor 113 can be calibrated in response to an ignition-on state. As previously described, the AGS can be moved to a fully open position by the control unit in response to an ignition-off combustion engine state, and in response to an ignition-on combustion engine state, the AGS light sensor can then be calibrated to match the light signal for a fully open position. Subsequent control actions to change the AGS position via the AGS motor 202 can be performed relative to the ignition-on calibration light signal.

[0035] The vehicle 102 can also include one or more secondary light sensors 213. In one example, the secondary light sensor 213 can be a light sensor located near a rearview mirror, such as the light sensor used to control the automatic dimming of a rearview mirror. In other examples, the secondary light sensor can be a light sensor located on a vehicle dashboard and / or near a vehicle headlight, such as the light sensor used to control the turning on / off and automatic dimming of the vehicle headlights.The second light sensor 213 is positioned to be exposed to ambient light conditions outside the vehicle 102, while the first light sensor 113 can only be exposed to ambient light conditions when the AGS (Automatic Gearbox Systems) are not in a fully closed position that blocks light from entering the grille. For example, ambient light and air can enter through the openings created between the grilles when the grilles are adjusted to a partially or fully open position. When the AGS are fully closed, the entry of ambient light into the area under the hood behind the AGS may be blocked, and thus the light output of the first light sensor 113 may be lower by a threshold amount than the light output of the second light sensor 213.The degree or intensity of ambient light entering the area under the vehicle's hood (and striking and being detected by the first light sensor 113) can increase when the AGS (Automatic Gas Sensors) are opened to a greater degree (e.g., as they approach the fully open position). When the AGS are fully open, allowing a maximum amount of ambient light to enter the area under the hood and strike the first light sensor 113, the light output of the first light sensor 113 can be closest to the light output of the second light sensor 213.

[0036] As in Fig. As shown in Figure 2, the first group of radiator grille flaps 204 can be positioned vertically above the second group of radiator grille flaps 206 with respect to the surface on which the vehicle 102 stands. Therefore, the first group of radiator grille flaps 204 can be referred to as the upper radiator grille flaps, and the second group of radiator grille flaps 206 can be referred to as the lower radiator grille flaps. The degree of opening of the first group of radiator grille flaps 204 can control the amount of ambient airflow 116 directed to the car radiator 80, and the degree of opening of the second group of radiator grille flaps 206 can control the amount of ambient airflow directed to the CAC 18. Therefore, the upper radiator grille flaps can significantly influence the vehicle's aerodynamic drag and the internal combustion engine cooling, while the lower radiator grille flaps can significantly influence the CAC cooling.However, it will be understood that one or more groups of radiator grille flaps may also be arranged horizontally next to each other instead of vertically above or below another group of radiator grille flaps.

[0037] In some examples, each group of grille flaps 114 can contain the same number of grille flaps 114, while in other examples, one group of grille flaps can contain a greater number of grille flaps than the other group. In one embodiment, the first group of grille flaps 204 can contain multiple grille flaps, while the second group of grille flaps 206 contains one grille flap. In an alternative embodiment, the first group of grille flaps can contain one grille flap, while the second group of grille flaps can contain more than one grille flap. In alternative embodiments, all grille flaps 114 can be contained in a single group of grille flaps, and the degree of opening of each group of grille flaps 114 can affect vehicle drag, internal combustion engine cooling, and CAC cooling.

[0038] The radiator grille flaps 114 can be positioned between a fully open and a fully closed position and can be held in the fully open position, the fully closed position, or a variety of intermediate positions. In other words, the opening of the radiator grille flaps 114 can be adjusted so that the grille flaps 114 are partially open, partially closed, or pulsed between a fully open and a fully closed position to provide an airflow for cooling the components of the internal combustion engine system. The fully open position can be described as a position with the maximum degree of opening (or maximum percentage opening), and the fully closed position can be described as a position with the maximum degree of closing (or maximum percentage closing).The degree of opening of the grille flaps 114 or the group of grille flaps (e.g., the first group of grille flaps 204 or the second group of grille flaps 206) can be expressed as a percentage (e.g., percentage open). For example, if the grille flaps are located midway between an open and closed position, they may be 50% open (or 50% closed). If the grille flaps are opened to the maximum percentage open (e.g., an upper threshold of opening), then they are 100% open.

[0039] The radiator grille flaps 114 (e.g., the upper radiator grille flaps) can be operated by an AGS motor 202. The AGS motor 202 can be operated as described in Fig. 1 shown with the control system 28. As an example, the control unit 12 can be communicatively connected to the AGS system 110 and can have executable instructions stored on it to adjust the opening of the radiator grille flaps 114 via the AGS motor 202. The control unit 12 can send signals to the AGS motor 202 to adjust the AGS system 110. These signals can include commands to increase or decrease the opening of the upper and / or lower radiator grille flaps. As an example, the control unit 12 can output voltages to the AGS motor corresponding to fully opening, fully closing, or partially opening the radiator grille flaps 114. For example, the control unit 12 can output a voltage to the AGS motor 202 to open the upper radiator grille flaps to 30%.Accordingly, the AGS motor 202 can draw AGS motor current when the radiator grille flaps 114 are fully opened, fully closed, or partially opened. Furthermore, the controller 12 can detect or measure the AGS motor current to determine an AGS position. In addition, the output voltage to the AGS motor and the AGS motor current can be of a first polarity when the AGS motor rotates in a first direction (e.g., corresponding to opening the AGS radiator grille flap), and the output voltage to the AGS motor and the AGS motor current can be of a second polarity, opposite to the first, when the AGS motor rotates in a second direction opposite to the first (e.g., corresponding to closing the AGS radiator grille flaps).

[0040] The AGS motor 202 can be coupled to one or more radiator grille flaps 114. For example, the AGS motor 202 can be coupled to a first radiator grille flap 114, with the first radiator grille flap being mechanically connected to the other radiator grille flaps 114. In another example, the AGS motor 202 can be coupled to each radiator grille flap 114 or each group of radiator grille flaps. Furthermore, in some examples, the AGS system 110 can include more than one motor to control more than one group or more than one individual radiator grille flap. The AGS system can include an intelligent motor connected to the controller 12. Fig. 1. Communicates via, for example, a multiplex bus. In some examples, the AGS motor may include an output shaft connected to an AGS housing (not shown) and to one of a plurality of movable vanes, which are linked together to form a group. When the AGS motor output shaft moves, it moves the attached vane, causing the other vanes in the group to move together. In some examples, a mechanical linkage (not shown), which may include gears, may be provided between the vane sets in a master / slave relationship.

[0041] Now, the focus will shift to... Fig. 3 Reference is made to the exemplary radiator grille flap positions for a single slat (e.g., a single radiator grille flap 114). In particular, diagram 300 shows a side view of a radiator grille flap 114 (such as the one in Fig. 2 (radiator grille flap 114 shown). The radiator grille flap 114 can rotate about a second shaft 308, which is arranged on a central axis of rotation of the louver. The radiator grille flap 114 can rotate between a fully closed and a fully open position, defined by a vertical axis 310 and a lateral axis 312 of the AGS, respectively.

[0042] Figure 302 shows a first grille flap position. The first grille flap position is a fully closed position, in which the AGS (Automatic Gas Shutters) are completely closed, thus preventing airflow and / or ambient light 116 from entering the vehicle through the grille. A light sensor 113 is located on the opposite side of the grille flaps 114 within the area under the vehicle's hood, since the incoming airflow and ambient light 116 (from outside the vehicle) can generate a sensor output indicating the amount of ambient light passing through the grille flaps. The amount of light entering through the grille flaps when they are fully closed would be less compared to when they are partially or fully open.The percentage open when the AGS are fully closed can be 0%, and the percentage closed when the AGS are fully closed can be 100%. When the AGS are fully closed, the amount of ambient light entering through the grille flap openings can be lower compared to when the grille flaps are fully open. At position 302, the louver axis 318 (shown at position 304) of the grille flap 114 can align with the vertical axis 310 such that the angle between the grille flap 114 and the vertical axis 310 can be approximately 0° (the louver axis 318, as shown at 304, is parallel to the vertical axis 310). This angle can be referred to as the opening angle. In other embodiments, the fully closed radiator grille flap position may be slightly greater than 0° (e.g. 5°) to allow adjacent radiator grille flaps to overlap.

[0043] In one example, the radiator grille flap 114 can contact a stop 321 when it reaches the fully closed position (e.g., maximum percentage closed of 100% and percentage open of 0%). The stop 321 can be coupled to a support structure (e.g., an outer frame) of the AGS system 110. For example, the stop 321 can be positioned along a vertical axis 310 of at least one radiator grille flap 114 of a group of radiator grille flaps. Therefore, at least one radiator grille flap 114 of the group of radiator grille flaps can contact the stop 321 when it reaches the maximum percentage closed position of 100%.

[0044] Figure 304 shows a second grille flap position. This second grille flap position is an intermediate position between a fully open and a fully closed position, in which the grille flap 114 can be partially open (or partially closed). The opening angle 316 is defined between the vertical axis 310 and the louver axis 318 of the grille flap 114. In one example, the opening angle 316 might be approximately 36°, such that the percentage opening of the grille flap is approximately 40%. In another example, the opening angle might be approximately 9°, such that the percentage opening of the grille flap is approximately 10%. In some cases, the controller can also determine a percentage closing of the grille flap. For example, the percentage closing of the grille flap can be calculated as 100 minus the percentage opening. In the example where the percentage opening is 40%, the percentage closing is 60%.The partially open grille flap 114 allows ambient light and / or airflow 116 to flow around the louver and through the opening created by the partial opening of the grille flap 114, and into the vehicle in the direction of the internal combustion engine. The incoming ambient light can strike the light sensor 113 and elicit an electrical response from it. It will be understood that under constant ambient light conditions outside the vehicle and the grille flaps 114 (e.g., with respect to the direction of the ambient light and airflow 116), the response of the light sensor 113 for grille flap position 304 may be greater than the response of the light sensor 113 for grille flap position 302. Furthermore, the response of the light sensor 113 may be less than the response of the second light sensor 213, as shown in [reference missing]. Fig. 2 shown.

[0045] Figure 306 shows a third exemplary radiator grille flap position. This third radiator grille flap position is a fully open position, which allows the maximum amount of ambient airflow and / or ambient light 116 to enter the vehicle and engine compartment through the radiator grille. Thus, the fully open position can be referred to here as maximum opening or maximum percentage opening. When the AGS are fully open, the opening angle 316 is approximately 90° (the louver axis 318 is parallel to the lateral axis 312), and the percentage opening is 100%. Likewise, the ambient light and airflow 116 can pass through the radiator grille flap 114 relatively unimpeded, and the ambient light can strike the first light sensor 113 and trigger a response. It will be understood that under constant ambient light conditions outside the vehicle and the radiator grille flaps 114 (e.g.,Depending on the direction of the ambient light and airflow (116), the response of the light sensor 113 for the radiator grille flap position 306 may be greater than the response of the light sensor 113 for the radiator grille flap positions 304 and 302. Furthermore, the output of the light sensor 113 for the radiator grille flap position 306 may be closer to the response of the second light sensor 213 (from . Fig. 2) than would be the case at position 304 or 302 of the active grille flap. In one example, the grille flap 114 can touch a stop 320 when it reaches its maximum opening of 100% (and an opening angle of 90°). The stop 320 can be coupled to a support structure (e.g., an outer frame) of the AGS system 110. For example, the stop 320 can be positioned along a lateral axis of at least one grille flap 114 of a group of grille flaps. Therefore, at least one grille flap 114 of the group of grille flaps can touch the stop 320 when it reaches its maximum opening of 100%.

[0046] In this way, the radiator grille flap slats 114 of an AGS system 110 can be adjusted to a variety of positions between 0% open (fully closed position) and 100% open (maximum percentage opening or fully open position). An AGS motor, shown in Fig. 1, can actuate the radiator grille flaps 114 into different positions via a mechanical linkage (not shown) based on a commanded radiator grille flap position.

[0047] During normal operation, the AGS (Automatic Air System) can be fully open when the internal combustion engine is off. When starting a cold internal combustion engine, control unit 12 can instruct the AGS to remain closed for a period of time to allow the engine to warm up more quickly and reach efficient operating temperatures, which can help reduce fuel consumption and internal combustion engine emissions. Control unit 12 can also instruct the AGS to close to block airflow through the radiator grille when the internal combustion engine is cold and engine loads are low, which can help reduce vehicle drag and fuel consumption. The AGS can also be closed at higher vehicle speeds, particularly at constant sustained speeds and low engine loads, to further reduce fuel consumption.If the combustion engine temperature needs to be lowered, the AGS can be commanded to open via control 12. The AGS control can also be used to assist in controlling combustion engine coolant temperatures, condensation, HVAC performance, and exhaust emissions in response to one or more of a vehicle speed, combustion engine coolant temperature, and combustion engine load.

[0048] During vehicle operation, various AGS deterioration can occur. The AGS grille flaps 114 may become stuck in a position (e.g., a stationary position despite actuation by the engine) or be damaged due to mechanical deterioration of parts of the AGS system or external dirt entering the front vehicle grille 112, as described in reference to Fig. 1. The mechanical connections between the AGS motor 202 and the radiator grille flaps 114 can deteriorate, wear out, or become damaged over time. The AGS motor 202 can also experience mechanical deterioration or may continue to function without a load in the presence of deteriorated mechanical connections to the radiator grille flaps 114.

[0049] By positioning a light sensor behind the active grille flaps, the amount of ambient light entering the engine compartment through the openings between the grille flaps (which can also be more simply referred to as "through the grille flaps") can be monitored. For example, in response to an output from the first light sensor 113, located under the hood (e.g., the hood 208), Fig. 2) of a vehicle behind active radiator grille flaps 114, a position (e.g. degree of opening) of the AGS can be diagnosed (e.g. determined).

[0050] As described above, the AGS system 110 can optionally include AGS position sensors 115. For example, the AGS position sensors 115 can be Hall-effect sensors and can be used to determine the AGS position in an AGS position feedback control strategy. If the AGS position sensors lose their functionality, the AGS feedback control strategy can no longer directly determine the radiator grille flap position using the AGS position sensors. It will be understood that in embodiments of the AGS system that include AGS position sensors, in addition to mechanical AGS deterioration, the AGS position sensors 115 can also deteriorate or malfunction due to damage or environmental contamination.Other embodiments may include a temperature sensor near an AGS system to attempt to determine whether the active grille flaps have assumed the commanded position and to identify potential deterioration in response to a temperature sensor output. It is understood that the AGS light sensor, positioned behind the AGS, may further be used to confirm operation or to imply deterioration of other sensors in the AGS system, such as an AGS position sensor or an AGS temperature sensor. The ability to infer or determine the AGS position using an alternative method (e.g., as an alternative to using AGS position or temperature sensors) when the AGS sensors deteriorate may permit at least partial continued operation of the AGS.For example, if the AGS (Automatic Gas System) can still be fully opened but not fully closed, at least some of the fuel efficiency reductions conferred by the operation of AGS System 110 can be preserved. Conversely, in the event of complete mechanical AGS deterioration, which involves the AGS becoming stuck in a position and failing to adjust accordingly, an internal combustion engine parameter can be adjusted to mitigate the potentially detrimental effects of a stuck AGS system. For instance, in response to an AGS stuck in a closed position, a cooling fan can be activated earlier than it would otherwise have been to provide adequate cooling for the internal combustion engine. In another example, an HVAC output can be reduced to lessen the load on the internal combustion engine, thereby also reducing the engine's cooling requirements.Other examples include moving the AGS to a standard position and disabling further AGS adjustments in response to an internal combustion engine operating condition. This can prevent internal combustion engine overheating and / or reduce the likelihood of AGS motor failure and / or other damage to the AGS system.

[0051] In this way, a system for a vehicle can include active grille flaps (AGS) positioned at the front end of the vehicle; a first light sensor positioned inside the vehicle behind and near the AGS; and a control system, including non-volatile instructions stored in memory, for: monitoring an output from the light sensor while commanding the AGS to an open and then a closed position; diagnosing a position of the AGS in response to the monitored output of the light sensor relative to a threshold; and adjusting an internal combustion engine operating parameter in response to the diagnosed position.

[0052] Now, the focus will shift to... Fig. 4. Reference is made to a routine 400 for operating an AGS system (such as the AGS system 110, which is in the Fig. (as shown in Figures 1-2) illustrates, including a procedure for diagnosing an AGS position. An example of a diagnosed AGS position involves a position that differs from a commanded position (e.g., deterioration). Routine 400 also involves responding to a diagnosed AGS position, including deterioration, based on a light indication near the AGS. In other words, Procedure 400 may involve performing a type of rationality test on the AGS system to determine whether the AGS system's active grille flaps are mispositioned (e.g., in a position other than the commanded one) or stuck in a position, and / or whether one or more components of the AGS system are deteriorating. Instructions for performing Procedure 400 and the other procedures included herein may be issued by a controller (e.g., Controller 12 from Figure 1). Fig. 1) based on instructions stored in a memory of the control unit and in conjunction with sensors of the internal combustion engine system (e.g. of the internal combustion engine system 100 from Fig. 1) received signals, such as those from the sensors mentioned above with reference to Fig. 1. The control system can use combustion engine actuators of the combustion engine system to adjust the combustion engine operation according to the procedures described below.

[0053] Routine 400 starts at 402, where the routine involves estimating and / or measuring internal combustion engine operating conditions, including engine speed (Ne), operator torque demand (Tq), engine coolant temperature (ECT), barometric pressure (BP), engine boost, vehicle speed (VS), and an ambient light condition (such as through an output from a light sensor, like a second light sensor 213, shown in Fig. 2, specified), include ambient temperature and ambient humidity. The routine then proceeds to 404, where the routine adjusts the active grille flaps (e.g., active grille flap 114 from Fig. 2) based on the combustion engine operating conditions. Adjusting the active grille flaps may involve a vehicle control unit (e.g., control unit 12 from Fig. 1) a signal to a motor (AGS motor 202 from Fig. 2) sends a signal that is coupled to the active grille flaps (in one example via a mechanical linkage) to adjust the degree of opening of the active grille flaps (e.g., opening angle or percentage opening). In one example, in response to starting a cold internal combustion engine (e.g., engine 10 from Fig. 1) When the engine coolant temperature (ECT) falls below a threshold, the active grille flaps are adjusted to a fully closed position, blocking the entry of ambient air and light into the area under the vehicle's hood to reduce the intake of cool air and accelerate the warm-up of the engine. In another example, in response to an engine coolant temperature (ECT) exceeding a threshold, the control unit can send a signal to the AGS motor to actuate the mechanical linkage coupled to the AGS to increase the opening angle of the active grille flaps, thereby increasing the amount of air entering the grille for enhanced cooling.In this way, the AGS adjustment can be used to actively control combustion engine coolant temperatures and increase combustion engine power and fuel efficiency. Furthermore, the AGS can be selectively controlled in response to an ambient humidity reading from a humidity sensor and other combustion engine parameters to reduce condensation in an intercooler (e.g., CAC 18 from the...). Fig. 1 and Fig. 2) to mitigate. In another example, the vehicle control unit, in response to a vehicle speed exceeding a threshold and an internal combustion engine coolant temperature below a threshold, can send a signal to the AGS motor, which is coupled to the active grille flaps, to adjust the degree of opening of the active grille flaps to a fully closed position. In this way, the likelihood of excessive internal combustion engine cooling can be reduced by decreasing the amount of intake air entering through the grille. Furthermore, by reducing the amount of intake air entering through the grille, the vehicle's aerodynamic drag can also be reduced, which can lead to increased fuel efficiency.

[0054] In case 406, the routine includes determining whether the conditions for AGS diagnostics have been met. AGS diagnostic conditions might include, for example, determining whether a threshold duration has elapsed since the previous AGS diagnostics were performed. It will be understood that it may be appropriate to routinely perform AGS diagnostics after a threshold duration has elapsed (for example, after 7-10 days or after 12 hours of internal combustion engine operation) or after a threshold number of internal combustion engine start / stop conditions has elapsed (for example, after 10 internal combustion engine starts). It will be understood that initiating the diagnostics on a routine basis, as described above, may be appropriate. However, in some examples, the AGS diagnostic routine may also be initiated in response to an internal combustion engine parameter falling outside a threshold value.For example, if an internal combustion engine parameter, such as the internal combustion engine coolant temperature, exceeds a temperature threshold indicating engine overheating during urban driving conditions, the AGS diagnostic routine can also be initiated to determine if the AGS is stuck in the closed position, which contributes to the increase in internal combustion engine coolant temperature. In this way, the AGS diagnostic routine can be routinely scheduled as a preventative diagnostic procedure and / or performed as a reactive measure to diagnose or justify the AGS system in response to an internal combustion engine parameter reading outside a threshold value.

[0055] Additional or alternative conditions for initiating an AGS diagnosis may include a specification of a daylight condition. In one example, a daylight condition may be determined by the output of a light sensor. In some examples, the light sensor may be an auto-dimming light sensor coupled to a rearview mirror, or a light sensor associated with the vehicle's automatic headlight control, located on a dashboard or outside of, or beneath, a hood (e.g., the hood of a 208). Fig. 2) of the vehicle (e.g. the second light sensor 213 from Fig. 2) In other examples, a daylight condition can be determined by a real-time weather report received by a vehicle control system or an onboard real-time clock indicating a time of day. As mentioned earlier, data received from an in-vehicle communication and entertainment system (e.g., the in-vehicle communication and entertainment system 26) can be used to determine the daylight condition. Fig. 1) can be obtained, including real-time and predicted weather conditions. Weather conditions, such as cloud cover and precipitation (e.g., rain, snow, hail, etc.), can be obtained through various applications of wireless communication devices and weather forecast websites.

[0056] It will be understood that the AGS diagnosis can be carried out during hours without daylight, provided that there is a certain amount of ambient light in front of the vehicle. This can be light from vehicle headlights (e.g., headlights from vehicle 102). Fig. 1 or another vehicle) is projected or reflected, including ambient lights in a parking area or any other suitable light source in front of the vehicle. Furthermore, it will be understood that the AGS diagnostics can be performed in any driving or non-driving mode and under any ambient temperature condition. For example, the AGS diagnostics can be performed during any driving mode, which may include, but is not limited to, an idle condition, a combustion engine off condition, a start / stop driving mode, a city driving mode, a highway driving mode, and an electric vehicle mode.As a result of being able to perform AGS diagnostics during any driving or non-driving mode and under any ambient temperature condition, robust diagnostics are provided that are independent of the vehicle operator's driving habits and weather conditions. An additional condition for initiating AGS diagnostics can include a vehicle speed above a threshold speed, with the diagnostics being performed while the vehicle is under power.

[0057] If the conditions for AGS diagnosis are not met, then the routine proceeds to 408, where the routine involves continuing to adjust the AGS in response to internal combustion engine operating conditions, as described above with reference to 404, before it ends.

[0058] If the conditions for AGS diagnostics are met, the routine proceeds to 410, where the routine involves initiating AGS diagnostics. Initiating AGS diagnostics may involve recording an initial ambient light level via a light sensor located outside and below the vehicle's hood, such as the second light sensor 213. Fig. 2. After initiating the AGS diagnostics, the routine at 412 includes determining whether the active radiator grille flaps are open (e.g., fully open). As already mentioned with reference to the in Fig. As described in the exemplary position 306 shown in Figure 3, a fully open position can allow the maximum amount of ambient airflow and / or ambient light to enter the area under the hood and the engine compartment of the vehicle through the grille. The fully open position can be considered as the maximum opening or the maximum percentage opening. In one example, determining whether the grille flaps are fully open might involve the control unit receiving sensor data from a position sensor (e.g., the AGS position sensor 115 from the Fig. 1 and Fig. 2) receives a signal if the AGS system includes a position sensor. A light sensor positioned behind the active grille flaps (e.g., the AGS light sensor 113 from the...) Fig. 1-3), can also provide an indication that the radiator grille flaps are in a fully open position. A fully open radiator grille flap position can correlate with a light sensor indication from behind the radiator grille flaps, which corresponds to an ambient light sensor indication, as can be deduced from a light sensor positioned in full exposure to ambient light (e.g., the second light sensor 213 from Fig. 2) It will be understood that the light sensor positioned behind the active grille flaps may include the light sensor positioned on one side of the grille flaps facing away from the front grille of the vehicle (e.g., the vehicle grille 112 from Fig. 1) In other words, the light sensor positioned behind the AGS could include the light sensor located between the active grille flaps and the internal combustion engine under a vehicle's hood. Other methods for determining whether the AGS are fully open may use a proximity sensor at a stop (e.g., stop 320 from Fig. 3) include.

[0059] In yet another example, determining whether the AGS are fully open may involve determining whether the last ordered position of the AGS was a fully open position.

[0060] If the AGS are not fully open, the routine proceeds to 414, where the routine involves fully opening the active grille flaps. Fully opening the active grille flaps may involve the controller sending a signal to the AGS motor to start the motor, actuate a mechanical linkage, and adjust the AGS to a fully open position. In one example, this might involve increasing the degree of opening to the maximum percentage. In some examples, this might involve increasing the opening of the grille flaps until a stop (e.g., stop 320) is reached. Fig. 3) touch. In an alternative embodiment, the AGS diagnosis can be performed by adjusting the AGS between a partially open and closed position. Thus, the method at 414 in this embodiment can involve increasing the degree of opening of the AGS so that they are partially open (e.g., 80% open) but not fully open.

[0061] If the AGS are in the fully open position at 412, or have been adjusted to a fully open position at 414, the routine proceeds to 416, where it involves monitoring a light sensor output from a light sensor located behind the AGS. Monitoring the light sensor response may include monitoring an initial sensor response from the first light sensor positioned behind the AGS. This allows the amount of light entering through the AGS to be derived, and changes in the position (e.g., percentage open) of the AGS can produce predictable and corresponding changes in the amount of light entering through the AGS. For example, if the AGS are fully open, a maximum amount of ambient light (e.g., ambient light 116) can be expected to enter the AGS. Fig. 1 and Fig. 2) enter through the grille flaps and generate an increased sensor output (e.g., an increased voltage reading). Conversely, when the AGS are fully closed, a minimal amount of ambient light can enter through the openings between the grille flaps, generating a decreased light sensor output. In other examples, monitoring the light sensor output may also involve monitoring an initial response from a second light sensor located outside, beneath the vehicle's hood. This allows for monitoring an output ambient light level to provide an initial ambient light condition for comparison with the light response indicated by the first light sensor. Even if the ambient light conditions vary during AGS diagnostics, this method allows the light response from the first light sensor to be compared with the current ambient light conditions.When the AGS are fully open, it may be particularly suitable for the first response of the first light sensor to correlate closely with the first response of the second light sensor, since the AGS do not block the first sensor from receiving ambient light.

[0062] In 418, the routine involves adjusting the grille flaps to the closed position and monitoring the light sensor response (e.g., output). In one example, adjusting the grille flaps to the closed position might involve the vehicle control unit sending a signal to the AGS motor to actuate the mechanical linkage coupled to the AGS, reducing the grille flaps' open percentage to 0%. In another example, this might involve the grille flaps touching a stop (e.g., stop 321). Fig. 3), as in exemplary position 302 from Fig. Figure 3 shows that in this fully closed position, the ambient light can be reduced or its entry into the engine compartment through the grille can be substantially prevented, thus reducing the response (e.g., output) of the first light sensor located behind the AGS. In an alternative embodiment, the method at 418 can involve reducing the degree to which the AGS open, so that they are further closed, but not fully closed (e.g., 10% open), compared to the position at 414. In addition to adjusting the grille flaps to the closed position at 418, the light response is monitored. Monitoring the light response can include monitoring the light response of the first light sensor and monitoring the light response of the second light sensor.

[0063] The routine then proceeds to 420, where the routine involves determining whether the light sensor responses (e.g., outputs) of the light sensor positioned behind the AGS (e.g., the first light sensor 113) are within expected thresholds in both the open and closed positions. In one example, the expected thresholds might include a threshold between the first light sensor output of the first light sensor, located behind the grille flaps under the hood, and the second light sensor output of the second light sensor, located outside of the hood and exposed to ambient light when the AGS are commanded to an open position. In another example, when the AGS are adjusted to the fully open position, the light indication (e.g., sensor output or sensor response) of the first sensor might fall within a threshold of the light indication (e.g.,The expected thresholds may differ between the first sensor's output or response (or sensor output) and the second sensor's output. This is partly because the grille flaps do not prevent ambient light from entering the grille and reaching the first light sensor. Therefore, the light readings from the first and second light sensors are expected to be approximately the same when the grille flaps are fully open. Additionally, the expected thresholds may include a threshold difference between the first light sensor's initial response when the AGS are commanded to an open position and the second light sensor's response when the AGS are commanded to a closed position. Specifically, when the AGS are commanded to the fully open position, the first sensor's light reading is expected to be greater than the first sensor's reading when the AGS are in the fully closed position.This is a result of the grille flaps preventing an increasing amount of ambient light from reaching the first light sensor as the grille flap opening(s) decreases. Thus, the first light sensor response is expected to be greater than the second light sensor response by a threshold value. Other threshold values ​​may involve comparing the sensor data from one or more first light sensors if the AGS system includes more than one. In some embodiments, a light sensor may be positioned behind each group of active grille flaps. This allows for verification that each group of grille flaps is adjusting as commanded. Furthermore, if more than one light sensor is positioned behind the AGS, the average output of all light sensor data can be used to reduce variability and / or noise in the sensor data.In embodiments of the AGS diagnostics that involve commanding the AGS between a partially open and a partially closed position, the expected thresholds may also differ from the expected thresholds when the AGS is commanded between a fully open and a fully closed position. It will be understood that if a sudden or unexpected change in ambient light occurs during the diagnostics, the routine may be deactivated.

[0064] If the light sensor responses of the first light sensor are not within the expected thresholds, the routine proceeds to 422, where it involves reporting the deterioration of the AGS system and determining a deteriorated AGS position based on the light sensor response(s). For example, in response to a command to increase the AGS opening, the light reading from the first light sensor is expected to increase toward an ambient light level that can be reported by the second light sensor, which is located outside and below the hood. Similarly, in response to a command to move the AGS from an open to a closed position, the light reading from the first light sensor is expected to decrease by more than one threshold light level.In this way, the AGS can be diagnosed as stuck in a closed position based on the fact that a first light sensor response does not decrease by more than a threshold amount when the AGS are commanded to a closed position and / or if the first light sensor response differs from the second light sensor response by more than a threshold value when the AGS are commanded to an open position.

[0065] In another example, the AGS can be diagnosed as stuck in an open position based on the fact that a first light sensor response does not increase by more than a threshold amount when the AGS are commanded to an open position and / or that the first light sensor response differs from the second light sensor response by less than a threshold value when the AGS are commanded to an open position.

[0066] In embodiments of the internal combustion engine system that include an AGS position sensor, the AGS diagnostics can further gather information about the functionality of the position sensor and the AGS light sensor by monitoring sensor outputs during diagnostics. For example, if the output of the first AGS light sensor decreases from the open position in response to a command to close the grille flaps, and the AGS position sensor does not indicate a reduced opening of the grille flaps, this may indicate a deteriorated AGS position sensor. Conversely, if the output of the first AGS light sensor does not decrease in response to a command to close the grille flaps, but the AGS position sensor indicates that the grille flaps have moved to a closed position, then a deterioration of the AGS light sensor can be inferred.Other system sensor functionalities can be evaluated as part of the AGS diagnostics, including a temperature sensor near the radiator grille flaps.

[0067] The routine then proceeds to 424, where it involves setting a diagnostic code in response to the AGS deterioration report and disabling the AGS actuation. Setting the diagnostic code may involve setting a code within the control unit indicating that the AGS system is deteriorated, stuck in a position (e.g., open, closed, or a position between fully open and fully closed), or incorrectly positioned. In addition to setting a diagnostic code, the control unit may also illuminate a malfunction indicator light (MIL) on an operator display panel (not shown) within the vehicle's passenger compartment. In one example, the AGS diagnostics at 422 may have determined that the AGS is stuck in a closed position, and therefore a diagnostic code indicating this may be set.In another example, the AGS diagnostics at 422 may have determined that the AGS position sensor is deteriorated, and therefore a diagnostic code indicating this can be set. In this way, the specific mode of deterioration can be specified. Optionally, the routine at 424 can also include moving the AGS to a standard position if the AGS are not stuck. In one example, the standard position might be the fully open position or the most open position possible; however, other standard positions may be appropriate. Furthermore, the AGS actuation can be disabled in response to a report of a deteriorated AGS system to reduce the likelihood of damage to the AGS motor or mechanical linkage. Disabling the AGS actuation can also be a response to a report of stuck AGS.In particular, disabling the AGS actuation may mean that the control unit does not send a signal to adjust the AGS position, even if vehicle and / or internal combustion engine operating conditions might indicate that the adjustment of the grille flaps would otherwise be indicated. For example, in response to an indication that the grille flaps are stuck in a partially open position, the grille flaps may not be commanded to move to a fully closed position, even if the vehicle speed and internal combustion engine coolant temperature are above their respective thresholds for adjusting the AGS to a fully closed position.

[0068] In other examples, instead of disabling future operation of the AGS system, it may be appropriate to continue operating the AGS at its current capacity, without completely disabling the AGS system and foregoing any fuel consumption reduction benefits that can be retained despite the limited capacity by continuing AGS operation. This may occur in situations where the AGS may be unable to move to a fully open or fully closed position due to obstructions from dirt, but the radiator grille flaps can otherwise still be reliably controlled.

[0069] In procedure 426, the routine involves adjusting internal combustion engine parameters based on the deteriorated AGS position determined in procedure 422. In some examples, this may involve adjusting one or more parameters of an internal combustion engine fan, water pump, HVAC system, internal combustion engine load, and vehicle auxiliary load. If, as previously described, the AGS are stuck in the closed position, this can reduce the amount of fresh intake air entering the vehicle's radiator grille to provide adequate internal combustion engine cooling under certain operating conditions. In this context, stuck radiator grille flaps may contribute to an unintended increase in internal combustion engine coolant temperatures; therefore, controlling (e.g., adjusting) an appropriate internal combustion engine parameter may mitigate a potentially problematic temperature rise in internal combustion engine components.In one example, in response to reaching a vehicle and / or internal combustion engine operating condition that would trigger a command to open the radiator grille flaps, the control unit may activate a cooling fan (e.g., the electric fan 92). Fig. 1) Activate to increase the combustion engine cooling effect to compensate for the deteriorating AGS system. In another example, the control unit may reduce the cooling output of the HVAC system to reduce the combustion engine load and thus lower the cooling requirements of the combustion engine system. The routine ends after 426.

[0070] If the light sensor responses at 420 are within the expected thresholds, the routine proceeds to 428, where the control unit cannot indicate any deterioration of the AGS and can continue adjusting the AGS based on combustion engine operating conditions, as previously described. The routine ends after 428.

[0071] Now, the focus will shift to... Fig. 5 Reference is made to a projected operating map 500 of an internal combustion engine system, for example the internal combustion engine system 100 from Fig. Figure 1 shows, including the control of the AGS in response to internal combustion engine operating conditions. The internal combustion engine system may also have the ability to perform an AGS diagnostic routine using a light sensor located behind the active grille flaps, such as the one shown in Fig. 4 diagnostic routines shown, to be performed, and one in Fig. The second light sensor 213 shown in Figure 2. The AGS position can be controlled by a vehicle control unit, and in response to a signal indicating a deteriorated AGS position, the control unit can adjust an internal combustion engine parameter to mitigate the effects of the deterioration and maintain adequate internal combustion engine cooling. By using a light sensor to monitor the AGS for deterioration or mispositioning, robust diagnostics are provided that can be performed under any driving or non-driving conditions and at any ambient temperature. The map 500 from Fig. Figure 5 represents an internal combustion engine coolant temperature (ECT) at curve 502, an internal combustion engine speed (Ne) at curve 504, a vehicle speed (VS) at curve 506, an AGS opening position at curve 508, and an ambient light indication at curve 510. It is understood that the ambient light indication of curve 510 can be output by a light sensor that is not located within the engine compartment or behind the AGS, as previously described. Rather, ambient light levels can be derived by a sensor located outside the engine compartment. Exemplary locations for the ambient light sensor include a vehicle instrument panel, a rearview mirror, and near a headlight. Chart 500 additionally includes a light indication from an AGS light sensor at curve 512, which is derived from a sensor located behind the AGS, as disclosed herein.It will be understood that a sensor located behind the AGS (Automatic Radiator Support System) can be positioned between the active radiator grille flaps and the combustion engine under the vehicle's hood, on the side of the grille flaps facing away from the front of the vehicle. Chart 500 also includes a deterioration marker at curve 514 and a cooling fan operating mode at curve 516. All curves are plotted against time on the x-axis. Additionally, the magnitude of any displayed parameter in any given curve increases along the y-axis from bottom to top, as shown. The time markers t1-t5 represent points in time at which significant events occur.

[0072] Prior to time t1, there is a gradual increase in the internal combustion engine speed (curve 504), the vehicle speed (curve 506), and the internal combustion engine coolant temperature (curve 502), as can occur when there is an increasing torque demand from an operator. The dashed line 503 represents an internal combustion engine coolant temperature threshold for opening the AGS (Automatic Grille System), above which the percentage opening and / or full opening of active grille flaps can be commanded to enable increased internal combustion engine cooling by allowing a greater quantity of fresh air to enter through the vehicle's grille. The fresh air intake can be further increased when the vehicle is driven forward.The dashed line 507 represents a vehicle speed threshold for closing the AGS (Automatic Grille System), above which the opening of the active grille flaps can be reduced and / or closed completely to decrease fresh air intake through the grille and reduce drag, thereby increasing fuel efficiency. Before time t1, the grille flaps remain closed because the ECT (Electronic Control Temperature) has not yet reached the opening threshold temperature 503. The ambient light reading (curve 510) before time t1 starts low and gradually increases, as can be indicated by driving during the early morning hours with the sun rising (e.g., increasing ambient light levels throughout the day). Before time t1, the light reading from the AGS light sensor remains low (e.g.,(Minimal), since the AGS are closed, preventing low levels of ambient light from entering through the radiator grille flap openings and reaching the light sensor. No deterioration marker is indicated, and the cooling fan remains off before time t5.

[0073] At time t1, in response to the combustion engine coolant temperature reaching threshold 503, the control unit can send a signal to the AGS actuator to drive the AGS motor and actuate a mechanical linkage to increase the opening of one or more groups of active grille flaps (trajectory 508). In response to the increased opening of the active grille flaps, the light reading from the AGS sensor increases (trajectory 512). Between t1 and t2, the combustion engine coolant temperature does not increase further due to the increased airflow (trajectory 502). The vehicle speed continues to increase beyond time t2, reaching and exceeding threshold 507 at this time.In response to the vehicle speed exceeding threshold 507, the control unit can send a signal to the active grille flap actuator to drive the AGS motor and actuate a mechanical linkage to reduce the opening of the active grille flaps (trajectory 508). In one example shown, the active grille flaps move to a fully closed position at time t2, and the light reading from the AGS sensor decreases accordingly (trajectory 512). The internal combustion engine speed and vehicle speed continue to increase slightly until they stabilize between times t2 and t3. The internal combustion engine coolant temperature remains approximately constant between times t2 and t5.

[0074] At t2, the ambient light condition (curve 510) has reached an ambient light threshold of 511, above which the AGS diagnosis can be initiated. It will be understood that the ambient light threshold can be any suitable ambient light value and may include one or more of sunlight, moonlight, cloud cover, artificial lights from a parking lot at night, and reflections from vehicle headlights off a wall in front of the vehicle. For illustrative purposes, the AGS are stuck in a closed position at some point between t2 and t3.

[0075] The diagnostic procedure is initiated at time t3, and in response to this, the AGS (Automatic Grille Sensors) are commanded to a fully open position (dashed line 509). However, the grille flaps are unable to assume the fully open position and remain closed (line 508). As a result, the light reading from the AGS light sensor does not increase as expected. Specifically, the AGS light sensor reading (line 513) would be within a threshold of the ambient light condition (line 510) if the AGS were fully open. Instead, the AGS light sensor reading remains consistent with a closed AGS (line 512). At time t4, the AGS diagnostic procedure involves commanding the AGS to a fully closed position. Since the AGS in the example shown are stuck in the closed position, there is no change in the AGS position (curve 508) or the light reading at the AGS light sensor (curve 512).The ambient light conditions remain relatively constant for the duration of the AGS diagnosis.

[0076] At time t5, the AGS diagnostics end, and in response to the difference between the expected light reading from the AGS sensor and the ambient light reading between t3 and t4, an indication of AGS deterioration at time t5 is marked (trajectory 514). If the output of the first light sensor (e.g., the light reading from the AGS sensor) has not changed by more than one threshold value when the AGS is commanded from an open to a closed position, the AGS deterioration can also be indicated and marked additionally or optionally. As mentioned previously, indicating AGS deterioration may involve setting a diagnostic code and / or illuminating a malfunction indicator lamp (MIL) on an operator display in the vehicle's passenger compartment.After time t5, the internal combustion engine speed (curve 504) and the vehicle speed (curve 506) may gradually decrease, as can occur when a vehicle operator reduces the activation of an accelerator pedal, thus reducing the torque requirement. If the vehicle speed (curve 506) falls below the vehicle speed threshold 507 and / or if the internal combustion engine coolant temperature rises above the ECT threshold 503, the control unit may send a signal to the AGS actuator to increase the AGS opening. As a result of the deterioration at time t5, since the AGS are stuck in a closed position, the AGS may not be able to open as desired. As a result, the cooling fan can be activated (e.g., switched on) to cool the area created by the car radiator, the heater core and the CAC (e.g., the car radiator 80, the heater core 90 and / or the CAC 18). Fig.1) To increase the moving airflow in order to enhance the cooling effect for the internal combustion engine. It will be understood that other internal combustion engine parameters could be controlled in response to the deterioration indication, including one or more of the following: increasing the internal combustion engine cooling capacity by activating one or more of the internal combustion engine fans and a water pump, and decreasing the internal combustion engine load by reducing one or more of the HVAC system load and vehicle auxiliary load. In this way, by using a light sensor behind the AGS to diagnose the position of the active radiator grille flaps, AGS deterioration modes can be identified and differentiated.These deterioration modes can include, among others, mechanical deterioration of the AGS system, which may include deterioration of the AGS motor, stuck or defective grille flaps, or deterioration of mechanical connections between the AGS motor and the grille flaps. Additional deterioration modes that can be identified include a deteriorated AGS position sensor, if the AGS system is equipped with one. The technical benefit of using a light sensor to indicate AGS system deterioration is that partial AGS deterioration, where the AGS may still be able to adapt to a limited extent, can be inferred. As a result, the operation of the AGS can continue, albeit at a reduced capacity, in such a way that the fuel consumption reduction benefits can be preserved to the greatest extent possible.Furthermore, deriving the AGS position via a light sensor is more reliable than monitoring ambient temperatures and changes in combustion engine temperature in relation to a derived AGS position, as the combustion engine temperature cannot react immediately to changes in AGS position and can vary for numerous reasons. Therefore, diagnosing the AGS position using the output of a light sensor positioned behind the AGS in an area under the vehicle's hood can allow for a more accurate diagnosis of the AGS and also of additional sensors within the AGS system, including position or temperature readings.

[0077] A method includes, in response to an output from a first light sensor located under the hood of a vehicle behind active grille flaps (AGS), diagnosing the position of the AGS; and, in response to the diagnosed position, adjusting an internal combustion engine operating parameter. In a first example of the method, the method further includes initiating the diagnosis in response to one or more of a threshold duration since the previous diagnosis, a vehicle speed exceeding a threshold speed, and an ambient light condition of ambient light outside the vehicle exceeding a threshold level.A second example of the procedure optionally includes the first example and further includes that the ambient light condition above the threshold level is indicated by one or more outputs from a second light sensor located outside of the vehicle's hood, a real-time weather report received when the vehicle is controlled, and an on-board real-time clock indicating a time of day.

[0078] A third example of the procedure optionally includes one or more of the first and second examples and further includes diagnosing the position of the AGS, specifically determining that the AGS are stuck in a closed position, in response to the first light sensor's output being below a threshold level after the AGS have been commanded to an open position. A fourth example of the procedure optionally includes one or more of the first through third examples and further includes diagnosing the position of the AGS, specifically determining that the AGS are stuck in an open position, in response to the first light sensor's output being above a threshold level after the AGS have been commanded to a closed position.A fifth example of the procedure optionally includes one or more of the first to fourth examples and further includes that adjusting the internal combustion engine parameter involves one or more of adjusting one or more of an internal combustion engine blower, a water pump, an HVAC system, an internal combustion engine load, and a vehicle auxiliary load.

[0079] Another method involves, in response to a signal that ambient light outside the vehicle is above a threshold level, adjusting the vehicle's active grille flaps (AGS) to each of an open and a closed position and signaling the degradation of the AGS in response to a light condition behind the AGS being outside a threshold range. The adjustment of the vehicle's active grille flaps (AGS) to each of an open and a closed position can be performed sequentially, including, in a first condition, adjusting the AGS to the open position and then the closed position. Alternatively, the sequential adjustment in a second condition, different from the first, can include adjusting the AGS to the closed position and then the open position.In a first example of the method, the method further includes adjusting an internal combustion engine operating parameter in response to deterioration. A second example of the method optionally includes the first example and further includes that adjusting the internal combustion engine operating parameter involves adjusting one or more of an internal combustion engine fan, a water pump, an HVAC system, an internal combustion engine load, and a vehicle auxiliary load. A third example of the method optionally includes one or more of the first and second examples and further includes that the light condition behind the AGS is measured by a light sensor positioned behind the AGS in an area under the vehicle's hood.A fourth example of the procedure optionally includes one or more of the first to third examples and further includes, in response to the fact that the light condition behind the AGS is outside the threshold range, indicating that the AGS are in a position different from the commanded position, and in response to a position sensor of the AGS indicating that the AGS are in the commanded position, indicating the deterioration of the position sensor.A fifth example of the procedure optionally includes one or more of the first to fourth examples and further includes that the light condition includes a first measured light condition output by the light sensor when the AGS are commanded to the open position, and a second measured light condition output by the light sensor when the AGS are commanded to the closed position, and wherein the out-of-threshold light condition includes that the first measured light condition is less than one threshold away from the second measured light condition.A sixth example of the procedure optionally includes one or more of the first five examples and further includes that the light condition behind the AGS includes a light condition that occurs when the AGS is commanded to the open position, and wherein the light condition outside the threshold range includes that the light condition is at a level that differs by a threshold amount from a level of the specified ambient light. A seventh example of the procedure optionally includes one or more of the first six examples and further includes, in response to the deterioration specification, moving the AGS to a standard position and disabling any further adjustment of the AGS in response to an internal combustion engine operating condition.

[0080] A system for a vehicle includes active grille flaps (AGS) positioned at the front end of the vehicle; a first light sensor positioned inside the vehicle behind and near the AGS; and a controller, including non-volatile instructions stored in memory, for: monitoring an output from the first light sensor while commanding the AGS to an open and then a closed position; diagnosing a position of the AGS in response to the monitored output of the first light sensor relative to a threshold; and adjusting an internal combustion engine operating parameter in response to the diagnosed position.In a first example of the method, the method further comprises a second light sensor located near one or more of a rearview mirror, a vehicle dashboard, and a vehicle headlight, wherein the threshold includes one or more of a first threshold difference between the output of the first light sensor while the AGS are in the open position and the output of the first light sensor while the AGS are in the closed position, and a second threshold difference between the output of the first light sensor and the second light sensor while the AGS are being commanded to the open position.A second example of the procedure optionally includes the first example and further includes instructions to determine that the AGS are stuck in a closed position in response to a difference between the output of the first light sensor while the AGS are being commanded to the open position and the output of the first light sensor while the AGS are being commanded to the closed position being below the first threshold difference, and a difference between the output of the first light sensor and the second light sensor while the AGS are being commanded to the open position being above the second threshold difference.A third example of the procedure optionally includes one or more of the first and second examples and further includes instructions to determine that the AGS are stuck in an open position in response to a difference between the output of the first light sensor while the AGS are being commanded to the open position and the output of the first light sensor while the AGS are being commanded to the closed position being below the threshold difference, and a difference between the output of the first light sensor and the second light sensor while the AGS are being commanded to the open position being below the threshold difference.A fourth example of the procedure optionally includes one or more of the first to third examples and further includes adjusting the internal combustion engine operating parameter by increasing one or more of an internal combustion engine cooling capacity by one or more of an internal combustion engine fan and a water pump, and reducing an internal combustion engine load by reducing one or more of an HVAC system load and a vehicle auxiliary load.A fifth example of the procedure optionally includes one or more of the first to fourth examples and further includes a position sensor for indicating a position of the AGS and that the instructions further include instructions for indicating the deterioration of the position sensor in response to determining that the AGS are in a position that is subtracted from the commanded position, based on the monitored output of the light sensor and an output from the position sensor indicating that the AGS are in the commanded position.

[0081] In another embodiment, a method in response to a request to initiate a diagnosis of active grille flaps (AGS) positioned at the front end of a vehicle involves adjusting the AGS between an open and closed position and, during a first condition, indicating the deterioration of the AGS in response to the fact that an output from a light sensor located behind the AGS does not change by a threshold amount when the AGS are adjusted between the open and closed positions; and, during a second condition, not indicating the deterioration of the AGS and continuing to adjust the AGS based on internal combustion engine operating conditions in response to the fact that the output changes by at least the threshold amount when the AGS are adjusted between the open and closed positions.

[0082] It should be noted that the exemplary control and estimation routines contained herein can be used with various internal combustion engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-volatile memory and can be executed by the control system, which includes the controller in combination with the various sensors, actuators, and other internal combustion engine hardware. The specific routines described herein 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, operations, 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 easier illustration and description. One or more of the illustrated actions, operations, and / or functions can be performed repeatedly, depending on the specific strategy employed. Furthermore, the described actions, operations, and / or functions can graphically represent code that is to be programmed in the non-volatile memory of the computer-readable storage medium in the internal combustion engine control system, whereby the described actions are carried out by executing the instructions in a system that includes the various internal combustion engine hardware components in combination with the electronic control unit.

[0083] 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 foregoing technology can be applied to V-6, I-4, I-6, V-12, 4-cylinder boxer, and other types of internal combustion engines. 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.

[0084] 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. Other 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 a different scope of protection compared to the original patent claims, are also considered to be included in the subject matter of the present disclosure. REFERENCE MARK LIST 10 Internal combustion engine 11 air purifiers 12 Control / electronic control 13 turbochargers 14 compressors 16 Turbine 18 Intercoolers (CAC) 19th wave 20 Throttle valve 22 Internal combustion engine intake manifold 24 Manifold air pressure sensor (MAP sensor) 26 Vehicle communication and entertainment system 28 Tax system 30 sensors 31 cylinders / combustion chambers 32 actuators 34 GPS 35 Exhaust pipe 36 exhaust manifolds 38 Thermostatic valve 40 Wireless communication device 42 Intake manifold 50 EGR coolers 51 EGR channel 52 EGR valve 66 Fuel injection device 70 Emission control device 72 Electric Machine 73 Clutch 74 gearboxes 75 traction battery 76 vehicle wheels 80 car radiators 82 Coolant line 84 Coolant line 86 Water pump 88 Front-end auxiliary drive (FEAD) 90 heating heat exchangers 92 Electric blower 100 internal combustion engine systems 102 vehicles 104 Cooling system 106 passenger compartment 110 AGS system (active radiator grille flap system) 112 Vehicle radiator grille 113 AGS light sensor / first light sensor 114 Radiator grille flap 115 AGS position sensor 124 Boost pressure sensor 126 broadband lambda probe (UEGO probe) 140 Crankshaft 202 AGS engine 204 First group of radiator grille flaps 206 Second group of radiator grille flaps 208 Hood 213 Second light sensor 320 stop (for open position) 321 Stop (for closed position)

Claims

Method comprising: while a vehicle (102) is being driven by a motor (10), in response to an output from a first light sensor (113) positioned under a hood (208) of a vehicle (102) behind active radiator grille flaps (AGS) (114, 110), relative to the ambient light detected by a second light sensor (213), diagnosing a position of the AGS (114, 110); and in response to the diagnosed position relative to the commanded position of the AGS (114, 110), adjusting an internal combustion engine operating parameter. Method according to claim 1, wherein the diagnosis is initiated in response to one or more of a threshold duration since the previous diagnosis, a vehicle speed above a threshold speed and an ambient light condition of ambient light outside the vehicle (102) above a threshold level. Method according to claim 2, wherein the ambient light condition above the threshold level is indicated by one or more of an output from the second light sensor (213) located outside under the hood (208) of the vehicle, a real-time weather report received by a control unit (12) of the vehicle (102), and an on-board real-time clock indicating a time of day. Method according to claim 1, wherein diagnosing the position of the AGS (114, 110) includes determining that the AGS (114, 110) are stuck in a closed position in response to the output of the first light sensor (113) being below a threshold level after the AGS (114, 110) have been commanded to move to an open position. Method according to claim 1, wherein diagnosing the position of the AGS (114, 110) includes determining that the AGS (114, 110) are stuck in an open position in response to the output of the first light sensor (113) being above a threshold level after the AGS (114, 110) have been commanded to move to a closed position. Method according to claim 1, wherein adjusting the combustion engine parameter includes one or more of adjusting one or more of a combustion engine blower (92), a water pump (86), an HVAC system, a combustion engine load and a vehicle auxiliary load. The method of claim 1, wherein the output of the first light sensor (113) includes a first measured light condition, which is output by the light sensor (113) when the AGS (114, 110) are commanded to an open position, and a second measured light condition, which is output by the light sensor (113) when the AGS (114, 110) are commanded to a closed position, and wherein the output of the first light sensor (113) includes, outside the threshold range, that the first measured light condition is less than a threshold value away from the second measured light condition.

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