Method for controlling the operation of an active venting device

Abstract

A method for controlling the operation of an active venting device (30) fluidically coupled to a vent in a hood (16) of a motor vehicle (10), wherein the active venting device (30) is switchable between closed and open states to block and release the vent, the method comprising: Determining the presence of a calibrated vehicle vent condition via the vehicle control; Determining the presence of a calibrated vehicle speed condition via the vehicle controller; in response to a determination that the calibrated vehicle venting condition exists, transmitting a first command signal to the active venting device (30) to transition to the open state and thereby permit venting fluid flow through the vent opening; and in response to a determination that the calibrated vehicle speed condition exists, transmitting a second control signal to the active venting device (30) to transition to the closed state and thereby limit the flow of venting fluid through the vent opening; characterized in that (i) the motor vehicle (10) includes an internal combustion engine (ICE) (52) assembly, and wherein the calibrated vehicle venting condition includes an engine operating temperature that exceeds a calibrated nominal engine temperature, wherein the calibrated vehicle venting condition exists when both an engine operating temperature of the ICE assembly exceeds a calibrated engine nominal temperature and the motor vehicle (10) is driven at a current speed above a calibrated highway speed; or that (ii) the calibrated vehicle venting condition is present when the motor vehicle (10) performs a hard turning maneuver.

Description

INTRODUCTION

[0001] The present disclosure relates generally to ventilation systems for motor vehicles, and more particularly to methods for controlling the operation of an active ventilation device to reduce drag and improve powertrain performance (PTC). A generic method is essentially disclosed in DE 34 35 700 A1. For further prior art, reference is made to DE 10 2014 101 486 A1.

[0002] Many currently produced motor vehicles, such as the modern automobile, are originally equipped or retrofitted with aftermarket hardware and accessories to improve the vehicle's aerodynamic characteristics. For example, front air dams and splitters modify the airflow passing under the vehicle body to equalize the distribution of forward and rearward downforce. As the name suggests, a front air dam is a fluid barrier structure mounted beneath or integrated with the front-end bumper structure of the vehicle body and extending downward near the road surface. Front air dams—or more colloquially, "front spoilers"—improve the vehicle's aerodynamics and stability by blocking and redirecting turbulent airflow under the chassis.Splitters, on the other hand, typically appear as a flat extension that protrudes forward from the bottom of the front bumper and is parallel to the ground. A splitter acts like a wedge, forcing high-pressure air up and over the vehicle and forcing high-pressure, low-pressure air underneath the vehicle, resulting in positive net downforce.

[0003] While splitters and front air dams serve to modify the aerodynamic characteristics at the front of a vehicle, spoilers and diffusers work to modify the aerodynamic flow at the rear. An air spoiler is usually anchored to the trunk lid or rear roof rails and is shaped in geometry similar to an inverted airfoil. Spoilers are designed to alter the airflow behind the vehicle, creating an aerodynamic pressure gradient that generates downforce on the rear tires. A rear diffuser, on the other hand, uses a series of specially shaped ducts arranged along the rear portion of the vehicle's underbody. These ducts improve the vehicle's aerodynamic characteristics by enhancing the transition between the high-speed airflow from the chassis and the much slower airflow of the surrounding air.In general, a rear diffuser helps slow and expand underbody airflow by providing pressure recovery, so it does not cause excessive flow separation and drag.

[0004] Conventional automobiles use reciprocating internal combustion engines to propel the vehicle and operate the vehicle's onboard electronics. Hybrid and electric vehicles, on the other hand, use alternative energy sources, such as electric motor generators, to power the vehicle, reducing or eliminating the engine's dependence on power. In many powertrain designs, the prime mover—the engine—is mounted in a dedicated engine compartment (or "engine tract") behind the front bumper structure. A hood (also called a "bonnet" in some countries) extends over and covers the vehicle's engine compartment to prevent theft or damage to the powertrain components and, when opened, allows access to the engine compartment for maintenance and repair.On passenger cars, the hood is typically hinged to a front crossmember below the instrument panel or to the side engine bay rails of the body-in-white (BIW). The front end of the hood is attached to a firewall or tie rod crossmember via a releasable latching mechanism. In vehicles with a mid-engine or rear-engine layout, the engine compartment, and thus the hood, is located toward the center or rear of the vehicle, in contrast to the forward position of most conventional vehicle designs.

[0005] During normal operation, internal combustion engines (ICE) and large traction motors (i.e., for hybrid and all-electric powertrains) generate a significant amount of heat, which is radiated into the vehicle's engine compartment. To extend the service life of the prime mover(s) and the various components in the engine compartment, most vehicles are equipped with passive and active engine compartment cooling features. Possible measures to mitigate excessive heating in the engine compartment include thermal wrapping of the exhaust ducts and thermal coating of headers and distributors. Active means of cooling the engine compartment consist of heavy-duty radiators, powerful coolant pumps, and electric cooling fans. As a further option, some vehicle hood assemblies are provided with vents to expel hot air and increase convective cooling within the engine compartment.In addition to cooling the engine compartment, the hood's ventilation openings, in conjunction with the front grille cover, serve to reduce flow separation and the resulting eddy currents that penetrate the free-flowing ambient air through the moving vehicle. SUMMARY

[0006] According to the invention, a method for controlling the operation of an active venting device is presented, which is characterized by the features of claim 1.

[0007] Disclosed herein are active engine compartment ventilation systems, methods of making and using these systems, and motor vehicles equipped with an active engine compartment ventilation system and programmable control logic for regulating the operation of the ventilation system. By way of example, and not by way of limitation, a novel active hood vent architecture is presented that serves to reduce backpressure in the engine compartment and allow exhaust from the condenser, radiator, and fan module (CRFM) through the hood. This reduction in backpressure in the engine compartment reduces frontal lift forces and increases radiator flow.In addition, the active hood vent architecture utilizes an automatic flow control element, such as motor-driven shutters or shape memory alloy (SMA)-actuated louvers, to selectively close the vent, reducing drag at higher vehicle speeds. During calibrated vehicle "vent" conditions, such as a hard turn or an active CRFM fan, or engine temperatures exceeding a maximum temperature threshold, the active hood vent is automatically opened. Conversely, during calibrated vehicle "anti-drag" conditions, such as when the vehicle is traveling at or above a calibrated highway speed, the active hood vent is automatically closed.In some applications, radiator airflow can be increased by approximately 3 to 7 cubic meters per minute (CMM) while simultaneously reducing the front lift coefficient by approximately 0.010 to 0.015 CLF when the active hood vent is in an open state. Conversely, the drag coefficient can be reduced by approximately 0.004 to 0.007 CD when the active hood vent is closed. Optional system architectures also utilize an active closure system for the front grille cover; in this case, the grille closures and hood vents can be opened and closed simultaneously for additional aerodynamic and PTC performance.

[0008] Aspects of the present disclosure are directed to control algorithms for the operation of an engine compartment ventilation system. For example, a method for controlling the operation of an active ventilation device fluidly coupled to a vent in the hood of a motor vehicle is disclosed.

[0009] The active venting device is automated to transition between a closed state in which the device obstructs or otherwise at least partially seals the hood vent, and an open state in which the venting device does not obstruct or otherwise at least partially unblocks the vent.

[0010] For any of the disclosed embodiments, the calibrated vehicle vent condition may include the motor vehicle performing a hard turn. For vehicle applications where an engine cooling fan is located in the engine compartment, the calibrated vehicle vent condition may include the cooling fan being on. For vehicle applications utilizing an internal combustion engine, the calibrated vehicle vent condition may include an engine operating temperature of the ICE assembly exceeding a calibrated engine nominal temperature. Determining that a calibrated vehicle vent condition exists may require both the engine operating temperature being above the calibrated engine nominal temperature and the motor vehicle traveling at a current speed above a calibrated highway speed.For each of the disclosed embodiments, the calibrated vehicle venting state may include an engine compartment temperature that exceeds a calibrated nominal engine compartment temperature. Optionally, the calibrated vehicle speed state may also include driving and maintaining a calibrated highway speed.

[0011] Further aspects of the present disclosure are directed to motor vehicles equipped with active engine compartment ventilation and control logic for regulating the operation of the vent. A "motor vehicle," as used herein, may refer to any relevant vehicle platform, such as passenger cars (internal combustion engines, hybrid, all-electric, fuel cell, fully or partially autonomous, etc.), transportation vehicles, industrial vehicles, tracked vehicles, all-terrain vehicles (ATVs), agricultural equipment, boats, aircraft, etc. A motor vehicle is disclosed that includes a vehicle body having an engine compartment, a prime mover (e.g., engine and / or traction motor) mounted in the engine compartment, and a vented hood covering an access opening to the engine compartment.An active venting device, which is seamlessly coupled to the vent in the hood, switches selectively between a closed and an open state to block, seal or unblock the vent opening.

[0012] The motor vehicle also includes a vehicle controller, such as a programmable electronic control unit (ECU) or a powertrain control module, that communicates with the active venting device. The vehicle controller is programmed to determine the presence of a calibrated vehicle venting condition and to determine the presence of a calibrated vehicle speed condition. In response to the occurrence of a calibrated vehicle venting condition, the controller commands the active venting device to transition to the open state and open the vent opening to allow venting fluid to flow through the vent opening.Conversely, in the case of a calibrated vehicle speed, the controller instructs the active vent device to go into the closed state and block the vent opening so that the flow of vent fluid through the vent opening is restricted.

[0013] Additional aspects of the present disclosure relate to non-transitory, computer-readable media having stored therein instructions for execution by at least one or more processors of one or more electronic control units in the vehicle.These instructions, when executed, cause the ECU(s) to perform various operations, which may be in any order and in any combination with any of the features listed in this disclosure: determining whether a calibrated vehicle vent condition exists; determining whether a calibrated vehicle speed condition exists; in response to determining that the calibrated vehicle vent condition exists, transmitting a first command signal to the active vent device to transition to the open state and thereby permit vent fluid through the vent opening; and in response to determining that the calibrated vehicle speed condition exists, transmitting a second command signal to the active vent device to transition to the closed state and thereby restrict vent fluid through the vent opening.

[0014] The foregoing summary is not intended to represent every embodiment or aspect of the present disclosure. Rather, the foregoing summary merely illustrates some of the novel aspects and features set forth herein. The above-listed features and advantages, as well as other features and advantages of the present disclosure, will be readily apparent from the following detailed description of the illustrated embodiments and representative modes for carrying out the present disclosure, taken in conjunction with the accompanying drawings and the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is an elevated perspective view of a representative motor vehicle with an inset view of a representative active hood vent assembly according to aspects of the present disclosure. Fig. 2 is a flowchart for a representative active hood vent control protocol that may correspond to memory-stored instructions executed by an on-board control logic circuit, a programmable electronic control unit, or other computer-based device of a motor vehicle in accordance with aspects of the disclosed concepts. DETAILED DESCRIPTION

[0015] This disclosure is susceptible to a variety of embodiments. These are illustrated in the drawings and described herein in detail as representative embodiments of the disclosure, with the understanding that this disclosure is to be considered as an illustration of the principles of the disclosure, and not as a limitation of the broad aspects of the disclosure to representative embodiments. Accordingly, elements and limitations disclosed, for example, in the summary, abstract, and detailed description sections, but not explicitly recited in the claims, should not be incorporated into the claims, individually or collectively, by inference, inference, or otherwise.For the purposes of this Detailed Description, unless expressly disclaimed: the singular form includes the plural form and vice versa; the words "and" and "or" are both joinder and disjointer; the word "all" means "all and any"; the word "any" means "all and any"; and the words "including" and "comprising" and "including" mean "including without limitation." In addition, for example, words of approximation such as "about," "nearly," "substantially," "approximately," and the like may be used herein to mean "at, near, or nearly," or "within 3-5% of," or "within acceptable manufacturing tolerances," or any logical combination thereof.

[0016] With reference to the drawings, wherein like reference numerals refer to like features in the several views, Fig. 1, a representative vehicle is shown, generally designated 10, which is illustrated herein for purposes of discussion as a two-seater coupe passenger car. Mounted to the vehicle body 12 is a hood assembly 16 extending over and covering an engine compartment 18, e.g., in a "flip-front" configuration pivotally attached to a radiator firewall or tie rod cross member forward of a vehicle interior 14. The illustrated automobile 10—also referred to herein for short as a "motor vehicle" or "vehicle"—is merely one exemplary application with which the novel aspects and features of this disclosure may be practiced. Likewise, the implementation of the present concepts for a hood should be understood as an exemplary application of the aspects and features disclosed herein.Accordingly, it is understood that aspects and features of the present disclosure can be incorporated into all types of engine mounts, applied to other compartment closure arrangements, and implemented for any logically relevant motor vehicle type. Finally, the drawings depicted herein are not necessarily to scale and are for guidance purposes only. Thus, the specific and relative dimensions of the drawings are not to be considered limiting.

[0017] The ventilated hood assembly 16 from Fig. 1 may be pivotally mounted, for example, via a two-point hinge with pneumatic cylinder actuators, to one or more load-bearing body frame members, such as a front upper strut, to access and securely close the upper portion of the engine compartment 18. The hood assembly 16 may be provided with a concealed latching system (not shown) for securing the hood assembly 16 in a closed position. A hood latch device of the latching system, which may be located within the passenger compartment, e.g., below the steering column or adjacent to the driver's seat frame, is pulled, pivoted, or otherwise activated to apply a pulling force to a hood release cable. The loaded hood release cable, which may be a Bowden cable, activates a spring-loaded hood latch assembly at the rear end of the hood assembly 16 opposite the hinge bracket.This allows the hood assembly 16 to be moved to an open position, e.g., under the biasing force of one or more air cylinders. Other attachment and locking mechanisms, including mechanical and electromechanical architectures, are contemplated within the scope of the present disclosure.

[0018] With further reference to Fig. 1, the hood assembly 16 is equipped with an active engine compartment ventilation system 20, which is automated, for example, via an on-board electronic control unit (ECU) 26, to selectively adjust the amount of ambient air allowed to flow into the vehicle's engine compartment and the amount of gases exhausted from the vehicle's engine compartment 18. In the illustrated example, the active ventilation system 20 includes a hood vent generally consisting of a V-shaped vent frame 22 and a series of fixed vent blades 24 (collectively, "hood vent 22, 24"). The vent frame 22 circumscribes and reinforces a vent opening extending through a central region of the hood 16. The fixed vent blades 24 are rigidly attached to and extend between side frame rails of the vent frame 22.Each vent louver 24 has a rearward pitch characterized by an oblique orientation relative to the hood 16, for example, to minimize the unwanted ingress of rain, dirt, and debris while maximizing the escape of trapped gases from the engine compartment 18. While illustrated with a V-shaped geometry and a central position, the fan frame 22 and louvers 24 can take on any shape and size, be packaged in any desired technical space, and be configured as needed, for example, to conform to the contour of the hood 16 at the desired location.

[0019] Within the engine compartment 18, e.g., on an underside of the hood assembly 16, an active ventilation device is mounted, which in the inset view of Fig. 1 is generally designated 30. This active vent device 30 is fluidly coupled to the hood vent 22, 24 and serves to open and close the fluid connection between the interior of the vehicle's engine compartment 18 and the ambient air flowing over the hood assembly 16. An open fluid connection between the engine compartment 18 and the exterior of the vehicle 10 helps increase the flow of cooling ambient air through the engine compartment 18 and reduce excessive backpressure from the interior. The representative active vent device 30 includes a rigid housing 32 having a series of louvered dampers 34 rotatably mounted to the housing 32. The housing 32 is equipped with an integral mounting bracket 36 including four internally threaded slots 38 for rigidly attaching the housing 32 to the hood 16, e.g., by screws, bolts, etc.Alternative embodiments may utilize other mechanisms for securing the housing 32 within the engine compartment 18, such as clips, snaps, adhesives, etc. Although illustrated as an electromechanical locking mechanism, it should be noted that the active venting device 30 of FIG. Fig. 1 is merely representative and other venting devices may be used to control the flow of venting fluid through the hood 16.

[0020] A closure actuator mechanism 40 is mounted on the housing 32 and is wired / wirelessly connected to the vehicle's ECU 26 so that the actuator 40 can receive electronic control signals from the ECU 26. The representative closure actuator mechanism 40 of Fig. 1, which may be a motor-driven rack and pinion gear or other functionally applicable device, is controlled by the ECU 26 to move the shutters 34 in unison between an open position / state and a closed position / state. Upon transition to the open state, the slats 34 rotate (e.g., in Fig. 1 counterclockwise) about the respective transverse axes, so that the forward ends of the louvers 34 move downward to create a gap between adjacent louvers 34. In doing so, the active venting device 30 partially or completely seals the hood vent 22, 24, which allows fluid to flow from the interior of the engine compartment 18, through the hood assembly 16, and to the outside of the vehicle 10. Conversely, the louvers 34 rotate during the transition to the closed state (e.g., in Fig. 1 clockwise) so that the forwardmost ends of the flaps 34 move upward and abut an adjacent flap 34 or the housing 32. In doing so, the active venting device 30 partially or completely seals the hood vent 22, 24, which obstructs or otherwise prevents fluid flow from the interior of the engine compartment 18 to the exterior of the vehicle 10 through the hood assembly 16. While the venting device 30 illustrated and described in the figures includes five flaps 34, it is contemplated that the venting device 30 may include any number of active flaps. Furthermore, the pivoting arrangement of the flaps 24 may be replaced by a sliding arrangement or entirely by a fluid valve arrangement.

[0021] With reference to the flowchart of Fig. 2, an improved method or control strategy for operating an automated engine compartment ventilation mechanism, such as the active ventilation device 30 of Fig. 1, for regulating fluid flow through a compartment closure assembly, such as the vent opening 22, 24 of the hood assembly 16, generally at 100, according to aspects of the present disclosure. Some or all of the Fig. 2 and described herein may be representative of an algorithm, which corresponds to processor-executable instructions that may be stored, for example, in main or auxiliary memory and executed, for example, by an ECU, a central processing unit (CPU), on-vehicle or remote control logic circuitry, or other device to perform any or all of the functions described above and / or below that are associated with the disclosed concepts.

[0022] The procedure 100 of Fig. 2 begins at terminal block 101 by initiating an engine compartment vent protocol. Essentially, terminal block 101 could be replaced by a decision block for the powertrain control module or vehicle control system to assess whether the vent protocol is needed or not. For example, the vehicle ECU 26 may Fig. 1 Execute stored instructions to determine whether vehicle operating conditions or ambient conditions require active engine compartment venting. As a non-limiting example, a vehicle operating in subzero temperatures may not require engine compartment venting; under these weather conditions, the ECU 26 may terminate the engine compartment venting protocol. As another example, a hybrid vehicle may be operating in pure electric mode with the engine off when the vehicle is traveling at speeds below 64.4 km / h (40 miles per hour (mph)); under these operating conditions, engine compartment venting may be deemed unnecessary, and thus the venting protocol may be terminated.Optional applications may include activation input from the vehicle driver or other passengers via an electronic Driver Information Center (DIC), which may be implemented via a touchscreen video display panel located in a center stack of the passenger compartment. Terminal block 101, for some applications, is merely an initialization (START) operation that does not require active determination of whether the control protocol has been activated.

[0023] Once initiated, the method 100 determines whether a calibrated vehicle venting condition exists that would benefit from venting the engine compartment. For example, at decision block 103, processor-executable instructions cause a vehicle controller, such as the ECU 26, to monitor, detect, or otherwise determine whether the motor vehicle is performing a hard turn. For example, the motor vehicle 10 is Fig. 1, for example, and without limitation, may be equipped with a single-axis lateral or tri-axis power acceleration sensor 42 configured to sense the lateral acceleration of the vehicle. When a vehicle turn is initiated, the ECU 26 may interrogate or request the acceleration sensor 42 to monitor the lateral acceleration of the vehicle. The signals generated by the sensors may be received, logged, and analyzed via the ECU 26 to determine whether the lateral acceleration of the vehicle exceeds a baseline acceleration value (e.g., 0.8 G) indicating a hard turn. Optionally or alternatively, the motor vehicle 10 may be equipped with a position sensor, rotary encoder, or other steering wheel sensor 44 that monitors the position, displacement, and / or rotational speed of the steering wheel.The sensor-generated signals may be received, logged, and analyzed via the ECU 26 to determine if any of these steering wheel characteristics indicate that a hard turn is being performed (e.g., the steering wheel position is within a calibrated range of approximately 65 to 360 degrees from top dead center). If it is determined that the motor vehicle is performing a hard turn (block 103 = YES), thus establishing a calibrated vehicle vent condition, the method 100 processes block 105 with instructions that cause the ECU 26 to send a VENT OPEN command signal to the active vent device 30. This first command signal triggers the shutter actuator mechanism 40 to position the louvered dampers 34 in the open state, allowing vent fluid to flow through the hood vent 22, 24.

[0024] Other calibrated vehicle vent conditions may occur that may result in engine compartment venting. As yet another non-limiting example, if it is determined that the vehicle is not performing a hard turn (block 103 = NO), the method 100 proceeds from Fig. 2 proceeds to decision block 107 to determine whether an engine cooling device has been activated to cool the prime mover(s). The representative vehicle 10 of Fig. 1 includes, for example, a motor- or belt-driven cooling fan (shown schematically with hidden lines at 50) located within the engine compartment 18 and selectively operable to supply air to an internal combustion engine assembly 52. ​​According to the illustrated example, the vehicle 10 also includes a radiator 54 or other heat exchange device for cooling internal combustion engines. In this case, one of the calibrated vehicle ventilation states is with the fan 50 in the on state to convectively cool the ICE assembly 52 and the radiator 54. A fan sensor 46 packaged within the engine compartment 16 may sense an operating temperature of the radiator, such as a real-time temperature of the engine coolant circulating through the radiator 54.

[0025] Sensor-generated signals received from fan sensor 46 may be recorded and analyzed via ECU 26 to determine whether the radiator operating temperature exceeds a calibrated nominal temperature value, indicating that electric fan 50 is in the on state. In alternative vehicle platforms, fan sensor 46 may be a thermostatic switch that automatically turns the radiator fan on and off depending on the engine compartment temperature. Optionally, fan sensor 46 may be omitted entirely, for example, in powertrain configurations where radiator fan 50 and radiator 54 are controlled by an engine control unit or powertrain control module (PCM).If it is determined that the cooling fan 50 is on (block 107 = YES) and thus a calibrated vehicle vent condition exists, the method 100 processes block 105 with instructions that cause the ECU 26 to send a VENT OPEN command signal to the active venting device 30.

[0026] Based on examples of calibrated vehicle venting conditions that cause engine compartment venting, block 111 of Fig. 2 processor-executable instructions for determining whether an operating temperature of the prime mover(s) exceeds a rated operating temperature calibrated for the corresponding powertrain. In Fig. 1, for example, the ICE assembly 52 is equipped with an engine temperature sensor 48 mounted in, on, or near the engine block. For at least some embodiments, this sensor 48 is operable to sense a real-time temperature of the engine coolant circulating through the engine block. Using these sensor-generated signals, the ECU 26 may calculate a real-time engine temperature and determine from these calculations whether the engine's operating temperature exceeds a calibrated nominal engine temperature (e.g., about 240°F or about 115°C). The engine temperature sensor 48 may be used to monitor other engine parameters indicative of the engine operating temperature. As an example, decision block 111 may require a determination of whether a real-time engine compartment temperature exceeds a calibrated nominal engine compartment temperature.In this case, the temperature sensor 48 may be operated to detect the engine compartment air temperature, and the ECU 26 processes these sensor signals to determine whether the engine compartment air temperature is above a calibrated nominal air temperature. In any case, if the engine temperature is above the nominal value (block 111 = YES) and thus a calibrated vehicle venting condition exists, the method 100 processes the instructions in block 105 that cause the ECU 26 to send a VENT OPEN command signal to the active venting device 30.

[0027] Before performing the operation of decision block 111, but after determining that the cooling fan 50 is not turned on (block 107 = NO), the representative method of Fig. 2, in decision block 109, may require determining whether the motor vehicle is traveling at a speed that is above a calibrated highway speed (e.g., above approximately 88.5 km / h (55 mph) or approximately 104.6 km / h (65 mph), depending on the vehicle platform). For example, the ECU 26 may communicate with a vehicle speed sensor (VSS) 56 to determine, in real time, a current vehicle speed and determine whether or not that speed is above the highway speed. Additionally, block 109 may require determining whether the vehicle is performing an acceleration or deceleration maneuver at speeds above the calibrated highway speed. In this case, a calibrated bleed condition exists when both the vehicle speed is above the calibrated highway speed (block 109 = YES) and the engine operating temperature is above the calibrated engine nominal temperature (block 111 = YES).If the engine temperature is below the nominal value (block 111 = NO) and thus a calibrated vehicle vent condition does not exist, the method 100 processes the instructions in block 115 that cause the ECU 26 to send a VENT CLOSE command signal to the active vent device 30. This second command signal triggers the closure actuator mechanism 40 to place the louvered shutters 34 in the closed state, thereby reducing or preventing the flow of vent fluid through the hood vent 22, 24.

[0028] With continued reference to Fig.2, the method 100 also determines whether a calibrated vehicle speed exists that would benefit from closing the vent to the engine compartment. At decision block 113, for example, processor-executable instructions cause a vehicle controller, such as the ECU 26, to monitor, detect, or otherwise determine whether the motor vehicle is traveling at a speed that is at or below the calibrated highway speed (e.g., a cruise-controlled vehicle speed of 72.4 km / h (45 mph)). As indicated above, the ECU 26 may determine a current vehicle speed in real time using the vehicle speed sensor (VSS) 56; from these sensor-generated signals, the ECU 26 may determine whether this real-time vehicle speed is at or below the highway speed.If the vehicle speed is at or below the highway speed (block 113 = YES) and thus a calibrated vehicle speed condition exists, the method 100 processes the instructions in block 115 that cause the ECU 26 to send a VENT CLOSE command signal to the active venting device 30.

[0029] Aspects of this disclosure may, in some embodiments, be implemented by a computer-executable program of instructions, such as program modules, commonly referred to as software applications or application programs, executed by an onboard computer. The software may include, by way of non-limiting example, routines, programs, objects, components, and data structures that perform particular tasks or implement particular abstract data types. The software may interface to allow a computer to respond according to an input source. The software may also cooperate with other code segments to initiate a variety of tasks in response to data received in association with the source of the received data. The software may be implemented on any of a variety of storage media, such as CD-ROM, magnetic disk, bubble memory, and semiconductor memory (e.g.,different types of RAM or ROM).

[0030] Furthermore, aspects of the present disclosure may be practiced with a variety of computer system and computer network configurations, including multiprocessor systems, microprocessor-based or programmable consumer electronics, minicomputers, mainframe computers, and the like. Additionally, aspects of the present disclosure may be practiced in distributed computing environments where tasks are performed by remote processing devices connected by a communications network. In a distributed computing environment, program modules may be located on both local and remote computer storage media, including memory devices. Aspects of the present disclosure may therefore be implemented in conjunction with various hardware, software, or a combination thereof in a computer system or other processing system.

[0031] Each of the methods described herein may include machine-readable instructions for execution by: (a) a processor, (b) a controller, and / or (c) any other suitable processing device. Any algorithm, software, or method disclosed herein may be embodied in software stored on a tangible medium, such as flash memory, a CD-ROM, a floppy disk, a hard disk, a digital versatile disk (DVD), or other storage devices, however, those skilled in the art will readily recognize that the entire algorithm and / or portions thereof may alternatively be executed by a device other than a controller and / or implemented in firmware or dedicated hardware in a well-known manner (e.g.,It may be implemented by an application-specific integrated circuit (ASIC), a programmable logic device (PLD), a field-programmable logic device (FPLD), discrete logic, etc.). Although specific algorithms are described with reference to the flowcharts presented herein, one of ordinary skill in the art will readily recognize that many other methods for implementing the exemplary machine-readable instructions may alternatively be used. For example, the order of execution of the blocks may be changed, additional blocks may be added, and / or some of the described blocks may be changed, eliminated, or combined.

Claims

[1] Method for controlling the operation of an active venting device (30) fluidically coupled to a vent in a hood (16) of a motor vehicle (10), wherein the active venting device (30) is switchable between closed and open states to block and release the vent, the method comprising: Determining the presence of a calibrated vehicle venting state via the vehicle control system; Determining the presence of a calibrated vehicle speed state via the vehicle control system; In response to a determination that the calibrated vehicle venting state is present, a first command signal is transmitted to the active venting device (30) to transition to the open state and thereby allow a venting fluid flow through the vent opening; and in response to a determination that the calibrated vehicle speed state is present, a second control signal is transmitted to the active venting device (30) to move into the closed state and thereby limit the venting fluid flow through the vent opening; characterized by , that (i) the motor vehicle (10) includes an internal combustion engine (ICE) arrangement (52), and wherein the calibrated vehicle venting condition includes an engine operating temperature that exceeds a calibrated engine rated temperature, wherein the calibrated vehicle venting condition exists when both the engine operating temperature of the ICE arrangement exceeds a calibrated engine nominal temperature and the motor vehicle (10) is driven at an actual speed above a calibrated motorway speed; or that (ii) the calibrated vehicle venting condition is present when the motor vehicle (10) performs a hard turning maneuver. [2] Method according to claim 1, wherein the motor vehicle (10) includes an acceleration sensor (42) capable of detecting a lateral acceleration of the vehicle, and wherein determining that the motor vehicle (10) performs the hard turn, such that the calibrated vehicle venting state is present, includes the vehicle control which receives a sensor signal from the acceleration sensor (42) indicating that the lateral acceleration of the vehicle exceeds a base value for the hard turn. [3] Method according to claim 1, wherein the motor vehicle (10) includes a steering wheel sensor (44) that is functional to detect the steering wheel position, and wherein determining that the motor vehicle (10) performs the hard turn operation, such that the calibrated vehicle venting state is present, includes the vehicle control which receives a sensor signal from the steering wheel sensor (44) indicating that the steering wheel position is within a calibrated hard turn position range. [4] Method according to claim 1, wherein the ICE arrangement (52) includes an engine temperature sensor (48) attached to an engine block which is capable of detecting the engine coolant temperature, and wherein determining that the engine operating temperature exceeds the calibrated engine nominal temperature, such that the calibrated vehicle venting condition is present, includes the vehicle control which receives a sensor signal from the engine temperature sensor (48) indicating that the engine coolant temperature is above a calibrated coolant nominal temperature. [5] Method according to claim 1, wherein the motor vehicle (10) includes an engine compartment, and wherein the calibrated vehicle venting condition includes an engine compartment temperature that exceeds a calibrated nominal temperature of the engine compartment.

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