U.S. patent application number 15/224558 was filed with the patent office on 2018-02-01 for device and method for adjusting vehicle fuel efficiency based on an altered vehicle surface area.
The applicant listed for this patent is Toyota Motor Engineering & Manufacturing North America, Inc.. Invention is credited to Sergei I. Gage, Arata Sato.
Application Number | 20180029597 15/224558 |
Document ID | / |
Family ID | 61012074 |
Filed Date | 2018-02-01 |
United States Patent
Application |
20180029597 |
Kind Code |
A1 |
Gage; Sergei I. ; et
al. |
February 1, 2018 |
DEVICE AND METHOD FOR ADJUSTING VEHICLE FUEL EFFICIENCY BASED ON AN
ALTERED VEHICLE SURFACE AREA
Abstract
A device and method for adjusting vehicle fuel efficiency to
responsive to an altered vehicle surface area are disclosed. An
operation of the method receives vehicle surface data, which
indicates a transition from a first vehicle drag coefficient value
relating to a vehicle surface area to a second vehicle drag
coefficient value relating to the altered vehicle surface area. A
second plurality of powertrain parameter values associated with the
second vehicle drag coefficient value are determined, and the
method operates to transmit the second plurality of powertrain
parameter values for adjusting of the vehicle fuel efficiency.
Inventors: |
Gage; Sergei I.; (Redford,
MI) ; Sato; Arata; (Ann Arbor, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Toyota Motor Engineering & Manufacturing North America,
Inc. |
Erlanger |
KY |
US |
|
|
Family ID: |
61012074 |
Appl. No.: |
15/224558 |
Filed: |
July 31, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 30/182 20130101;
B60W 2555/20 20200201; F02D 13/0215 20130101; B60W 2422/00
20130101; F02D 2041/1433 20130101; F02D 2200/0625 20130101; F02D
29/02 20130101; F02D 41/0002 20130101; F02D 41/021 20130101; B60W
2530/16 20130101; B60W 10/11 20130101; B60W 40/12 20130101; F02D
13/02 20130101; B60W 2710/1005 20130101; B60W 40/02 20130101; B60W
2300/12 20130101; F02D 41/2422 20130101; F02D 9/08 20130101; F02D
2200/50 20130101; B60W 10/06 20130101; B60W 40/1005 20130101; B60W
2710/0605 20130101; B60W 2400/00 20130101 |
International
Class: |
B60W 30/182 20060101
B60W030/182; B60W 10/11 20060101 B60W010/11; F02D 9/08 20060101
F02D009/08; B60W 40/02 20060101 B60W040/02; F02D 13/02 20060101
F02D013/02; B60W 10/06 20060101 B60W010/06; B60W 40/12 20060101
B60W040/12 |
Claims
1. A method in a vehicle control unit for adjusting vehicle fuel
efficiency to address an altered vehicle surface area, the method
comprising: receiving vehicle surface data indicating a transition
from a first vehicle drag coefficient value relating to a vehicle
surface area to a second vehicle drag coefficient value relating to
the altered vehicle surface area, wherein a first plurality of
powertrain parameter values are associated with the first vehicle
drag coefficient value; determining a second plurality of
powertrain parameter values associated with the second vehicle drag
coefficient value; and transmitting the second plurality of
powertrain parameter values for the adjusting of the vehicle fuel
efficiency.
2. The method of claim 1, wherein the first plurality of powertrain
parameter values comprising at least two of: an engine throttle
control parameter value, an engine variable valve timing (VVT)
parameter value; a transmission shift schedule parameter value; and
a transmission shift timing parameter value.
3. The method of claim 1, wherein the vehicle surface data
comprising tonneau sensor data.
4. The method of claim 3, wherein the tonneau sensor data being
provided by at least one of: a moisture sensor activation data
operable to remotely operate a tonneau cover; proximity sensor data
indicating a transition of the vehicle surface are; a user input
operation by a vehicle user to operate the tonneau cover; and a
remote user input operation by a vehicle user to operate the
tonneau cover.
5. The method of claim 1, wherein: the first vehicle drag
coefficient value being associated with an opened tonneau drag
coefficient; and the second vehicle drag coefficient value being
associated with a closed tonneau drag coefficient value.
6. The method of claim 1, wherein the determining the second
plurality of powertrain parameter values associated with the second
vehicle drag coefficient value comprising: accessing a powertrain
parameter lookup table, wherein the powertrain parameter lookup
table indexed by the second vehicle drag coefficient value; and
retrieving the second plurality of powertrain parameter values
associated with the second vehicle drag coefficient value.
7. The method of claim 6, wherein the second plurality of
powertrain parameter values comprising at least two of: an engine
throttle control parameter value, an engine variable valve timing
(VVT) parameter value; a transmission shift schedule parameter
value; and a transmission shift timing parameter value.
8. A method in a vehicle control unit for controlling vehicle fuel
efficiency based on a plurality of vehicle surface area
configurations, the method comprising: receiving vehicle surface
data including a vehicle drag coefficient value; determining
whether the vehicle surface data indicates a transition from a
first vehicle surface area configuration to a second vehicle
surface area configuration of the plurality of vehicle surface area
configurations; when the vehicle surface data indicating the
transition: retrieving the vehicle drag coefficient value from the
vehicle surface data; retrieve a plurality of powertrain parameter
values associated with the vehicle drag coefficient value, wherein
the plurality of powertrain parameters values are configured to
optimize the vehicle fuel efficiency based at least in part on the
vehicle drag coefficient value for the second vehicle surface area
configuration; and transmitting the plurality of powertrain
parameter values for the controlling of the vehicle fuel
efficiency.
9. The method of claim 8, further comprising: receiving subsequent
vehicle surface data including another vehicle drag coefficient
value; determining whether the subsequent vehicle surface data
indicates another transition from the second vehicle surface area
configuration of the plurality of vehicle surface area
configurations to third vehicle surface area configuration of the
plurality of vehicle surface area configurations; when the another
vehicle surface data indicates the transitioning: retrieving the
another vehicle drag coefficient value from the another vehicle
surface data; retrieve a subsequent plurality of powertrain
parameter values associated with the another vehicle drag
coefficient value, wherein the subsequent plurality of powertrain
parameters values are configured to optimize the vehicle fuel
efficiency based at least in part on the another vehicle drag
coefficient value for the third vehicle surface area configuration;
and transmitting the subsequent plurality of powertrain parameter
values for the controlling of the vehicle fuel efficiency.
10. The method of claim 8, wherein the plurality of powertrain
parameter values comprising at least two of: an engine throttle
control parameter value, an engine variable valve timing (VVT)
parameter value; a transmission shift schedule parameter value; and
a transmission shift timing parameter value.
11. The method of claim 8, wherein the vehicle surface data
comprising proximity sensor data.
12. The method of claim 11, wherein the proximity sensor data being
generated based on at least one of: a moisture sensor activation
data operable to remotely operate a tonneau cover; proximity sensor
data indicating a transition of the vehicle surface area
configuration; a user input operation by a vehicle user to operate
the tonneau cover; and a remote user input operation by a vehicle
user to operate the tonneau cover.
13. The method of claim 9, wherein: the first vehicle area
configuration including an opened tonneau vehicle surface area
configuration; the second vehicle area configuration including a
closed tonneau vehicle surface area configuration; and the third
vehicle area configuration including a transitional tonneau vehicle
surface area configuration.
14. The method of claim 8, wherein the determining the plurality of
powertrain parameter values associated with the vehicle drag
coefficient value further comprising: accessing a powertrain
parameter lookup table, the powertrain parameter lookup table being
indexed by the vehicle drag coefficient value; and retrieving from
the powertrain parameter lookup table the plurality of powertrain
parameter values associated with the vehicle drag coefficient
value.
15. A vehicle control unit for controlling vehicle fuel efficiency
responsive to an altered vehicle surface area, the vehicle control
unit comprising: a wireless communication interface to service
communication with a vehicle network and user equipment of a
vehicle user; a processor coupled to the wireless communication
interface, the processor for controlling operations of the vehicle
control unit; and a memory coupled to the processor, the memory for
storing data and program instructions used by the processor, the
processor configured to execute instructions stored in the memory
to: receive, via the wireless communications interface, vehicle
surface data indicating a transition from a first vehicle drag
coefficient value to a second vehicle drag coefficient value,
wherein a first plurality of powertrain parameter values being
associated with the first vehicle drag coefficient value; determine
a second plurality of powertrain parameter values associated with
the second vehicle drag coefficient value; and transmit the second
plurality of powertrain parameter values for the controlling the
vehicle fuel efficiency.
16. The vehicle control unit of claim 15, wherein each of the first
and the second plurality of powertrain parameter values comprising
at least two of: an engine throttle control parameter value, an
engine variable valve timing (VVT) parameter value; a transmission
shift schedule parameter value; and a transmission shift timing
parameter value.
17. The vehicle control unit of claim 15, wherein the vehicle
surface data comprising tonneau sensor data.
18. The vehicle control unit of claim 17, wherein the tonneau
sensor data being generated based on at least one of: a moisture
sensor activation data operable to remotely operate a tonneau
cover; proximity sensor data indicating a transition of the vehicle
surface area; a user input operation by a vehicle user to operate
the tonneau cover; and a remote user input operation by a vehicle
user to operate the tonneau cover.
19. The vehicle control unit of claim 15, wherein: the first
vehicle drag coefficient value includes an opened tonneau vehicle
drag coefficient value; and the second vehicle drag coefficient
value includes a closed vehicle tonneau drag coefficient value.
20. The vehicle control unit of claim 15, wherein the processor
being further configured to execute further instructions stored in
the memory to determine the second plurality of powertrain
parameter values associated with the second vehicle drag
coefficient value by: accessing a powertrain parameter lookup
table, wherein the powertrain parameter lookup table indexed by the
second vehicle drag coefficient value; and retrieving the second
plurality of powertrain parameter values associated with the second
vehicle drag coefficient value.
Description
BACKGROUND
[0001] Fuel efficiency improvements for vehicles take several
forms. On consideration is the activity included in the operation
vehicle, including whether a driver operates a vehicle aggressively
or conservatively, the rate of velocity, acceleration
characteristics, and the like. Another aspect relate to the
vehicle, including the vehicle weight and energy to move from a
stopped position, to the resistance with which the wheels turn, the
aerodynamics of the vehicle, the vehicle frontal area profile, etc.
With respect to aerodynamics, the vehicle drag coefficient
contributes to the power demand. Different surfaces and/or
accessories affect a vehicle's baseline drag coefficient.
Accordingly, though the vehicle fuel efficiency is optimized for a
baseline operation, changes to the area may affect consumption by
too much or too little fuel to operate the vehicle. It is desirable
to adjust a vehicle fuel efficiency based on an altered vehicle
surface area.
SUMMARY
[0002] A device and method for adjusting vehicle fuel efficiency to
responsive to an altered vehicle surface area are disclosed.
[0003] In one implementation, a method in a vehicle control unit
for adjusting vehicle fuel efficiency to address on an altered
vehicle surface area is disclosed. In the method, the vehicle
control unit receives vehicle surface data, which indicates a
transition from a first vehicle drag coefficient value relating to
a vehicle surface area to a second vehicle drag coefficient value
relating to the altered vehicle surface area. The method determines
a second plurality of powertrain parameter values associated with
the second vehicle drag coefficient value, transmits the second
plurality of powertrain parameter values for the adjusting of the
vehicle fuel efficiency.
[0004] In another implementation, a vehicle control unit for
controlling vehicle fuel efficiency responsive to an altered
vehicle surface area is disclosed. The vehicle control unit
includes a wireless communication interface, a processor, and
memory. The wireless communication interface is operable to service
communication with a vehicle network and with user equipment of a
vehicle user. The processor is coupled to the wireless
communication interface for controlling operations of the vehicle
control unit. The memory is coupled to the processor. The memory is
for storing data and program instructions used by the processor,
where the processor configured to execute instructions stored in
the memory to receive, via the wireless communications interface,
vehicle surface data indicating a transition from a first vehicle
drag coefficient value to a second vehicle drag coefficient value.
The processor operates to determine a second plurality of
powertrain parameter values associated with the second vehicle drag
coefficient value, transmits the second plurality of powertrain
parameter values for the adjusting of the vehicle fuel
efficiency.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] The description makes reference to the accompanying drawings
wherein like reference numerals refer to like parts throughout the
several views, and wherein:
[0006] FIGS. 1A-1C is a block diagram of a vehicle illustrating a
transition from a first vehicle drag coefficient to a second
vehicle drag coefficient;
[0007] FIG. 2 is an example of a block diagram of a fuel efficiency
baseline table and a powertrain parameter lookup table for use by a
vehicle control unit of FIG. 1;
[0008] FIG. 3 is an example of a block diagram of the vehicle
control unit of FIG. 1 in the context of a network environment;
[0009] FIG. 4 is an example of a block diagram for a vehicle
control unit; and
[0010] FIG. 5 shows an example process for adjusting a vehicle fuel
efficiency responsive to an altered vehicle surface area.
DETAILED DESCRIPTION
[0011] A device and method for providing a vehicle fuel efficiency
target for each of multiple vehicle drag coefficients is described
herein.
[0012] As may be appreciated, vehicle fuel consumption is based on
the energy efficiency of a particular vehicle provided as a ratio
of the distance traveled per unit of fuel consumed. A vehicle's
fuel efficiency may be expressed in miles per gallon (mpg) or
kilometers per liter (km/L). A vehicle's fuel consumption is the
reciprocal of fuel efficiency, which may be expressed in liters per
100 kilometers (L/100 km) or gallons per mile.
[0013] The amount of fuel consumption may be based on several
vehicle criteria relating to the vehicle powertrain (such as, an
engine's efficiency to convert fuel to rotary motion, a setup of
the engine, etc.), to the manner that the vehicle is operated (such
as, acceleration, braking, velocity, etc.) and to environmental
factors (such as, road pavement, slope, aerodynamics, etc.).
[0014] A vehicle's aerodynamics generally relates to, for example,
the effect the vehicle's shape and/or profile has in the operating
environment, such as resulting wind noise, an undesired lift force,
and amount of drag. Aerodynamic drag relates to the resistance of
the air to forward movement of a vehicle. Factors may include
vehicle shape (such as frontal area, etc.), vehicle protrusions
(for example, mirrors, bumpers, antennas, etc.), turbulence at the
vehicle rear, friction with the vehicle exterior, etc.
[0015] A vehicle drag coefficient may relate to a measure of the
nature of the air passing over the front of a vehicle, which may be
determined under standardized conditions, such as a wind tunnel
with a capability to mimic road conditions. In general, the lower a
vehicle's drag coefficient, the more aerodynamic, or slippery, the
vehicle.
[0016] In general passenger vehicles, fuel efficiency may be a
factor because of vehicle operating expenses. For example, the
lower the fuel efficiency, the increase in operating expenses due
to more frequent vehicle refueling. A comparatively larger
vehicle's drag coefficient corresponds to lesser fuel efficiency
generally, and more so at speed, because the amount of drag force
increases exponentially with a vehicle's speed. As may be
appreciated, a lower vehicle drag coefficient is improving vehicle
speed and fuel efficiency, for example.
[0017] For general comparison, average passenger vehicles may have
drag coefficients between 0.30 and 0.35. Larger utility vehicles,
such as SUVs, light duty trucks, etc., having typically boxy shapes
with blunt frontal areas, large extending mirrors, tailgates, etc.,
may have drag coefficients generally of about 0.35 to 0.45.
[0018] As may be appreciated, however, higher-performance vehicles,
and the associated consumers, may desire performance over economy.
For example, a high-performance vehicle, such as a sports car, may
have a high (to a very high) drag coefficient to compensate for a
vehicle's uplift force (that is, the tires losing contact with the
road) at speed.
[0019] Accordingly, the amount of fuel consumption and a vehicle
drag coefficient are interrelated. To optimize and/or improved fuel
efficiency, an engine control unit is configured control the
vehicle powertrain performance based on a vehicle's baseline
parameters, which include the vehicle's drag coefficient.
[0020] However, a vehicle's aerodynamics may change, such as with
utility vehicles, when items are hauled or transported (such as
campers, recreational boating equipment, construction materials,
etc.). As a result, the change in profile changes the vehicle's
drag coefficient. Because the drag coefficient changes, the vehicle
powertrain performance also changes because an underlying baseline
parameter changes. For example, a fuel/oxygen mixture may have
excessive fuel, or not enough fuel. In turn, a resulting fuel
efficiency does not approach the ideal or target, and overall, is
diminished.
[0021] FIGS. 1A-1C is a block diagram of a vehicle 100 illustrating
a transition from a first vehicle drag coefficient C.sub.D1 to a
second vehicle drag coefficient C.sub.D2. As may be appreciated,
either the first vehicle drag coefficient C.sub.D1 or the second
vehicle drag coefficient C.sub.D2 may operate as a baseline drag
coefficient C.sub.Dbase for the vehicle 100, in that, as the term
is used, to indicate a minimum or starting point for a vehicle's
fuel efficiency.
[0022] FIG. 1A illustrates a vehicle 100 that includes a vehicle
control unit 300, a tonneau cover 112a (in an opened and/or
undeployed position), and a plurality of proximity sensor devices
114a and 114b. The vehicle control unit 300 operates generally to
receive sensor device input, and provide powertrain parameters
based on the received sensor device input to the vehicle's
powertrain, as is discussed later in detail herein with reference
to FIGS. 2-5.
[0023] In the embodiment described, the vehicle control unit 300
provides powertrain parameters based on the first vehicle drag
coefficient C.sub.D1 to realize optimized and/or improved fuel
efficiency by the vehicle 100.
[0024] In the example of FIG. 1A, the vehicle 100 is a pickup
truck, having a bed or luggage area as indicated by vehicle surface
area 110. As may be appreciated, an accessory or optional equipment
may be a soft or flexible tonneau cover that may be selectively
deployed to protect and/or conceal contents of the bed area, such
as from moisture, sun exposure, theft, etc. Other such selectively
deployed accessories may include rigid tonneau covers, paneled
tonneau covers, tonneau covers having different materials and/or
covering with different air friction characteristics. Also, as may
be appreciated, the tailgate 116 may be operable in a first
position (closed), and transition to a second position (opened)
that results in an altered vehicle surface area, which also may
affect a drag coefficient of the vehicle 100.
[0025] For clarity, the tonneau cover 112 and the affect to the
vehicle drag coefficient values is discussed with the understanding
that vehicle 100 may have one or more alterable vehicle surface
areas. Also, with regard to examples of passenger vehicles, the
vehicle 100 provides an example of a vehicle in which a difference
in drag coefficient may realize a detectable effect on the
vehicle's fuel efficiency.
[0026] Referring to FIG. 1A, the tonneau cover 112a is in an opened
condition, as sensed by peripherally disposed proximity sensor
devices 114a. Proximity sensor devices 114a and 114b may be
provided as capacitive sensors, reflective sensors, etc., to detect
the tonneau cover 112a in a first position. The vehicle 100, with
the tonneau cover 112a in an opened (or undeployed) position has a
first vehicle drag coefficient C.sub.D1.
[0027] Generally, as the leading edge of the vehicle 100 penetrates
the atmosphere, the air passes the surfaces on the top and
underneath the vehicle 100. The shape of these surfaces determine
the coefficient drag C.sub.D of the vehicle. With a blunt nose, the
air becomes broadly separated as it travels over the top surface of
the vehicle. Directly behind the cab, a low-pressure area develops
as the airflow velocity begins to drop, and creates a high-pressure
area after clearing the tailgate 116.
[0028] In operation, the vehicle control unit 300 operates to
provide powertrain parameters responsive to the first vehicle drag
coefficient C.sub.D1. Accordingly, when the vehicle is in motion
(e.g., .nu..noteq.0 mph), the powertrain operates to achieve a fuel
efficiency based on the first vehicle drag coefficient.
[0029] The term "powertrain" as used herein describes vehicle
components that generate power and deliver the power to the road
surface, water, or air. The powertrain may include the engine,
transmission, drive shafts, differentials, and the final drive
communicating the power to motion (for example, drive wheels,
continuous track as in military tanks or caterpillar tractors,
propeller, etc.).
[0030] The tonneau cover 112a may be selectively operated in a
manual and/or remote fashion to cover the vehicle surface area 110.
The opened tonneau cover 112a provides a layer density that is
detectable by the proximity sensor devices 114a to indicate a
stowed or undeployed state.
[0031] FIG. 1B illustrates the vehicle 100 that a tonneau cover
112b (in a transitional position), and a plurality of proximity
sensor devices 114a and 114b.
[0032] To deploy and/or place the tonneau cover 112b from an opened
state as provided by the example of FIG. 1A, as illustrated by the
tonneau cover 112a, the tonneau cover 112b may be transition 118
from proximity sensor device 114a towards sensor device 114b. The
transition 118 may be either in a manual and/or in an automated
fashion, such as by a hydraulic or electric motor that may impart
longitudinal motion x along the distance 120 of the vehicle surface
area 110 (such as along a rail with edge catch, a worm-drive screw,
a frame in a scissor arrangement, etc.). When being deployed, the
sensor devices 114a and 114b may sense a decrease in the proximity
density resulting from the transition 118 of the tonneau cover
112b.
[0033] As may be appreciated, as the tonneau cover 112b undergoes
the transition 118 from the position of sensor devices 114a to the
position of sensor devices 114b, a transitory vehicle drag
coefficient C.sub.DT results at the displacement x between sensor
devices 114a and 114b along the distance 120. In operation, the
vehicle control unit 300 may operates to provide powertrain
parameters responsive to the transitory vehicle drag coefficient
C.sub.DT.
[0034] However, other considerations may affect operation of the
vehicle in the transitory state when in motion (e.g., .nu..noteq.0
mph). For example, turbulence and forces acting on the tonneau
cover may have the unintended consequence of removing the cover
from the vehicle 100 altogether. Nevertheless, the principles that
provide adjustment of the powertrain based on different vehicle
drag coefficients may similarly apply to transitory positioning of
the tonneau cover 112b along the distance 120 between sensor
devices 114a and 114b.
[0035] FIG. 1C illustrates the vehicle 100 that a tonneau cover
112c (in a closed relation), and a plurality of proximity sensor
devices 114a and 114b.
[0036] In FIG. 1C, the tonneau cover 112c is illustrated in a
closed position, as sensed by tonneau sensor devices 114b, and as
may be confirmed by a density sensing by the proximity sensor
devices 114a. The tonneau cover 112c over the bed produces the
altered vehicle surface area 118 (as contrasted with vehicle
surface area 110). As airflow passes over the vehicle cab, the
tendency is for a low-pressure area to develop adjacent the back of
the cab. With the tonneau cover 112c over the bed (the vehicle
surface area 110), and providing an altered vehicle surface area
118, the airstream deflects while traveling over the tonneau cover
112c.
[0037] The vehicle 100, with the tonneau cover 112c in a closed (or
deployed) position produces a second vehicle drag coefficient
C.sub.D2, which is not equal or substantially similar to the first
vehicle drag coefficient C.sub.D1 of FIG. 1A.
[0038] In operation, the vehicle control unit 300 operates to
provide powertrain parameters responsive to the second vehicle drag
coefficient C.sub.D2. Accordingly, when the vehicle is in motion
(e.g., .nu..noteq.0 mph), the powertrain operates to achieve a fuel
efficiency based on the second vehicle drag coefficient
C.sub.D2.
[0039] Some inquiry into the general effect of altering the vehicle
surface area 118 of a truck bed indicates a decrease in the drag
coefficient by about a factor of eight, drawing a conclusion that a
tonneau cover 114c would improve fuel efficiency of the vehicle.
But fuel efficiency studies involving a tonneau cover indicate the
vehicle fuel efficiency is adversely impacted, reducing a fuel
efficiency by about four percent.
[0040] Generally, power demand for a vehicle 100 may be determined
as:
vehicle power
demand=mv[a(1+.epsilon.)+(g)(grade)+(g)(C.sub.R)]+0.5.rho.C.sub.DA.sub.FV-
.sup.3
where, "v" is vehicle speed, "a" is acceleration, "g" is
acceleration due to gravity (9.8 m/s.sup.2), ".epsilon." is mass
factor accounting for the rotational masses, grade is the grade of
the road, "C.sub.R" is rolling resistance for the vehicle, ".rho."
is air density (kg/m.sup.3), C.sub.D is aerodynamic drag
coefficient for the vehicle, and A.sub.F is the vehicle frontal
area (m.sup.2), and "m" is the vehicle mass.
[0041] The component of power demand relating to a vehicle drag
coefficient is 0.5.rho.C.sub.DA.sub.Fv.sup.3, which indicates that
as the drag coefficient increases, the power demand increases.
However, vehicle operation controls may be based upon powertrain
optimization, and incorporating settings to achieve an optimal or
improved fuel efficiency within the given parameters. When
powertrain baselines controls are optimized with a baseline drag
coefficient, changes in the drag coefficient may result in a less
than optimum fuel efficiency because the underlying baseline drag
coefficient may be no longer valid. Accordingly, a baseline
powertrain configuration may provide either too much fuel to an
engine, or too little, upon a different drag coefficient.
[0042] FIG. 2 is a block diagram of a fuel efficiency baseline
table 220 and a powertrain parameter lookup table 200. The
parameter lookup table 202 may be populated with target fuel
efficiency data 240 generated by a fuel efficiency optimization
based on the vehicle values/data 212.
[0043] The fuel efficiency baseline table 200 includes fuel
efficiency parameters 210 including powertrain components 213 and a
powertrain target 214. The powertrain components 213 may include
engine type 222, vehicle class 224, transmission 230, axle ratio
226, and drag coefficient 228.
[0044] As an example, a light-duty truck may have an engine type
222 that includes a V-8, 4.6 L engine, a light duty truck class
224, a transmission 230 that is an electronic 6-speed automatic
with overdrive, further including electronic control technology
intelligence (ECT-i) for low-friction gear transfer technology, a
sequential shift mode and uphill/downhill shift logic, an axle
ratio 226 of 3.91 in the rear differential (that is, the link from
the engine to the vehicle drive shaft), and a drag coefficient 228,
which may be approximately 0.37.
[0045] As shown, the vehicle values 212 include data relating to
the vehicle efficiency parameters 210. However, the drag
coefficient 228 includes a tonneau opened value (C.sub.D1) 228a,
which represents the vehicle drag coefficient when the cover is
opened or not deployed, as discussed earlier with regard to FIG.
1A, and a tonneau closed value (C.sub.D2) 228b, which represents
the vehicle drag coefficient when the cover is closed, or deployed,
as discussed earlier with regard to FIG. 1C.
[0046] A target fuel efficiency data 240 may be generated for each
of the tonneau opened value (C.sub.D1) 228a, and tonneau closed
value (C.sub.D2) 228b.
[0047] The powertrain target 214 may include a fuel efficiency
target standard, such as Federal Test Procedure (FTP75) for city
driving cycles, which are a series of tests defined by the US
Environmental Protection Agency (EPA) to measure tailpipe emissions
and fuel economy of vehicles.
[0048] The powertrain target 214 includes a fuel efficiency target
232a. In sum, the example of the FTP75 provides targets for using
as little fuel as possible of a defined drive cycle while
maintaining a minimum performance threshold of ten seconds for a 0
to 100 kph acceleration time (the time it takes to reach 100 kph
from a standing start).
[0049] Using the powertrain target 214 and the powertrain
components 213, a model-based design may be used to generate the
target fuel efficiency data 240.
[0050] Such a model design may include an engine model derived from
engine mapping data (based on measured data, and statistical models
to capture optimal spark advance, air-fuel ratio, intake cam
phases, and exhaust phasing as a function of engine speed and load)
for simulations of fuel consumption and torque production, the
transmission including, for example, actuator, clutch, gear and
shaft blocks, etc., and transmission controller data including fuel
economy and performance shift schedules, the vehicle information
(mass, drag coefficients C.sub.D1 and C.sub.D2), and a simulated
autodriver. Examples of modeling tools include MATLAB.RTM. and
Simulink.RTM.. As may be appreciated, in-vehicle testing may be
used as well to develop the target fuel efficiency data 240.
[0051] The target fuel efficiency data 240 populates the powertrain
parameter lookup table 200, which includes powertrain parameters
241 and vehicle surface data 260. The powertrain parameters 241
include, for example, transmission category parameters 250, engine
category parameters 252, through category parameters n. The
transmission parameter category 250 includes, for example, a shift
schedule field 242, a shift timing field 244, etc. The engine
parameter category 252 includes, for example, a throttle control
field 246, a variable valve timing field 248, etc.
[0052] Values of the powertrain parameter lookup table 200 include
accessing powertrain parameter fields based on vehicle surface data
260. As may be appreciated, the vehicle surface data 260 includes
lookup indices based on multiple vehicle drag coefficients.
[0053] In the example of FIG. 2, the vehicle surface data 260
includes a closed tonneau drag coefficient (C.sub.D1) 121 and an
opened tonneau drag coefficient (C.sub.D2) 123. As discussed above,
these values may be determined under wind tunnel testing, or other
suitable testing techniques. Also, a vehicle 100 may have various
drag coefficient values; however, priority may be for those vehicle
surfaces having a comparatively measurable effect on vehicle fuel
efficiency.
[0054] Accordingly, referring briefly to the example of FIG. 1, the
vehicle surface data 260 of FIG. 2 indicates powertrain performance
values for the closed tonneau drag coefficient (CD1) 121, having
associated powertrain parameter values xxx_CD1_242, 244, 246, 248
through xxx_CD1_n, and powertrain performance values for the opened
tonneau drag coefficient (CD2) 123, having associated powertrain
parameter values xxx_CD2_242, 244, 246, 248 through xxx_CD2_n. The
respective powertrain parameter values provide optimization, or
improved, fuel efficiency settings and/or control signals for
operating the vehicle powertrain with a respective vehicle drag
coefficient.
[0055] The term "signal" relates to a waveform (e.g., electrical,
optical, magnetic, mechanical or electromagnetic), such as DC, AC,
sinusoidal-wave, triangular-wave, square-wave, vibration, and the
like, capable of traveling through at least some of the mediums
described herein.
[0056] As may be further appreciated, a vehicle drag coefficient
may be dynamically determined based on sensor device data. That is,
with various drag producing surfaces with the vehicle 100, a
learned fuel efficiency may be realized. For further example, a
controlled determination of a vehicle drag coefficient (such as
wind tunnel testing) may depart in an actual environment at the
onset, or over time. For example, tonneau covers though coming
within a general category, may be different and behave differently.
For example, tonneau covers may incorporate different materials
with different native friction coefficients, have a different style
(such as soft or hard, stackable or rollable), may deterioration
from sun damage, lose rigidity over time, incur dirt and grime
buildup, perform different in ice, rain, snow, etc.
[0057] Accordingly, the vehicle control unit 300 may learn to
approximate or learn drag coefficient values for vehicle surface
areas, and determine and apply powertrain parameters accordingly.
In this manner, the vehicle control unit 300 may incorporate a deep
learning system (such as a convolutional neural network (CNN),
recurrent neural network (RNN), long short-term memory RNN, etc.)
that includes (based on the example of tonneau covers) varying
implementation data and likely resulting drag coefficient, and
apply these to retrieval and/or generation of appropriate power
train parameters.
[0058] Referring now to FIG. 3, is an example of a block diagram of
the vehicle control unit 300 in the context of a network
environment is provided. While the vehicle control unit 300 is
depicted in abstract with other vehicular components, the vehicle
control unit 300 may be combined with the system components of the
vehicle 100 (see FIG. 1). Moreover, the vehicle 100 may also be an
automobile or any other passenger or non-passenger vehicle such as,
for example, a terrestrial, aquatic, and/or airborne vehicle.
[0059] As shown in FIG. 3, a vehicle network 301 may include the
vehicle control unit 300, an audio/visual control unit 308, a
sensor control unit 314, and a powertrain control unit 340, that
are communicatively coupled via a network 312 and communication
paths 313.
[0060] The vehicle control unit 300 may communicate with a head
unit device 302 via a communication path 313 and network 312, and
may also communicate with the sensor control unit 314 to access
sensor data 316 from sensor devices 102, 352, 354, 356 and/or nnn.
The vehicle control unit 300 may also be wirelessly coupled with a
network cloud 318 via the antenna 320 and wireless communication
326, as well as via a wireless communication 338 to handheld user
devices such as handheld mobile device 336 (for example, cell
phone, a smart phone, a personal digital assistant (PDA) devices,
tablet computer, e-readers, etc.).
[0061] In this manner, the vehicle control unit 300 operates to
receive input data, such as sensor data 316, and provide data, to
the head unit device 302 via the audio/visual control unit 308, to
the sensor control unit 314, and to other devices that may
communicatively couple via the network 318, such as computer 324,
mobile handheld device 322 (for example, cell phone, a smart phone,
a personal digital assistant (PDA) devices, tablet computer,
e-readers, etc.).
[0062] The vehicle control module 200 and the audio/visual control
unit 308 may be communicatively coupled to receive the sensor data
316 from the sensor control unit 314, including data values
relating to fuel consumption information.
[0063] The vehicle control unit 300 may receive data such as
vehicle surface data 303, which may indicate an altered vehicle
surface area of the vehicle 100. In the present example, the
vehicle surface data 303 may be provided by a moisture sensor
activation data, which may be operable to remotely operate a
tonneau cover to produce an altered vehicle surface having another
vehicle drag coefficient. The vehicle surface data 303 may also be
in the form of a proximity sensor data, such as via proximity
sensor device 114a and/or 114b, as received via the sensor control
unit 314 as sensor data 316, and provided to the vehicle control
unit 300. The vehicle surface data 303 may be received from the
head unit 302, such via the user input data 311 through the
audio/visual control unit 308.
[0064] The vehicle surface data 303 may also be indicated by a
remote user input operation by a vehicle user via the handheld
mobile devices 322 and/or 336, computer 324, a combination of
devices thereof, etc.
[0065] As discussed in detail herein, the vehicle control unit 300
operates to promote and/or improve fuel efficiency of the vehicle
100 through providing powertrain parameter values 262 based on
vehicle surface data 303 indicating a transition of a vehicle drag
coefficient from a first vehicle drag coefficient value, such as
C.sub.D1, which relates to a vehicle surface area 110 (see FIG. 1)
to a second vehicle drag coefficient, such as C.sub.D2, which
relates to an altered vehicle surface area 118 (see FIG. 1).
[0066] The powertrain parameter values 262 may be based on
promoting optimizing and/or improving fuel efficiency based upon
different vehicle drag coefficients of the vehicle 100, as is
discussed in detail with reference to FIGS. 3-5.
[0067] The visual indicators 305 may be provided via a conventional
instrument cluster assembly of the vehicle 100, such as an
indicator light (LED, LCD, backlit, etc.), graphic icon, etc., as
well as per the head unit 302, handheld mobile devices 336, 322
and/or computer 324. An example of such a visual indicator 305 is
an "eco driving indicator light" that illuminates during
eco-friendly operation.
[0068] Still referring to FIG. 3, the audio/visual control unit 308
operates to provide, for example, audio/visual data 309 for display
to the touch screen 306, as well as to receive user input data 311
via a graphic user interface. The audio/visual data 309 and input
data 311 may include audio data, hands-free phone data, voice
control data, navigation data, USB connection data, DVD play
function data, multifunction meter function data, illumination
signal data for the display 306 (such as dimming control), driving
status recognition data (such as vehicle speed, reverse, etc. via
sensor data 316), composite image signal data (such as via LiDAR
sensor devices, cameras, etc.).
[0069] In FIG. 3, the head unit device 306 may include tactile
input 304 and a touch screen 306. The touch screen 306 operates to
provide visual output or graphic user interfaces such as, for
example, maps, navigation, entertainment, information,
infotainment, and/or combinations thereof.
[0070] The touch screen 306 may include mediums capable of
transmitting an optical and/or visual output such as, for example,
a cathode ray tube, light emitting diodes, a liquid crystal
display, a plasma display, or other two dimensional or three
dimensional display that displays graphics, text or video in either
monochrome or color in response to display data 309.
[0071] Moreover, the touch screen 306 may, in addition to providing
visual information, detect the presence and location of a tactile
input upon a surface of or adjacent to the display. Additionally,
it is noted that the touch screen 306 can include at least one or
more processors and one or more memory modules to support the
operations described herein.
[0072] The head unit device 302 may also include tactile input
and/or control inputs such that the communication path 313
communicatively couples the tactile input to other control units
and/or modules of the vehicle 100 (FIG. 1). The tactile input data
may provided by devices capable of transforming mechanical,
optical, or electrical signals into a data signal capable of being
transmitted via the communication path 313.
[0073] The tactile input 304 may include number of movable objects
that each transform physical motion into a data signal that can be
transmitted over the communication path 313 such as, for example, a
button, a switch, a knob, a microphone, etc.
[0074] The touch screen 306 and the tactile input 304 may be
combined as a single module, and may operate as an audio head unit
or an infotainment system of the vehicle 100. The touch screen 306
and the tactile input 204 can be separate from one another and
operate as a single module by exchanging signals via the
communication path 313 via audio/visual data 309 and/or user input
data 311.
[0075] The head unit device 302 may be provide information
regarding vehicle operation conditions based on display data 309
from the audio/visual control unit 308. Moreover, the
graphics-based instrument cluster display, or may provide a such
instrument cluster display to other monitor devices for the vehicle
100, such as a heads-up display (not shown), or to an instrument
cluster in the vehicle dash assembly behind the vehicle steering
wheel.
[0076] The audio/visual control unit 308 operates to receive user
input data 311, and provides audio/visual data 309. The
audio/visual data 309 may include operational information based on
the sensor data 316, which may be provided for display to the
vehicle user and/or passenger.
[0077] The sensor control unit 314 provides access to sensor data
316 for status of a vehicle surface area (via proximity sensor
devices 114a, 114b), and status relating to powertrain operation
for vehicle 100. The sensor devices may include a throttle position
sensor device 352, a manifold absolute pressure sensor device 354,
an oxygen sensor device 356, a sensor device nnn, etc.
[0078] The throttle position sensor device 352 operates to monitor
a throttle valve position of an engine to determine the amount of
air to allow into an engine. The throttle position sensor device
352 permits the powertrain control unit 340 to respond to changes
in the amount of air, and to increasing or decreasing a fuel rate
accordingly.
[0079] The manifold absolute pressure sensor device 354 operates to
monitor air pressure in the intake manifold. The air pressure
indicates the air amount being drawn into an engine to indicate a
quantity of power the engine produces (for example, the more air,
the lower the manifold pressure).
[0080] The oxygen sensor device 356 operates to compare oxygen
level inside an exhaust manifold and in the air outside the engine
to control a desired air/fuel ration to operate efficiently (for
example, a desired ratio for gasoline powered engines may generally
be considered as 14.7 parts of air to one part of fuel). That is,
the oxygen sensor device 356 provides feedback to the powertrain
control unit 340 to determine how rich or lean the air/fuel mixture
is and to adjustment accordingly.
[0081] For example, regarding air/fuel ratios, when the mixture is
"rich," or the engine has more fuel than needed (or more fuel than
available oxygen), all available oxygen is consumed in the
cylinder, and emission gases leaving through the exhaust manifold
may contain almost no oxygen and are rich. Accordingly, the oxygen
sensor device 356 provides a signal indicating this condition.
[0082] When, for example, a baseline drag coefficient is changed to
a lower drag coefficient value (for example, due to improved
vehicle drag coefficient C.sub.D2), the emission gases indicate a
"rich" mixture, and less than optimal combustion may be
realized.
[0083] When, for example, a baseline coefficient is changed to a
higher value (for example, due to larger vehicle drag coefficient),
the emission gases indicate a "lean" mixture, and less than optimal
combustion may be realized because there is more oxygen than
fuel--that is, fuel is burned and extra oxygen leaves the cylinder
and flows into the exhaust manifold. The oxygen sensor device 356
may correspondingly indicate this output.
[0084] Fuel delivery to an engine may largely be via fuel
injectors, which deliver a fine mist of fuel to an engine's intake
valves and combustion chambers, and the powertrain control unit,
with a view towards a desired air/fuel ratio provides fuel injector
spray patterns to effect the fuel delivery system.
[0085] For affecting fuel efficiency, the vehicle surface data 303
may indicate a transition of the vehicle drag coefficient, as
discussed in detail by the example provided herein.
[0086] Further complicating operation of a vehicle powertrain,
transmission controls (shifting, shift timing, etc.), may be
configured to the baseline drag coefficient; however, though the
engine may attempt to compensate for the expected or foreseen
changes in the vehicle operation (for example, wind, terrain, road
condition, friction with the roadway, etc.), a vehicle transmission
may continue to provide controls in view of the baseline drag
coefficient. As may be appreciated, though a vehicle drag
coefficient may transition to a more efficient vehicle drag
coefficient, as with an altered vehicle surface area, because the
vehicle powertrain control parameters may be tuned to a baseline
drag coefficient, a desired fuel efficiency may not carry over to
the different, improved (or worsened) vehicle drag coefficient.
[0087] The powertrain control unit 340 may communicate with a head
unit device 302 via a communication path 313 and network 312, and
may also communicate with the sensor control unit 314 to access
sensor data 316 from sensor devices 114a, 114b, 352, 354, 356
and/or nnn.
[0088] The powertrain control unit 340 may function to control
internal combustion engine actuators to obtain a desired powertrain
performance, and desired fuel efficiency. The engine control unit
340 operates to receive powertrain parameter values 262, which may
be provided via the vehicle control unit 300. The powertrain
control unit 340 receives the values 262, and generates control
data 243 to effect the powertrain parameter values 262, which is
provided to the vehicle powertrain.
[0089] As may be appreciated, the communication path 313 of the
vehicle network 301 may be formed by a medium suitable for
transmitting a signal such as, for example, conductive wires,
conductive traces, optical waveguides, or the like. Moreover, the
communication paths 313 can be formed from a combination of mediums
capable of transmitting signals.
[0090] The communication path 313 may be provided by a vehicle bus,
or combinations thereof, such as for example, a Body Electronic
Area Network (BEAN), a Controller Area Network (CAN) bus
configuration, an Audio Visual Communication-Local Area Network
(AVC-LAN) configuration, a Local Interconnect Network (LIN)
configuration, a Vehicle Area Network (VAN) bus, and/or other
combinations of additional communication-system architectures to
provide communications between devices and systems of the vehicle
100.
[0091] The wireless communication 326, 328 and/or 330 of the
network cloud 318 may be based on one or many wireless
communication system specifications. For example, wireless
communication systems may operate in accordance with one or more
standards specifications including, but not limited to, 3GPP (3rd
Generation Partnership Project), 4GPP (4th Generation Partnership
Project), 5GPP (5th Generation Partnership Project), LTE (long term
evolution), LTE Advanced, RFID, IEEE 802.11, Bluetooth, AMPS
(advanced mobile phone services), digital AMPS, GSM (global system
for mobile communications), CDMA (code division multiple access),
LMDS (local multi-point distribution systems), MMDS
(multi-channel-multi-point distribution systems), IrDA, Wireless
USB, Z-Wave, ZigBee, and/or variations thereof.
[0092] As is noted above, the vehicle control unit 300 may be
communicatively coupled to a computer 324 via wireless
communication 328, a handheld mobile device 322 via wireless
communication 330, etc.
[0093] As described in detail herein, vehicle surface data 303
relating to transition of a vehicle surface area (such as opening,
transitional, and/or closing a tonneau cover 112a/112b/112c,
lowering/raising a tailgate 116, vehicle windows, etc.), may be
provided to the vehicle control unit 300 from various applications
running and/or executing on wireless platforms of the computer 324,
the handheld mobile device 322 and 336, as well as from the head
unit device 302 via the network 312.
[0094] The handheld mobile device 322 and/or computer 324, by way
of example, may be a device including hardware (for example,
chipsets, processors, memory, etc.) for communicatively coupling
with the network cloud 318, and also include an antenna for
communicating over one or more of the wireless computer networks
described herein.
[0095] FIG. 4 is a block diagram of a vehicle control unit 300,
which includes a communication interface 402, a processor 404, and
memory 406, that are communicatively coupled via a bus 408.
[0096] The processor 404 in the control unit 300 can be a
conventional central processing unit or any other type of device,
or multiple devices, capable of manipulating or processing
information. As may be appreciated, processor 404 may be a single
processing device or a plurality of processing devices. Such a
processing device may be a microprocessor, micro-controller,
digital signal processor, microcomputer, central processing unit,
field programmable gate array, programmable logic device, state
machine, logic circuitry, analog circuitry, digital circuitry,
and/or any device that manipulates signals (analog and/or digital)
based on hard coding of the circuitry and/or operational
instructions.
[0097] The memory and/or memory element 406 may be a single memory
device, a plurality of memory devices, and/or embedded circuitry of
the processing module 404. Such a memory device may be a read-only
memory, random access memory, volatile memory, non-volatile memory,
static memory, dynamic memory, flash memory, cache memory, and/or
any device that stores digital information. The memory 406 is
capable of storing machine readable instructions such that the
machine readable instructions can be accessed by the processor 404.
The machine readable instructions can comprise logic or
algorithm(s) written in programming languages, and generations
thereof, (e.g., 1GL, 2GL, 3GL, 4GL, or 5GL) such as, for example,
machine language that may be directly executed by the processor
304, or assembly language, object-oriented programming (OOP),
scripting languages, microcode, etc., that may be compiled or
assembled into machine readable instructions and stored on the
memory 406. Alternatively, the machine readable instructions may be
written in a hardware description language (HDL), such as logic
implemented via either a field-programmable gate array (FPGA)
configuration or an application-specific integrated circuit (ASIC),
or their equivalents. Accordingly, the methods and devices
described herein may be implemented in any conventional computer
programming language, as pre-programmed hardware elements, or as a
combination of hardware and software components.
[0098] Note that when the processor 404 includes more than one
processing device, the processing devices may be centrally located
(e.g., directly coupled together via a wired and/or wireless bus
structure) or may be distributed located (e.g., cloud computing via
indirect coupling via a local area network and/or a wide area
network). Further note that when the processor 404 implements one
or more of its functions via a state machine, analog circuitry,
digital circuitry, and/or logic circuitry, the memory and/or memory
element storing the corresponding operational instructions may be
embedded within, or external to, the circuitry comprising the state
machine, analog circuitry, digital circuitry, and/or logic
circuitry. Still further note that, the memory element stores, and
the processor 404 executes, hard coded and/or operational
instructions corresponding to at least some of the steps and/or
functions illustrated in FIGS. 1-5 to assess a nature of a vehicle
acceleration and to provide near real-time feedback features and
methods described herein.
[0099] The wireless communications interface 402 generally governs
and manages the vehicle user input data via the vehicle network 312
over the communication path 313 and/or wireless communication 326.
The communication interface 402 also manages controller unit output
data such as display data and/or parking status data to the vehicle
user. There is no restriction on the present disclosure operating
on any particular hardware arrangement and therefore the basic
features herein may be substituted, removed, added to, or otherwise
modified for improved hardware and/or firmware arrangements as they
may develop.
[0100] The sensor data 316 (see FIG. 3) includes capturing of
intensity or reflectivity returns of the environment surrounding
the vehicle, instantaneous vehicle speed data, and acceleration
data for determining acceleration state for providing feedback to
improve vehicle fuel efficiency. In general, data 316 captured by
the sensors 114a, 114b, 352, 354, 356, and/or nnn and provided to
the vehicle network 301 via the communication path 313 (see FIG. 3)
can be used by one or more of applications of the vehicle to assess
operational state(s) of the vehicle 100 based on powertrain
parameter values 262.
[0101] The antenna 320, with the wireless communications interface
406, operates to provide wireless communications with the vehicle
control unit 300, including wireless communication 326.
[0102] Such wireless communications range from national and/or
international cellular telephone systems to the Internet to
point-to-point in-home wireless networks to radio frequency
identification (RFID) systems. Each type of communication system is
constructed, and hence operates, in accordance with one or more
communication standards. For instance, wireless communication
systems may operate in accordance with one or more standards
including, but not limited to, 3GPP (3rd Generation Partnership
Project), 4GPP (4th Generation Partnership Project), 5GPP (5th
Generation Partnership Project), LTE (long term evolution), LTE
Advanced, RFID, IEEE 802.11, Bluetooth, AMPS (advanced mobile phone
services), digital AMPS, GSM (global system for mobile
communications), CDMA (code division multiple access), LMDS (local
multi-point distribution systems), MMDS (multi-channel-multi-point
distribution systems), and/or variations thereof.
[0103] The structure of the vehicle control unit 300 may also be
used as an acceptable architecture of the powertrain control unit
340, the audio/visual control unit 308, and/or the sensor control
unit 314 (see FIG. 3). The control units 308, 314 and/or 340 may
each include a communication interface or a wireless communication
interface, a processor, and memory that may be communicatively
coupled via a data bus. As may be appreciated, other architectures
may be implemented, with similar functional capabilities.
[0104] The processors for the control units control units 308, 314
and 340 may be a conventional central processing unit or any other
type of device, or multiple devices, capable of manipulating or
processing information. As may be appreciated, the processor may be
a single processing device or a plurality of processing devices.
Such a processing device may be a microprocessor, micro-controller,
digital signal processor, microcomputer, central processing unit,
field programmable gate array, programmable logic device, state
machine, logic circuitry, analog circuitry, digital circuitry,
and/or any device that manipulates signals (analog and/or digital)
based on hard coding of the circuitry and/or operational
instructions.
[0105] The memory and/or memory element for the display control
units control units 308, 314 and 340 may be a single memory device,
a plurality of memory devices, and/or embedded circuitry of the
processor related to the control units control units 308, 314 and
340. Such a memory device may be a read-only memory, random access
memory, volatile memory, non-volatile memory, static memory,
dynamic memory, flash memory, cache memory, and/or any device that
stores digital information.
[0106] Note that if the processor for each of the control units
control units 308, 314 and 340 includes more than one processing
device, the processing devices may be centrally located (e.g.,
directly coupled together via a wired and/or wireless bus
structure) or may be distributed located (e.g., cloud computing via
indirect coupling via a local area network and/or a wide area
network). Further note that when the processor for each of the
control units control units 308, 314 and 340 may implement one or
more of its functions via a state machine, analog circuitry,
digital circuitry, and/or logic circuitry, the memory and/or memory
element storing the corresponding operational instructions may be
embedded within, or external to, the circuitry comprising the state
machine, analog circuitry, digital circuitry, and/or logic
circuitry. Still further note that, the memory element stores, and
the processor executes, hard coded and/or operational instructions
corresponding to at least some of the steps and/or functions
illustrated in FIGS. 1-5 to perform vehicle fuel efficiency
operations responsive to an altered vehicle surface and methods
described herein.
[0107] There is no restriction on the present disclosure operating
on any particular hardware arrangement and therefore the basic
features herein may be substituted, removed, added to, or otherwise
modified for improved hardware and/or firmware arrangements as they
may develop.
[0108] FIG. 5 is an example process 500 in a vehicle control unit
3200 for adjusting a vehicle fuel efficiency responsive to an
altered vehicle surface area for a vehicle 100.
[0109] At operation 502, the vehicle control unit 300 receives
vehicle surface data. Examples of the vehicle surface data may
relate to transition of a vehicle surface area (such as opening,
transitional, and/or closing a tonneau cover 112a/112b/112c,
lowering/raising a tailgate 116, vehicle windows, etc.). The
vehicle surface data may be provided to the vehicle control unit
300 from various applications running and/or executing on wireless
platforms, such as the computer 324, the handheld mobile device 322
and 336, as well as from the head unit device 302 via the network
312. Moreover, as may be appreciated, a console button may also be
provided to allow remote operation, as well as deployment by hand,
and sensed by proximity sensors, such as the example of the
proximity sensor devices 114a and 114b of FIG. 1.
[0110] At operation 504, the vehicle control unit 300 determines
whether the vehicle surface data indicates a transition of a
vehicle surface area. For example, the vehicle surface data may
indicate that a control has been depressed to open and/or close a
vehicle surface, such as a tonneau cover, a window, etc. Also, the
vehicle surface data may further confirm a position of the device
to produce an altered vehicle surface area, and a corresponding
drag coefficient.
[0111] In the example of a tonneau cover transition to either
closed and/or opened, a period of time passes from an opened (or
stowed) position of the tonneau cover, to one in which the
proximity sensor devices 114b sense the closure of the tonneau
cover (and vice versa). As may be appreciated, a transitional
position for a vehicle surface may be recognized (such a tonneau
cover), and further sensors may be deployed to determine a
transitional position, and an associated vehicle drag
coefficient.
[0112] At operation 506, when a transition occurs in a vehicle
surface area, to produce an altered vehicle surface, the vehicle
control unit 300 proceeds to retrieve a vehicle drag coefficient
value from the vehicle surface area data at operation 508. When a
transition is not determined and/or confirmed (or may be ambiguous
due to being in transition), such as sensed by proximity sensor
devices 114a and/or 114b, or lack an associated drag coefficient
data value), the vehicle control unit 300 continues to receive (or
poll) vehicle surface data at operation 502.
[0113] At operation 510, the drag coefficient value may operate as
an index value into a powertrain parameter lookup table to retrieve
a plurality of powertrain parameter values associated with the drag
coefficient data. As may be appreciated, the drag coefficient value
may be an index for a hierarchical table, or further, may be a
pointer used to generate a plurality of powertrain parameters by
the vehicle control unit 300. In this manner, a level of
flexibility may be provided on a "best fit" level for providing
vehicle performance parameters to a powertrain control unit. For
example, a best fit may be based on a deep learning system (such as
a convolutional neural network (CNN), recurrent neural network
(RNN), long short-term memory RNN, etc.) that includes (based on
the example of tonneau covers) varying implementation data and
likely resulting drag coefficient, and apply these to retrieval
and/or generation of appropriate power train parameters.
[0114] At operation 512, the vehicle control unit 300 may transmit
the plurality of powertrain parameter values to adjust the vehicle
fuel efficiency. In this manner, a powertrain control unit may
receive the parameter values. For example, the power train
parameter values may include transmission category parameters and
engine category parameters, etc. The transmission parameter may
include, for example, a shift schedule field, a shift timing field,
etc. The engine parameter may include, for example, a throttle
control field, a variable valve timing field, etc. In this manner,
the vehicle control unit may adapt a vehicle fuel efficiency to the
conditions of an altered vehicle surface.
[0115] While particular combinations of various functions and
features of the present invention have been expressly described
herein, other combinations of these features and functions are
possible that are not limited by the particular examples disclosed
herein are expressly incorporated within the scope of the present
invention.
[0116] As one of ordinary skill in the art may appreciate, the term
"substantially" or "approximately," as may be used herein, provides
an industry-accepted tolerance to its corresponding term and/or
relativity between items. Such an industry-accepted tolerance
ranges from less than one percent to twenty percent and corresponds
to, but is not limited to, component values, integrated circuit
process variations, temperature variations, rise and fall times,
and/or thermal noise. Such relativity between items range from a
difference of a few percent to magnitude differences. As one of
ordinary skill in the art may further appreciate, the term
"coupled," as may be used herein, includes direct coupling and
indirect coupling via another component, element, circuit, or
module where, for indirect coupling, the intervening component,
element, circuit, or module does not modify the information of a
signal but may adjust its current level, voltage level, and/or
power level. As one of ordinary skill in the art will also
appreciate, inferred coupling (that is, where one element is
coupled to another element by inference) includes direct and
indirect coupling between two elements in the same manner as
"coupled." As one of ordinary skill in the art will further
appreciate, the term "compares favorably," as may be used herein,
indicates that a comparison between two or more elements, items,
signals, et cetera, provides a desired relationship. For example,
when the desired relationship is that a first signal has a greater
magnitude than a second signal, a favorable comparison may be
achieved when the magnitude of the first signal is greater than
that of the second signal, or when the magnitude of the second
signal is less than that of the first signal.
[0117] As the term "module" is used in the description of the
drawings, a module includes a functional block that is implemented
in hardware, software, and/or firmware that performs one or more
functions such as the processing of an input signal to produce an
output signal. As used herein, a module may contain submodules that
themselves are modules.
[0118] Thus, there has been described herein an apparatus and
method, as well as several embodiments including a preferred
embodiment, for implementing changes to a vehicle fuel efficiency
based on an altered vehicle surface and corresponding changes in a
drag coefficient.
[0119] It will be apparent to those skilled in the art that the
disclosed invention may be modified in numerous ways and may assume
many embodiments other than the preferred forms specifically set
out and described above. Accordingly, it is intended by the
appended claims to cover all modifications of the invention that
fall within the true spirit and scope of the invention.
[0120] The foregoing description relates to what are presently
considered to be the most practical embodiments. It is to be
understood, however, that the disclosure is not to be limited to
these embodiments but, on the contrary, is intended to cover
various modifications and equivalent arrangements included within
the spirit and scope of the appended claims, which scope is to be
accorded the broadest interpretations so as to encompass all such
modifications and equivalent structures as is permitted under the
law.
* * * * *