Initial jobless claims measure the number of filings for state jobless benefits. This report provides a timely, but often misleading, indicator of the direction of the economy, with increases (decreases) in claims potential signalling slowing (accelerating) job growth.

United States Patent Application 20080319635
Kind Code A1
Ostberg; Claes ; et al. December 25, 2008

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INTERNAL COMBUSTION ENGINE SYSTEM, AND A METHOD IN SUCH AN ENGINE SYSTEM

Abstract
An embodiment of the invention relates to an engine system, and a method in an engine system comprising an internal combustion engine having at least one cylinder (2) at which a piston (3), at least one inlet valve (5), at least one exhaust valve (7), and fuel injection means (11), for injection of fuel directly into the cylinder (2), are provided. The method comprises performing the following steps in at least one of the at least one cylinder: controlling (204) at least one of the at least one intake valve (5) so as to introduce air into the cylinder (2), performing (203, 206) at least one main combustion fuel injection (P21, P22) for a main combustion with air introduced into the cylinder (2), controlling (201), during an exhaust stroke and an intake stroke, the intake and exhaust valves (5, 7) so as to form a negative valve overlap (NVO) to capture main combustion residues, and performing (202) at least one pilot fuel injection (P1) during the negative valve overlap. The amount of fuel in the at least one pilot fuel injection (P1) is at least partly dependent on said introduction of air and at least one of the at least one main combustion fuel injection (P21, P22).

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Inventors: Ostberg; Claes; (Lilla Edet, SE) ; Olsson; Jan-Ola; (Goteborg, SE)
Correspondence Name and Address: ALLEMAN HALL MCCOY RUSSELL & TUTTLE, LLP
806 S.W. BROADWAY, SUITE 600
PORTLAND
OR
97205
US

Assignee Name and Adress: FORD GLOBAL TECHNOLOGIES, LLC
Dearborn
MI

Serial No.: 123651
Series Code: 12
Filed: May 20, 2008

U.S. Current Class: 701/103
U.S. Class at Publication: 701/103
Intern’l Class: F02D 41/00 20060101 F02D041/00

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Foreign Application Data

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Date Code Application Number
Jun 20, 2007 EP 07110703.1

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Claims

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1. A method in an engine system comprising an internal combustion engine having at least one cylinder at which a piston, at least one inlet valve, at least one exhaust valve, and a fuel injector, for injection of a fuel directly into the cylinder, are provided, the method comprising performing the following steps in at least one of the cylinder:controlling the inlet valve so as to introduce air into the cylinder;performing at least one main combustion fuel injection for a main combustion with air introduced into the cylinder;controlling, during an exhaust stroke and an intake stroke, the inlet valve and the exhaust valve so as to form a negative valve overlap to capture main combustion residues; andperforming at least one pilot fuel injection during the negative valve overlap;wherein the amount of fuel in the pilot fuel injection is at least partly dependent on said introduction of air and the main combustion fuel injection.

2. A method according to claim 1, further comprising:introducing a first amount of air into the cylinder;performing the main combustion fuel injection for a main combustion with the first amount of air;capturing during the negative valve overlap, residues from the main combustion; anddetermining the amount of fuel in the pilot fuel injection at least partly based on said first amount of air and the amount of fuel injected in the main combustion fuel injection.

3. A method according to claim 1, further comprising:determining a flow of air into the cylinder;determining a flow of fuel for a plurality of main combustion fuel injections for a plurality of main combustions with air introduced into the cylinder; anddetermining the amount of fuel in the pilot fuel injection, at least partly based on the flow of air and the flow of fuel for the plurality of main combustion fuel injections.

4. A method according to claim 1, wherein the amount of fuel in the pilot fuel injection is such that a lambda value of a charge with the amount of fuel in the pilot fuel injection and a second amount of air in the residues from the main combustion captured in the negative valve overlap is higher than a predetermined lambda threshold value.

5. A method according to claim 4, wherein the predetermined lambda threshold value is 1.

6. A method according to claim 5, wherein the amount of fuel in the pilot fuel injection is such that said lambda value is within the range of 1.0-1.6.

7. A method according to claim 1, wherein the main combustion fuel injection is a first main combustion fuel injection, the method further comprising another main combustion fuel injection being a second main combustion fuel injection, the amount of fuel in the pilot fuel injection being determined partly based on the first and second main combustion fuel injections.

8. An engine system comprising an internal combustion engine having at least one cylinder at which a piston, at least one inlet valve, at least one exhaust valve, and a fuel injector, for injection of a fuel directly into the cylinder, are provided, the engine system further comprising an engine control unit, which is adapted to:control the inlet valve so as to introduce air into the cylinder;control the fuel injector so as to perform at least one main combustion fuel injection for a main combustion with air introduced into the cylinder;control, during an exhaust stroke and an intake stroke, the inlet valve and the exhaust valve so as to form a negative valve overlap to capture main combustion residues;control the fuel injector so as to perform at least one pilot fuel injection during the negative valve overlap; anddetermine the amount of fuel in the pilot fuel injection at least partly in dependence on said introduction of air and at least one of the main combustion fuel injections.

9. A system according to claim 8, wherein the engine control unit is further adapted to:control the inlet valve so as to introduce a first amount of air into the cylinder;control the fuel injector so as to perform the main combustion fuel injection for the main combustion with the first amount of air;control the inlet and exhaust valves so as to capture during the negative valve overlap residues from the main combustion; anddetermine the amount of fuel in the pilot fuel injection at least partly based on said first amount of air and the amount of fuel injected in at least one of the main combustion fuel injections.

10. A system according to claim 8, wherein the engine control unit is further adapted to:determine a flow of air into the cylinder;determine a flow of fuel for a plurality of main combustion fuel injections for a plurality of main combustions with air introduced into the cylinder; anddetermine the amount of fuel in the pilot fuel injection, at least partly based on the flow of air and the flow of fuel for the plurality of main combustion fuel injections.

11. A system according to claim 10, wherein the engine control unit is further adapted to determine the amount of fuel in the pilot fuel injection such that a lambda value of a charge with the amount of fuel in the pilot fuel injection and a second amount of air in the residues from the main combustion captured in the negative valve overlap is higher than a predetermined lambda threshold value.

12. A system according to claim 11, wherein the predetermined lambda threshold value is 1.

13. A system according to claim 12, wherein the engine control unit is adapted to determine the amount of fuel in the pilot fuel injection such that said lambda value is within the range of 1.0-1.6.

14. A system according to claim 13, wherein one of the main combustion fuel injections is a first main combustion fuel injection and another of the main combustion fuel injection is a second main combustion fuel injection, the engine control unit being adapted to determine the amount of fuel in the pilot fuel injection partly based on the first and second main combustion fuel injections.

15. A method in an engine system comprising an internal combustion engine having at least one cylinder, the method comprising:operating the cylinder with a negative valve overlap between an inlet valve and an exhaust valve of the cylinder;performing at least one pilot fuel injection during the negative valve overlap, where an amount of injection during the negative valve overlap is adjusted to increase as a main fuel injection in an immediately preceding cycle of the cylinder decreases, and where the amount of injection during the negative valve overlap is adjusted to increase as an amount of excess air available for reaction with the pilot fuel injection of the cylinder increases.

16. The method of claim 15 where the amount of injection during the negative valve overlap is adjusted to decrease as the main fuel injection in an immediately preceding cycle of the cylinder increases, and where the amount of injection during the negative valve overlap is adjusted to decrease as an amount of excess air available for reaction with the pilot fuel injection of the cylinder decreases.
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Description

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CROSS REFERENCE TO PRIORITY APPLICATION

[0001]This present application claims priority to European Application Number 07110703.1, filed Jun. 20, 2007, entitled “An Internal Combustion Engine System, and a Method in such an Engine System”, naming Claes Ostberg and Jan-Ola Olsson as inventors, the entire contents of which are incorporated herein by reference.

BACKGROUND AND SUMMARY

[0002]In Homogenous Charge Compression Ignition (HCCI) operation of internal combustion engines, the temperature of the charge for the combustion should not be too low. If the temperature is too low, the combustion will be phased lately, resulting in a lower efficiency, and if even later also increased carbon oxide (CO) and hydro carbon (HC) emissions. At an even lower temperature, the combustion will fail to appear, i.e. there will be a misfire, resulting in decreased comfort for persons in a vehicle in which the engine is operating.

[0003]In order to solve this problem, U.S. Pat. No. 7,194,996B2 suggests in a direct fuel injection engine during HCCI operation performing a pilot fuel injection during a negative valve overlap at an exhaust stroke and an intake stroke of the piston, in order for the pilot fuel to react with residuals from a previous combustion. Subsequently, air and additional fuel are introduced during the intake stroke and/or a compression stroke for the main combustion. The purpose of the pilot fuel and residual reaction is to heat the charge for the subsequent main combustion. The heated charge will prevent the main combustion from occurring too late.

[0004]Although this known method has proven advantageous, there is still use for a solution increasing the combustion control at HCCI operation. For example, a reaction with the fuel from the pilot injection requires a presence of oxygen in the residuals, and therefore the preceding main combustion has to take place with a lean mixture so that there is a surplus of air, some of which is retained during the negative valve overlap. However, the inventors have discovered that an excess of pilot fuel, providing a rich mixture with the air in the residuals, has a cooling effect on the charge for the subsequent main combustion.

[0005]Thus, in one embodiment, a method for an engine system is provided, the engine system including an internal combustion engine having at least one cylinder at which a piston, at least one inlet valve, at least one exhaust valve, and a fuel injector for injection of fuel directly into the cylinder. The method comprises performing the following in at least one of the at least one cylinder: [0006]controlling at least one of the at least one intake valve so as to introduce air into the cylinder, [0007]performing at least one main combustion fuel injection for a main combustion with air introduced into the cylinder, [0008]controlling, during an exhaust stroke and an intake stroke, the intake and exhaust valves so as to form a negative valve overlap to capture main combustion residues, and [0009]performing at least one pilot fuel injection during the negative valve overlap; and [0010]where an amount of fuel in the at least one pilot fuel injection is at least partly dependent on said introduction of air and at least one of the at least one main combustion fuel injection

[0011]In this way, it is possible to ensure that the pilot fuel amount is not in excess in view of the oxygen amount in the residuals, in order to avoid un-oxidized pilot fuel to cool down the charge for the next main combustion. Thus, it is possible to improve combustion stability at homogenous charge compression ignition operation of an internal combustion engine. Further, it is also possible to increase efficiency at homogenous charge compression ignition operation of an internal combustion engine. Further still, it is possible to decrease emissions at homogenous charge compression ignition operation of an internal combustion engine. Finally, it is also possible to to reduce risks of discomfort for persons in a vehicle in which the engine is operating with homogenous charge compression ignition.

[0012]Also, by the above operation it can be ensured that enough pilot fuel is injected in view of the oxygen amount in the residuals in order to reach enough heating of the charge for the main combustion.

[0013]A late main combustion at HCCI operation will reduce the combustion efficiency and the thermodynamic efficiency. By avoiding cooling of the main combustion charge, risks of a late main combustion are reduced, which will increase engine efficiency, reduce fuel consumption, and reduce risks of increased CO and HC emissions. Also, passenger comfort in a vehicle in which the engine is operating is secured, since risks of misfire will be reduced.

[0014]Regarding the different steps of the example method, the step of performing at least one main combustion fuel injection for a main combustion could be done by performing the at least one main combustion fuel injection during an intake stroke and/or during a compression stroke of the piston. The step of controlling the intake and exhaust valves to form a negative valve overlap to capture residues from the main combustion, can be carried out by closing the exhaust valve during an exhaust stroke of the piston following immediately upon a power stroke of the piston, in turn following immediately upon said compression stroke, and opening the intake valve during an intake stroke of the piston following immediately upon said exhaust stroke, to form a negative valve overlap between said exhaust valve closing and said intake valve opening.

[0015]It should be noted that the intake stroke and the power stroke are defined as periods during which the piston moves downward from the top dead centre (TDC) position to the bottom dead centre (BDC) position, regardless of positions of the inlet valve(s) and the exhaust valve(s) during this downward movement. Similarly, the exhaust stroke and the compression stroke are defined as periods during which the piston moves upward from the BDC position to the TDC position, regardless of positions of the inlet valve(s) and the exhaust valve(s) during this upward movement.

[0016]In another example, the method may comprise: [0017]introducing a first amount of air into the cylinder, [0018]performing the at least one main combustion fuel injection for a main combustion with air in the first amount of air, [0019]capturing, during the negative valve overlap, residues from the main combustion, and [0020]determining the amount of fuel in the at least one pilot fuel injection at least partly based on said first amount of air and the amount of fuel injected in at least one of the at least one main combustion fuel injection.

[0021]This means that each pilot fuel can be determined at least partly based on the amount of fuel injected and the amount of air introduced for the main combustion preceding the pilot fuel injection, which will result in a very accurate fuel amount determination.

[0022]The first amount of air can be introduced into the cylinder by controlling the intake valve so as to be open during at least a part of an intake stroke and/or during a part of a compression stroke of the piston. The introduced amount of air can be the amount of air allowed into the cylinder, or the amount of air captured in the cylinder. If the intake valve closes in the compression stroke, some air allowed into the cylinder may be pushed back into the air intake duct, and thereby the mount of air allowed into the cylinder and the amount of air captured in the cylinder would differ. Which of these amounts correspond to the amount of air introduced into the cylinder, as stated in claim 1, would depend on the manner in which air transportation to the cylinder is determined. The introduced amount of air may be regarded as the amount of air captured in the cylinder.

[0023]In still another alternative, the method comprises: [0024]determining a flow of air into the cylinder, [0025]determining a flow of fuel for a plurality of main combustion fuel injections for a plurality of main combustions with air introduced into the cylinder, and [0026]determining the amount of fuel in the at least one pilot fuel injection (P1), at least partly based on the flow of air and the flow of fuel for the plurality of main combustion fuel injections (P21, P22).

[0027]For example, the amount of fuel in the at least one pilot fuel injection can be determined based on a flow of fuel for a plurality of pilot fuel injections, in turn determined at least partly based on the flow of air and the flow of fuel for the plurality of main combustion fuel injections.

[0028]In the art, the ratio, between the actual air/fuel ratio and the stoichiometric air fuel ratio, is referred to as the lambda value. The amount of fuel in the at least one pilot fuel injection may be such that the lambda value of a charge with the amount of fuel in the at least one pilot fuel injection and a second amount of air in the residues from the main combustion captured in the negative valve overlap is higher than a predetermined lambda threshold value. In one example, the predetermined lambda threshold value is 1. Thereby, it is ensured that substantially all pilot fuel will be consumed in a reaction with oxygen in the residuals, so that un-oxidized pilot fuel will not cool down the charge for the next main combustion.

[0029]The amount of fuel in the at least one pilot fuel injection may be such that said lambda value is within the range of 1.0-1.6. Keeping the lambda value within this range will secure avoiding said cooling effect and still provide enough pilot fuel to obtain a reaction with residual oxygen for a sufficient heating of the main combustion charge.

[0030]Additionally, one of the at least one main combustion fuel injection is a first main combustion fuel injection and another of the at least one main combustion fuel injection is a second main combustion fuel injection, the amount of fuel in the at least one pilot fuel injection being determined partly based on the first and second main combustion fuel injections. Thereby, where there are a plurality of main combustion fuel injections for each main combustion, based on the amount of air and the total amount of fuel injected for the previous main combustion, it is possible to properly determine the amount of oxygen in the trapped residuals at the pilot injection. As exemplified below, the first main combustion fuel injection can be a main fuel injection effected at the intake stroke during the negative valve overlap and after a reaction between a previous pilot injection and residual oxygen, and the second main combustion fuel injection can be a post fuel injection effected during the subsequent compression stroke shortly before the main combustion.

DESCRIPTION OF THE FIGURES

[0031]Below, embodiments of the invention will be described in detail with reference to the drawing, in which

[0032]FIG. 1 shows schematically parts of an engine system,

[0033]FIG. 2 is a block diagram depicting steps in a method according to one example embodiment of the invention,

[0034]FIG. 3 is a diagram showing cylinder pressure and events in a cylinder of the engine system as functions of the crankshaft angle during steps of the method in FIG. 2, and

[0035]FIG. 4 is a block diagram depicting steps in a method according to an alternative embodiment of the invention.

DETAILED DESCRIPTION

[0036]FIG. 1 shows a schematic view of parts of an engine system 1 comprising an internal combustion engine. The engine comprises at least one cylinder 2 with a reciprocating piston 3. Communication between the cylinder 2 and an intake duct 4 is controlled by at least one inlet valve 5, and communication between the cylinder 2 and an exhaust duct 6 is controlled by at least one exhaust valve 7.

[0037]The engine system 1 also comprises an engine control unit (ECU) 9, which can be provided as one unit, or as more than one logically interconnected physical units.

[0038]Inlet valve control means 501 and exhaust valve control means 701 are provided and controllable by the ECU 9 for controlling opening and closing timing of the inlet valve(s) 5 and the exhaust valve(s) 7, respectively. The valve control means 501, 701 can comprise camshafts and a variable valve timing (VVT) system and/or a cam profile shifting (CPS) system, for the valve timing control. Alternatively, the valve control means 501, 701 can comprise electrically, pneumatically or hydraulically driven actuators for individual control of the respective valves 5, 7.

[0039]The ECU 9 is adapted to control fuel injection means 11 comprising a fuel injector 11 at each cylinder 2, adapted to inject fuel directly into the respective cylinder. The fuel injection means 11 communicate with fuel storage means in the form of a fuel tank, via a fuel pump, (not shown). The ECU 9 is also adapted to control air flow control means comprising a throttle valve 10 in the intake duct 4.

[0040]In addition, the ECU 9 is also adapted to determine the engine air flow based on signals received from an air flow sensor 14 located in the intake duct 4. As an alternative, as is known in the art, the air flow can be computed based on parameters such as the inlet manifold pressure, throttle position, engine speed, inlet temperature, and/or atmospheric pressure. Manners of determining the values of these parameters are known in the art, and not explained further here.

[0041]Further, at each cylinder, ignition means 16 comprising a spark plug 16 are provided and controllable by the ECU 9.

[0042]The ECU is also adapted to adjust, as known in the art, the value of a requested torque parameter based on signals from an accelerator pedal 17 in the vehicle, and adjust fuel and air supply to the cylinder(s) at least partly based on the requested torque parameter value. In addition, downstream from the cylinder(s) 2, an exhaust gas treatment device 8, in the form of a catalytic converter, is provided, and the ECU 9 is adapted to receive signals from a first gas sensor 12 located downstream of the catalytic converter 8, as well as from a second gas sensor 13 located in the exhaust duct 6 between the cylinder 2 and the catalytic converter 8. Thereby, the ECU 9 is adapted to determine, based on the signals from the first and second sensors 12, 13, the oxygen content in the exhaust gases upstream and downstream, respectively, of the catalytic converter 8.

[0043]With reference to FIG. 2 and FIG. 3, a method according to an embodiment of the invention will be described. FIG. 2 depicts steps of the method, and FIG. 3 shows a full cycle of the operation in one of the cylinders of the engine.

[0044]The inlet valve control means 501 and exhaust valve control means 701 are controlled so that during the exhaust stroke and the intake stroke, the intake and exhaust valves 5, 7 form 201 a negative valve overlap (FIG. 3, NVO) to capture residues from a previous main combustion, C3. More specifically, the exhaust valve 7 closes, EVC, during the exhaust stroke, and the intake valve 5 opens, IVO, during the intake stroke, to form the negative valve overlap, NVO.

[0045]During the negative valve overlap, NVO, before the top dead centre (TDC) position of the piston 3, a pilot fuel injection, P1, is performed 202. The amount of fuel in the pilot fuel injection, here also called pilot fuel, is determined as described below. The pilot fuel reacts, C1, with oxygen in the trapped residuals. The reaction during the negative valve overlap, NVO, is in this example triggered by compression of the mixture, but alternatively, the spark plug 16 can be controlled to trigger the reaction.

[0046]During the negative valve overlap, NVO, after the TDC position, and after the pilot fuel reaction, C1, with oxygen in the trapped residuals, a first main combustion fuel injection, P21, here also referred to as a main fuel injection, P21, is performed 203. Subsequently, the intake valve 5 is opened so as to introduce 204 a first amount of air into the cylinder 2. Subsequently, during the compression stroke, the intake valve 5 closes 205, IVC, and therefter, a second main combustion fuel injection, P22, here also referred to as a post fuel injection, P22, is performed 206.

[0047]The first amount of air is dependent on the setting of the throttle valve 10, and based on signals from the air flow sensor 14 in the intake duct 4, the first amount of air can be determined accurately. The amount of fuel in the main fuel injection, P21 and the post fuel injection, P22, as well as the first amount of air, are based on the requested torque and on signals from the first and second gas sensors 12, 13. The main and post fuel injections, P21, P22, and the first amount of air are adapted so as to provide a lean mixture for the subsequent main combustion, which will provide an excess of oxygen, part of which, herein referred to as a second amount of air, will be trapped during the next negative valve overlap, as described below. The fuel amounts in main and post fuel injections, P21, P22, and the first amount of air are memorized 207 by the ECU 9.

[0048]Shortly after the post fuel injection, the spark plug 16 is controlled 208 so as to trigger the main combustion, C3. Alternatively, the main combustion can be triggered by compression of the air/fuel mixture. Subsequently during the power stroke, the exhaust valve 7 is opened 209, EVO.

[0049]Also, based on the memorized fuel amounts in main and post fuel injections, P21, P22, and the first amount of air, the amount of fuel in the next pilot fuel injection, P1, is determined 210. Thereby, the amount of fuel in the pilot fuel injection, P1, is determined such that the lambda value of the charge with the amount of fuel in the pilot fuel injection, P1, and the second amount of air in the residues from the main combustion captured in the negative valve overlap is higher than a predetermined lambda threshold value, .lamda..sub.thres. In one example, said predetermined lambda threshold value is 1. In cases where the pilot fuel is not fully mixed with the air in the captured residues, the lambda threshold value, .lamda..sub.thres, can be chosen to be higher, e.g. 1.2-1.3.

[0050]The maximum amount m.sub.pilot of pilot fuel, defined for example by its mass, can be determined as

m pilot = x ( m air stoich - m fuel ) 1 .lamda. thres

where m.sub.air is the first amount (mass) of air introduced for the previous main combustion, m.sub.fuel is the total amount (mass) of fuel injected at the main combustion fuel injections, P21, P22, stoich is the stoichiometric relationship between air and fuel (approximately 14.6 for petrol), x is the amount (mass) of residuals in relation to the total amount (mass) of exhausts. The total amount of exhausts can be determined based on the first amount of air m.sub.air, the amount m.sub.fuel of fuel injected at the main combustion fuel injections, and the amount of pilot fuel injected before the main combustion fuel injections, for example as the sum of the masses of these air and fuel amounts.

[0051]FIG. 4 depicts steps in a method according to an alternative embodiment of the invention. As in the embodiment described with reference to FIG. 2, a negative valve overlap is formed 201 to capture residues from a previous main combustion, C3, and a pilot fuel injection, P1, is performed 202 during the negative valve overlap. The amount of fuel in the pilot fuel injection is determined as described below. During the negative valve overlap, after the pilot fuel reaction, C1, with oxygen in the trapped residuals, a main fuel injection, P21, is performed 203, and subsequently a first amount of air is introduced 204 into the cylinder 2, the intake valve 5 closes 205, and a post fuel injection, P22, is performed 206. Thereafter, the spark plug 16 triggers 208 the main combustion, C3, and subsequently, the exhaust valve 7 is opened 209.

[0052]Continuously, a flow of fuel for a plurality of main and post fuel injections, herein also referred to as a main fuel flow, is determined, i.e. adjusted 211. Also, a value of an air flow to the engine or the respective cylinders 2 is continuously determined, i.e. adjusted 212. The air flow and main fuel flow are based on the requested torque and on signals from the first and second gas sensors 12, 13. Said steps of performing the main fuel injection 203, and performing the post fuel injection 206 are based on the determined main fuel flow 211, and the step of introducing a first amount of air 204 is based on the determined air flow 212.

[0053]Also, said step of performing the pilot fuel injection 202, is based on a determination 210 of a pilot fuel amount, which is carried out based on the main fuel flow 211 and the air flow 212. As an example, the maximum pilot fuel flow {dot over (m)}.sub.pilot can be determined as

m . pilot = x ( m . air stoich - m . fuel ) 1 .lamda. thres

where {dot over (m)}air is the air flow, {dot over (m)}.sub.fuel is the main fuel flow, stoich is the stoichiometric relationship between air and fuel (approximately 14.6 for petrol), x is the flow of residuals in relation to the total flow of exhausts. The total flow of exhausts can be determined based on the air flow {dot over (m)}.sub.air and the total fuel flow.

[0054]It should be noted that in alternative embodiments, there could be more than one pilot fuel injection, P1, during the negative valve overlap. Thereby, in one example, the lambda value of total amount of fuel in the pilot fuel injections and the second amount of air in the residues captured in the negative valve overlap is higher than 1.

[0055]It should also be noted that in alternative embodiments, there could be less or more than two main combustion fuel injections, P21, P22. For example, the cycle could be performed without the post fuel injection, P22. Thereby, the amount of fuel in the next pilot fuel injection, P1, can be determined based only on the fuel amount in main fuel injection, P21, and the first amount of air. Alternatively, the cycle could be performed without the main fuel injection, P21. Thereby, the amount of fuel in the next pilot fuel injection, P1, can determined based only on the fuel amount in the post fuel injection, P22, and the first amount of air.

[0056]In one example, therefore, an amount of fuel in the pilot fuel injection during the negative valve overlap can be adjusted to increase as the main fuel injection(s) in the immediately preceding previous cycle of the cylinder decreases, and vice versa. Further, the amount of injection during the negative valve overlap can be adjusted to increase as the amount of excess air available for reaction with the pilot fuel injection of the cylinder increases, and vice versa.

[0057]Above, embodiments of the invention have been described with reference to engines with variable valve timing. However, the invention is also applicable to engines without such variable valve timing, for example, stationary engines with fixed valve timing and a standard camshaft. Such engines are often operated at fixed speeds and loads and are not subject to the transients normally occurring in, for instance, engines for vehicles. Hence a stationary engine can be operated continuously in HCCI-mode.

[0058]Also, an engine operating according to principles of the invention can be adapted to use most commonly available fuels, such as gasoline, ethanol, methanol, diesel, kerosene, natural gas, and others.

United States Patent 7,468,692
Wiegers December 23, 2008

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Method and apparatus for interconnecting navigation components using a multi-pin connector

Abstract
A navigation device comprises a data receiver and a Global Positioning System (GPS) navigation device which are interconnected with a multi-pin connector. The data receiver provides an intermediate voltage level through the multi-pin connector, and a microprocessor within the GPS navigation device identifies a type of data transmission system associated with the data receiver. A plurality of intermediate voltage levels may be output wherein each level corresponds to a different type of transmitted data. The data receiver may further comprise a resistor network having a resistance value based on the type of transmitted data.

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Inventors: Wiegers; Michael R. (Paola, KS)
Assignee: Garmin Ltd. (KY)

Appl. No.: 11/079,976
Filed: March 15, 2005

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Current U.S. Class: 342/357.06
Current International Class: G01S 1/00 (20060101)
Field of Search: 342/419,357.01,357.06,357.12 701/207,213,215

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References Cited [Referenced By]

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U.S. Patent Documents

5986547 November 1999 Korver et al.
6007372 December 1999 Wood
6484079 November 2002 Buckelew et al.
6844846 January 2005 Riday
2002/0145043 October 2002 Challa et al.
2003/0095525 May 2003 Lavin et al.

Primary Examiner: Phan; Dao L
Attorney, Agent or Firm: West; Kevin E. Korte; Samuel M.

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Claims

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What is claimed is:

1. An electronic navigation device comprising: a data receiver; a Global Positioning System (GPS) navigation device having at least one microprocessor; a multi-pin connector including data pins for connecting said data receiver and said navigation device; relays for connecting to said data pins; and at least one data decoder for connecting to said relays; wherein said microprocessor is operable for identifying a type of data transmission system associated with said data receiver and for directing said relays to connect said data pins to one of said at least one data decoder based on said type of data transmission system.

2. The device of claim 1, wherein said data receiver receiving satellite radio data formatted according to one of XM data and Sirius data.

3. The device of claim 1, wherein said data receiver receiving data formatted according to one of Traffic Message Channel, Clear Channel Communications, Inc., audio, audio stereo, and mouse input.

4. The device of claim 1, said data receiver further comprising a resistor network being connected to said multi-pin connector, said resistor network having a resistance value being based on said type of data transmission system.

5. The device of claim 1, said data receiver further comprising a resistor network being connected to said multi-pin connector, said resistor network having a resistance value being equal to one of at least 10 predefined resistance values, each of said at least 10 predefined resistance values being associated with a different type of transmission system.

6. An electronic navigation device comprising: a data receiver; a Global Positioning System (GPS) navigation device having at least one microprocessor; and a multi-pin connector for connecting said data receiver and said navigation device, wherein said microprocessor identifying a type of data transmission system associated with said data receiver and configuring said device according to the identified type of data transmission, said data receiver further comprising a resistor network being connected to said multi-pin connector, said resistor network having a resistance value being equal to one of at least 10 predefined resistance values, each of said at least 10 predefined resistance values being associated with a different type of transmission system.

7. The device of claim 6, wherein said data receiver receiving satellite radio data formatted according to one of XM data and Sirius data.

8. The device of claim 6, wherein said data receiver receiving data formatted according to one of Traffic Message Channel, Clear Channel Communications, Inc., audio, audio stereo, and mouse input.

9. The device of claim 6, said device further comprising: relays for connecting to data pins within said multi-pin connector; and at least one data decoder for connecting to said relays, said microprocessor directing said relays to connect said data pins to one of said at least one data decoder based on said type of data transmission system.

10. The device of claim 6, said data receiver further comprising a resistor network being connected to said multi-pin connector, said resistor network having a resistance value being based on said type of data transmission system.

11. An electronic navigation device comprising: a data receiver; a Global Positioning System (GPS) navigation device having at least one microprocessor; and a multi-pin connector for connecting said data receiver and said navigation device, wherein said microprocessor configures said device to act as a master when the data receiver is connected thereto, wherein said microprocessor identifies a type of data transmission system associated with said data receiver, wherein said microprocessor configures said device according to the identified type of data transmission, and wherein said microprocessor configures said device to act as a slave when a personal computer is connected thereto.

12. The device of claim 11, wherein said data receiver receiving satellite radio data formatted according to one of XM data and Sirius data.

13. The device of claim 11, wherein said data receiver receiving data formatted according to one of Traffic Message Channel, Clear Channel Communications, Inc., audio, audio stereo, and mouse input.

14. The device of claim 11, said device further comprising: relays for connecting to data pins within said multi-pin connector; and at least one data decoder for connecting to said relays, said microprocessor directing said relays to connect said data pins to one of said at least one data decoder based on said type of data transmission system.

15. The device of claim 11, said data receiver further comprising a resistor network being connected to said multi-pin connector, said resistor network having a resistance value being based on said type of data transmission system.

16. The device of claim 11, said data receiver further comprising a resistor network being connected to said multi-pin connector, said resistor network having a resistance value being equal to one of at least 10 predefined resistance values, each of said at least 10 predefined resistance values being associated with a different type of transmission system.
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Description

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BACKGROUND OF THE INVENTION

This invention relates generally to Global Positioning System (”GPS”) navigation systems, and more particularly to methods and apparatus for interconnecting additional data transmission systems with the GPS navigation system.

Electronic navigation devices employing Global Positioning System (”GPS”) receivers are known. The GPS includes a plurality of satellites that are in orbit about the earth. The orbit of each satellite is not necessarily synchronous with the orbits of other satellites and, in fact, is likely asynchronous. The GPS receiver device receives spread spectrum GPS satellite signals from the various satellites. The spread spectrum signals continuously transmitted from each satellite utilize a highly accurate frequency standard accomplished with an extremely accurate atomic clock. Each satellite, as part of its data signal transmission, transmits a data stream indicative of that particular satellite. The GPS receiver device acquires spread spectrum GPS satellite signals from at least three satellites to calculate its two-dimensional position by triangulation. Acquisition of an additional signal, resulting in signals from a total of four satellites, permits the GPS receiver device to calculate its three-dimensional position. In this manner, an electronic navigation device employing a GPS receiver has the ability to accurately compute the position of the device in real time, even as the device moves.

GPS receivers may also have the ability to receive and process data from the Wide Area Augmentation System (”WAAS”). The WAAS uses a system of satellite and ground stations that provide GPS signal corrections to provide a consumer with better position accuracy.

Many handheld electronic navigation devices are presently on the market. Some consumers readily carry such handheld electronic navigation devices with them when they are traveling in their vehicles in order to enjoy the benefit of navigational aids while driving. By way of example only, the navigation device may be designed to plug into the 12 Volt outlet in an automobile. The handheld electronic navigation devices may also include a battery and be used when on foot, such as when hiking or shopping.

Consumers also enjoy technologies such as satellite radio data. Satellite radio data is provided by companies such as XM and Sirius, and offer the consumer the ability to receive radio stations, traffic, weather, stock reports, and other information via a combination of satellites and repeaters installed on the ground. The consumer can choose from many different stations and tailor the content to their tastes.

Real-time traffic and weather information is also broadcast over the FM radio data system by, for example, the Traffic Message Channel (”TMC”) in Europe and Clear Channel Communications, Inc. (CC) in the United States. Thus, the GPS, XM, CC, and TMC systems each transmit data using unique data transmission systems, or schemes. It should be understood that other data transmission systems exist and/or may be in development which the consumer may wish to access for entertainment, assistance, and/or information. Each system has the potential for transmitting information useful to a consumer, but the full benefit of each system cannot be realized by using the systems separately.

Therefore, a need exists for a navigation system which integrates GPS navigation information with data received from additional data transmission systems. Furthermore, there exists a need for an apparatus to easily accomplish the integration of external data transmission systems with little or no input from the consumer. Certain embodiments of the present invention are intended to meet these needs and other objectives that will become apparent from the description and drawings set forth below.

BRIEF DESCRIPTION OF THE INVENTION

An electronic navigation device comprises a data receiver and a Global Positioning System (GPS) navigation device having at least one microprocessor. A multi-pin connector connects the data receiver and the navigation device. The microprocessor identifies a type of data transmission system associated with the data receiver.

An apparatus comprises a data receiver for receiving a type of transmitted data. A receptacle for receiving a plug is mounted within the data receiver. Multiple pins are containable held within the receptacle. A first pin corresponds to an ID pin for outputting one of a plurality of voltage levels. Each of the voltage levels correspond to a different type of transmitted data. A resistor network has a resistance value based on the type of transmitted data. The resistor network has a first end connected to a ground and a second end connected to the first pin.

A navigation system comprises a navigation device for providing navigation based data. A receiver component receives data transmitted by a first type of data transmission system. A cable connects the navigation device and receiver component. The receiver component provides a first type of data and an intermediate voltage level through the cable to the navigation device. The navigation device identifies the first type of data transmission system based on the intermediate voltage level.

A navigation system comprises a GPS based navigation device for receiving GPS based data. A display is integrated with the navigation device. A receiver component receives non-GPS based data, and the display displays data corresponding to the non-GPS based data.

A method for using a navigation device comprises interconnecting a navigation device and a receiver component with a USB cable having 5 pins at each end. The navigation device receives GPS based data and the receiver component receives non-GPS based data having a data transmission type. An initial voltage is output on a V.sub.BUS pin from the navigation device, and is received on a corresponding V.sub.BUS pin at the receiver component. An intermediate voltage based on the initial voltage is output on an ID pin from the receiver component and received on a corresponding ID pin at the navigation device. The navigation device identifies the data transmission type based on the intermediate voltage. A route is calculated based on the GPS based data.

A navigation system comprises a navigation device for receiving GPS based data. A multi-pin connector is housed within the navigation device and is configured to receive a Universal Serial Bus (USB) type plug. A microprocessor is housed within the navigation device for identifying an external device after the external device is interconnected with the navigation device through the multi-pin connector.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a view of an electronic navigation device formed in accordance with an embodiment of the present invention.

FIG. 2 illustrates a view of an electronic navigation device incorporated within a personal digital assistant (”PDA”) formed in accordance with an embodiment of the present invention.

FIG. 3 illustrates a block diagram of electronic components within a housing which are utilized by the navigation device in accordance with an embodiment of the claimed invention.

FIG. 4 illustrates connections between the navigation device and the computer formed in accordance with an embodiment of the present invention.

FIG. 5 illustrates the navigation device interconnected with one or more receiver components in accordance with an embodiment of the present invention.

FIG. 6 illustrates the navigation device and the receiver component interconnected by USB cable in accordance with an embodiment of the present invention.

FIG. 7 illustrates a flow chart of a method for identifying the type of data transmission system associated with the receiver component interconnected with the navigation system in accordance with an embodiment of the present invention.

The foregoing summary, as well as the following detailed description of certain embodiments of the present invention, will be better understood when read in conjunction with the appended drawings. It should be understood that the present invention is not limited to the arrangements and instrumentality shown in the attached drawings.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 illustrates a view of an electronic navigation device 100 formed in accordance with an embodiment of the present invention. The navigation device 100 can be portable and may be utilized in any number of implementations such as automobile, personal marine craft, and avionic navigation. Alternatively, the navigation device 100 may be installed within a movable structure, such as in the dashboard of an automobile, or the navigation device 100 may be carried by a user traveling on foot.

A front view of the navigation device 100 is provided showing the navigation device 100 having a generally rectangular housing 102. The housing 102 is constructed of resilient material and may be rounded for aesthetic and ergonomic purposes. A control face 104 has access buttons 106-112, input/output (”I/O”) ports 114 and 116, and a display 118. Although the I/O ports 114 and 116 are illustrated on the control face 104, the I/O ports 114 and 116 may be located on a back or side (not shown) of the navigation device 100. I/O ports 114 and 116 may be multi-pin connectors such as Universal Serial Bus (”USB”) ports, or other I/O ports such as IEEE 1394 or RS232. Although two I/O ports 114 and 116 are shown, it should be understood that more or less than two I/O ports 114 and 116 may be provided. Additional ports (not shown) may be provided for power connections and external antennas. By way of example only, the display 118 may be responsive to touch and/or an LCD display which is capable of displaying both text and graphical information.

FIG. 2 illustrates a view of an electronic navigation device 200 incorporated within a personal digital assistant (”PDA”) formed in accordance with an embodiment of the present invention. An internal integrated GPS patch antenna 202 and a cellular transceiver 204 may be contained in a housing 206. The housing 206 is generally rectangular with a low profile and has a front face 208 extending from a top end 210 to a bottom end 212. Mounted on the front face 208 is a display 214, which is touch sensitive and responsive to a finger touch or a stylus, as is known in the art. Input buttons 216-222 are illustrated as being positioned toward the bottom end 212, although input buttons 216-222 may be positioned in other locations on the navigation device 200. I/O ports 224 and 226 are illustrated as being positioned along the bottom end 212 and along a side edge 228 of the housing 206, respectively. Again, the I/O ports 224-226 may be multi-pin connectors such as USB or RS232 connectors. A headphone jack 230 is positioned along the top end 210 of the housing 206. It should be understood that I/O ports 224 and 226, and the headphone jack 230, are not limited in placement to the illustration provided in FIG. 2. Additionally, it should be understood that the navigation devices 100 and 200 as illustrated in FIGS. 1 and 2, respectively, do not limit the scope of the invention, and that additional devices incorporating electronic navigation capabilities, such as a cellular telephone, may also be utilized.

FIG. 3 illustrates a block diagram of electronic components within a housing, such as housing 102, which are utilized by navigation device 100 in accordance with an embodiment of the claimed invention. A microprocessor 300 is connected to an input 302 via line 304. The input 302 may be a keypad, access buttons 106-112, a mouse, a remote control device, a touchscreen, and/or a microphone for receiving voice commands. Therefore, it should be understood that although only one input 302 is illustrated, there may be more than one input 302.

The microprocessor 300 communicates with memory 306 via line 308. The memory 306 is adapted to store and/or house a set of executable instructions, programs, and/or program modules. The memory 306 is further adapted to store or house navigation related data and software operable to perform routing algorithms. The navigation related data includes cartographic data, which further includes a number of locations and data indicative of thoroughfares of a plurality of types connecting certain ones of the locations. The navigation related data may include a calculated route between at least two of the locations. The software stored or housed within memory 306 includes software operable to perform one or more applications for navigation, including, but not limited to, software operable to find points of interest. By way of example only, the navigation related data may include a number of waypoints, a planned route, and points of interest. The points of interest may include geographical and historical points of interest, and entertainment, dining, and lodging venues. The navigation related data may also include automobile, marine craft, pedestrian, and hiking navigation data. The memory 306 may be further adapted to store or house software operable for adding a waypoint as an address in the address book, adding a point of interest as an address in the address book, and storing a planned route.

The microprocessor 300 communicates with display 310 via line 312. An antenna 314 and GPS receiver 316 are connected to the microprocessor 300 via line 318. It should be understood that the antenna 314 may be a GPS patch antenna or a helical antenna, and may be internal or external with respect to the housing 102. If the navigation device 100 is installed within a vehicle, the antenna 314 may also be installed, such as on the roof or rear window of the vehicle. Alternatively, an additional antenna 315 may be external to the housing 102 and may be temporarily placed on the dash of the car.

In addition, at least one dead reckoning component 320 may be connected to the microprocessor 300 via line 322. The dead reckoning component 320 may be located outside the housing 102, and may include, by way of example and not by way of limitation, a rate gyro, an odometer, a pedometer, an accelerometer, a vehicle speedometer, ABS wheel speed sensors, and/or vehicle backup lights. It should be understood that more than one dead reckoning component 320 may be used. Each dead reckoning component 320 may be connected via an independent line (not shown), or may share and be connected via the line 322. One of ordinary skill in the art will appreciate that other dead reckoning components may be suitable and are considered equally within the scope of the present invention.

The housing 102 of the navigation device 100 is connected to a power source 324 via line 350. The power source 324 may be a car battery if the navigation device 100 is mounted within a vehicle, an electrical wall outlet or other power source. Additionally, a battery 326 may be provided within the housing 102.

One or more I/O ports 328 are provided on the housing 102 for interconnecting the navigation device 100 with other electronic devices. The I/O port 328 may be a multi-pin connector, such as a USB connector, or a different type of I/O connector as discussed previously.

In FIG. 3, an external computer 330 is connected from a multi-pin connector 334 on the computer 330 to a multi-pin connector 348 on the navigation device 100 via a cable 332. The external computer 330 may be used to download navigational data and calculated routes into the memory 306.

Alternatively, either one I/O port 328 or one multi-pin connector 348 may be provided and used to connect all devices to the navigation device 100 one at a time. In the aforementioned configuration, either the computer 330 may be connected to the navigation device 100 or an external receiver, such as an XM radio receiver, may be connected to the navigation device 100, but not at the same time.

FIG. 4 illustrates connections between the navigation device 100 and the computer 330 in accordance with an embodiment of the present invention. The multi-pin connectors 348 and 334 are USB type connectors which are known in the art. There are two different types of USB connectors comprising a plug and a receptacle. Typically, a first type of USB receptacle is mounted within a master device and a second type of USB receptacle is mounted within a slave device. For the following discussion, the terms connector and receptacle may be used interchangeably.

The multi-pin connector 348, which is integrated with the navigation device 100, is a USB mini-B, or slave, type receptacle. The multi-pin connector 334, which is integrated with the computer 330, is a USB mini-A, or master, type receptacle. The cable 332 may be a standard USB cable having a mini-A type plug 412 and a mini-B type plug 414 at either end. The USB receptacles and plugs are configured in such a manner that USB master type receptacles (multi-pin connector 334) only accept the master type plug 412 end of the cable 332, and USB slave type receptacles (multi-pin connector 348) only accept the slave type plug 414 end of the cable 332.

When the navigation device 100 is connected to the computer 330 as illustrated in FIG. 4, the navigation device 100, computer 330, and USB cable 332 may be thought of as a USB system. In a USB system, there is one host, or master component, and one or more hubs, or slave components. In FIG. 4, the computer 330 operates as the master and the navigation device 100 operates as the slave.

The multi-pin connectors 348 and 334 each have five pins corresponding to five wires within the USB cable 332. Within a USB system, the master component may provide the power source for the slave component. Therefore, a V.sub.BUS pin 400 may be used to provide power from the computer 330 to the navigation device 100. As discussed previously, the navigation device 100 may have a battery 326 and/or be connected to an external power source 324, thus not requiring power from the master component. Data pins, D+ pin 402 and D- pin 404, are used for data transfer between the computer 330 and the navigation device 100. Ground pin 406 provides a common ground reference between the computer 330 and the navigation device 100.

The multi-pin connectors 348 and 334 each have a fifth pin, ID pin 408 and ID pin 410, respectively. ID pins 408 and 410 share a common wire within the USB cable 332 but have different item numbers in FIG. 4 for clarity. In current USB systems, the ID pins 408 and 410 are not used. The ID pin 410 may be tied to the ground pin 406 within the computer 330 to indicate the master status. Within the navigation device 100, the ID pin 408 may be tied to a resistor network 420 which is connected to Vcc, thus providing a known voltage level at point 422. The voltage level Vcc of 5 volts is exemplary only, and it should be understood that other voltage levels may be used.

FIG. 5 illustrates the navigation device 100 interconnected with one or more receiver components 506, 522 and 532 in accordance with an embodiment of the present invention. The navigation device 100 can integrate different types of data with the GPS data and provide a single presentation of data which is more functional, useful and easier for the consumer to understand quickly. In addition, non-receiver based components such as an MP3 player, keyboard, mouse, or disk drive may be connected via USB or other type of cable appropriate to the connector type, allowing the navigation device 100 to control the functionality of the connected component. The navigation device 100 may operate as a USB slave type device when interconnected with a USB master type device, such as computer 330. However, as discussed below in connection with FIGS. 5 and 6, the navigation device 100 may operate as a USB master type device when interconnected with other devices while still utilizing the commonly available USB master/slave connectors and plugs as previously described.

The navigation device 100 may have a single USB multi-pin connector or I/O port 328 as illustrated, allowing the computer 330 or one of the receiver components 506, 522 or 532 to be connected one at a time. The I/O port 328 may be located on a back or side of the navigation device 100, as discussed previously. Alternatively, more than one USB multi-pin connector or I/O port 328 may be provided, as illustrated in FIG. 3. The I/O port 328 is a USB slave type receptacle, although it should be understood that other types of connectors and receptacles may be used. In addition, two different embodiments for interconnecting the navigation device 100 and the receiver components 506, 522 and 532 are discussed below.

Receiver component 506 has a multi-pin connector 520 which is a USB master type receptacle, and is connected to the navigation device 100 via USB cable 508 and the I/O port 328. Therefore, the USB cable 508 would connect a mini-A type connector 412 to the receiver component 506 at the multi-pin connector 520, and a mini-B type connector 414 to the navigation device 100 at the I/O port 328. The receiver component 506 receives data of a type associated with a specific data transmission system. By way of example only, the receiver component 506 may comprise components such as a receiver 510 for receiving satellite radio data, such as XM or Sirius data. The receiver component 506 further includes an antenna 512 appropriate to the type of data being received, a microprocessor 514, a display 516 and at least one input 518. Alternatively, as the navigation device 100 controls the overall functionality of the receiver component 506, the receiver component 506 may not have the display 516 or input 518.

Receiver component 522 has a wire harness 526 hardwired to the receiver component 522 at connection point 524. The wire harness 526 may include a plug 504, which is a male type plug such as the USB mini-B type plug, for connecting to the navigation device 100 through I/O port 328. The wire harness 526, fixed and attached to the receiver component 522, effectively forms a USB cable assembly. The receiver component 522 may comprise a receiver 528 for receiving FM radio data, such as Traffic Message Channel (”TMC”) data, and an antenna 530 appropriate to the type of data being received.

Receiver component 532 may be connected to the navigation device 100 via connector 534 with either the mini-B type connector 414 and USB cable 536, as used with the receiver component 506, or a wire harness, as used with the receiver component 522. The receiver component 532 may comprise a receiver 538 for receiving other data of interest to a user, such as audio mono data, audio stereo data, non-GPS based navigational data, traffic management information data, other traffic data, weather data, and the like. Thus, the receiver components 506, 522, and 532 each receive a different type of transmitted data. It should be understood that not all of the components necessary to activate the receiver components 506, 522 and 532 are illustrated.

It is neither practical nor desired to provide a separate multi-pin connector or I/O port for every type of receiver component 506, 522, and 532 which may be used with the navigation device 100. It may be desirable to provide a single multi-pin connector on the navigation device 100 to minimize space, cost and circuitry complexity. For example, a consumer may use the navigation device 100 within the United States and receive XM data. The traffic and weather XM data is integrated with the GPS data by the navigation device 100. The consumer may travel to Europe and wish to use the same navigation device 100 to receive data from the TMC data transmission system. The TMC data is integrated with the GPS data by the navigation device 100. XM data and TMC data require different data decoding schemes, and thus the navigation device 100 must be able to recognize the type of transmission data a receiver component is receiving in order to properly decode and process the transmission data.

Alternatively, one or more receiver components 506, 522 and 532 may be integral to the navigation device 100 and contained within the housing 102. Also, two or more receiver components 506, 522 and 532 may be combined together in an external housing (not shown), requiring only a single connector and/or cable to connect to the navigation device 100.

FIG. 6 illustrates the navigation device 100 and the receiver component 506 interconnected by USB cable 508 in accordance with an embodiment of the present invention. The navigation device 100 recognizes the receiver component 506, and the navigation device 100 effectively acts as the master device.

The multi-pin connector 520 of the receiver component 506 has five pins as discussed previously: V.sub.BUS pin 600, D+ pin 602, D- pin 604, ID pin 606, and ground pin 608. The I/O port 328 of the navigation system 100 has five pins as well: V.sub.BUS pin 610, D+ pin 612, D- pin 614, ID pin 616, and ground pin 618.

The ID pin 606 on the receiver component 506 is tied to a resistor network 622 which is connected to ground. The resistor network 622 may be included within the multi-pin connector 520 or on a circuit board within the receiver component 506. The resistor network 622 has a resistance value specific to the data transmission type received by the receiver component 506 and sent to the navigation device 100. For example, a receiver component 506 for use with the XM data transmission system would utilize a resistor network 622 having a resistance value equal to A ohms, while a receiver component 506 for use with the TMC data transmission system would utilize a resistor network 622 having a resistance value equal to B ohms, wherein A and B are different resistance values. Therefore, each data transmission system may be assigned a specific resistance value for the resistor network 622. It should be understood that implementations other than a single resistor are envisioned and may be utilized to provide the described functionality. For example, a 1 K ohm resistor may be used in an XM satellite radio receiver, while a 3.74 K ohm resistor may be used in a TMC receiver.

Alternatively, a specific resistance value may be assigned to a component that does not receive data, such as an MP3 player. In this manner, a number of other types of electronic components may be interconnected to, and identified by, the navigation device 100.

FIG. 7 illustrates a flow chart of a method for identifying the type of data transmission system associated with the receiver component 506 interconnected with the navigation system 100 in accordance with an embodiment of the present invention. The navigation device 100 monitors the I/O port 328 and detects when an external device is connected. The method of FIG. 7 starts after the USB cable 508 has been plugged into both the navigation device 100 and the receiver component 506, and will be discussed together with FIG. 6.

In step 700, the microprocessor 300 of the navigation device 100 directs power relays 620 via control signals 640 to output a predefined current/voltage on V.sub.BUS 610, which is received at V.sub.BUS 600 of the receiver component 506. The navigation device 100 outputs the same predefined current/voltage every time a receiver component 506 is interconnected with the navigation device 100. By way of example only, 5V DC at 1 Amp may be output on V.sub.BUS 610.

In step 702, the microprocessor 300 directs the power relays 620 via the control signals 640 to momentarily remove the predefined current/voltage from V.sub.BUS 610. For example, the predefined current/voltage may be removed from V.sub.BUS 610 for approximately 1 second.

In step 704, the microprocessor 300 immediately reads the voltage level on the ID pin 616, such as at input 624 via line 642, which corresponds to the voltage level at point 626 on ID pin 606 within the receiver component 506. The resistor network 622 within the receiver component 506 and the resistor network 420 within the navigation device form a voltage divider. The amount of time during which the power is removed in step 702 must be long enough for the microprocessor 300 to measure the voltage level. By removing power, potential ground voltage offset problems may be eliminated.

In step 706, the microprocessor 300 identifies the data transmission type associated with the voltage level on the ID pin 616 read during step 704. There is a range of intermediate voltage levels that may be identified between the 0 volt level indicating master status and the 5 volt level indicating slave status. At least ten different intermediate voltage levels may be identified by the microprocessor 300. The resistance value of the resistor network 622 associated with each different data transmission type is based on a desired intermediate voltage level. As a tolerance is necessary to correctly identify the intermediate voltage level, the number of intermediate voltages is not infinite. For example, resistance values in K ohms may be used, such as 1, 2.21, 3.74, 5.76, 8.25, 12.1, 17.4, 26.7, 45.3, and 100 K ohms.

In step 708, the microprocessor 300 sends control signals 628 to a bank of relays 630. The bank of relays 630 may be semiconductor or mechanical relays. Alternatively, a universal decoder chip comprising the bank of relays 630 may be used. The universal decoder chip would further comprise the logic and ability necessary to identify and switch the data appropriately. In addition, the D+ and D- lines may be connected to all decoders and then the desired decoding function may be enabled. The bank of relays 630 connect the data pins, D+ pin 612 and D- pin 614, to one data decoder 632-638. Each data decoder 632-638 processes a different type of transmission data. Therefore, based on the identified data transmission type, the control signals 628 command the appropriate relays to close, and the data from the receiver component 506 is sent through the bank of relays 630 to the appropriate data decoder 632-638. Additional data decoders 632-638 may be added to process additional types of transmission data. In other words, a separate data decoder 632-638 may be provided corresponding with each of the different intermediate voltage levels discussed previously. For example, ten different data decoders 632-638 may be provided.

In addition, a multiplexer (not shown) or other logic device may be provided to determine priority between different receiver units when more than one receiver unit is connected, or to coordinate and correctly interconnect each receiver component with the appropriate data decoder. Optionally, more than one data decoder may be used to receive the same data type.

In step 710, the microprocessor 300 sends control signals 640 to the power relays 620 to provide power to the receiver component 506 via V.sub.BUS 610. Based on the voltage level read from the ID pin 606, the microprocessor 300 may identify that the receiver component 506 is associated with a particular voltage level other than 5V, such as 3V. Therefore, the power level on V.sub.BUS 610 may be different from one type of receiver component to the next.

In step 712, the microprocessor 300 launches one or more applications stored in memory 306. The applications are associated with the type of data being transmitted. The applications process and prepare the received transmission data for output and/or further processing.

In step 714, the microprocessor 300 outputs data associated with the received transmission data in addition to the GPS data. For example, the received transmission data, such as TMC data, may be output in a portion of the display 310 or as an overlay to the GPS map data currently being displayed. Commands telling a consumer when to turn left or right, for example, may be output through the speakers 344 or head phones. In the XM data transmission system, XM outputs audio data in parallel with digital data. Music received from the XM data transmission system may be output through the speakers 344 or head phones, while alphanumeric data, such as corresponding song title and/or artist, may be displayed on a portion of the display 310. Weather and traffic data may also be displayed on the display 310. The display 310 may display different data in segments or quadrants, as an overlay, ticker display, rolling display, and the like. Alternatively, the display 310 may display received transmission data without displaying the GPS data.

For example, received transmission data may include real-time traffic, accident, road closure, scheduled road maintenance, orange barrel or other alerts, blockage/spill data, and weather such as rain and snow detected or forecasted. The navigation device 100 may prompt the user as to whether a route should be calculated or recalculated based on one or all of the received data. In another example, the navigation device 100 may indicate on the display 310 which streets and/or geographical areas are impacted by the received transmission data. In another example, the navigation device 100 may be programmed by the user to auto-reroute based on received transmission data. In yet another example, the navigation device 100 may utilize received transmission data to assist a user in planning a route based on longer range weather and traffic forecasts, such as hours or days in the future, enabling the user to avoid delays caused by road construction, snow storms, or other factors.

To determine whether the receiver component 506 is still interconnected with the navigation device 100, power usage may be monitored through the Vbus pin 610 or the voltage level may be monitored at ID pin 616. In addition, the navigation device 100 may provide an error message to the user when no data is being received, such as when the receiver component 506 is faulty or out of range of its transmission source. Also, the navigation device 100 may provide a message to the user when the receiver component 506 is connected to and disconnected from the navigation device 100.

While the invention has been described in terms of various specific embodiments, those skilled in the art will recognize that the invention can be practiced with modification within the spirit and scope of the claims.

The Conference Board conducts a monthly survey of 5000 households to ascertain the level of consumer confidence. The report can occasionally be helpful in predicting sudden shifts in consumption patterns, though most small changes in the index are just noise.

There are many regional manufacturing surveys, and they tend to be ranked in order of timeliness and the importance of the region. The New York and Philadelphia Fed’s surveys are the first each month followed by the Chicago purchasing managers’ report on the last day of each month.

Ben Bernanke, Federal Reserve chairman, Feb. 28, 2008

Previously in June 2008, Kerkorian made an offer of $8.50 per share.

T. Boone Pickens, June 20, 2008

Jim Cramer, CNBC commentator, Mar. 11, 2008.

Five days later, JPMorgan Chase (JPM) took over Bear Stearns with government help, nearly wiping out shareholders.

Gas inventory higher than expected.