Ford New Holland, Inc.

New Holland North America, Inc.

David G Sokol

Richard Paul Strosser

Bradley A Nielsen

Steven Carson Young

James W Macqueene

Stephen J Churchill

Michael E Langford

William J Homik

Daniel E Olson

Shairyl I Pearce

Kevin Walker

The fuel tank of a mobile vehicle is provided with a level sensor for sensing the level of fuel in the tank as it is being filled. The output signal from the level sensor is applied to a microprocessor which in turn provides output signals to drive an audible alarm and a visual display. The microprocessor determines the level of fuel in the tank from the signal produced by the level sensor and drives the audible alarm to provide a first sound pattern, such short beeps or tones when the tank is at least 3/4 full but less than 7/8 full and a second sound pattern such as a continuous tone when the tank is at least 7/8 full. The microprocessor also drives a visual display to display text messages indicating the level of fuel in the tank. A vehicle operator may initiate filling of the tank and attend to other service on the vehicle, leaving the fill operation unattended. The first sound pattern warns the operator that he must soon give his full attention to the fill operation. The continuous tone warns the operator that the fill operation has progressed to a stage where he must carefully observe and control further fuel input. This reduces the likelihood of fuel loss due to overfill or back-splash resulting from trapped air in the tank.

Fuel fill monitoring system and method

A cold start control apparatus for diesel engines includes a cold start switch, engine temperature and speed sensors and a transistor all connected to a programmable controller. The transistor is connected in a series circuit with a cold start relay and the series circuit is connected to the run/crank positions of an ignition switch. The relay has a pair of contacts through which a battery voltage may be applied to a cold start assist apparatus provided for the engine. The cold start assist apparatus may be a thermostart element such as a glow plug ignitor, or a solenoid controlled ether injection system. A permanent memory in the controller stores an indication of the type of cold start assist apparatus provided for the engine. The controller senses for actuation of the cold start switch and applies a signal to the transistor thus turning it on if (1) the ignition key is in the run or crank position, (2) the engine is cold and (3) the cold start assist apparatus is a thermostart element. On the other hand if the cold start assist apparatus is an ether injection system, the controller responds to actuation of the cold start switch to apply a signal to the transistor only if (1) the engine is cold, (2) the ignition switch is in the crank position and (3) the engine speed is at least as great as a predetermined speed. While the transistor is on, voltage is applied to the cold start assist apparatus.

Microprocessor-based diesel engine cold start controller

In an automatic hitch control system wherein a hitch is raised or lowered in response to operation of a valve, and the valve is controlled by solenoids which are selectively energized by connecting them to ground through switch drivers, a safety disconnect relay is provided for preventing uncommanded motion of the hitch such as might occur if the lead between a solenoid and its driver should be grounded or if the driver should fail in an 'on' state. The relay has contacts connected between the solenoids and the positive voltage for operating them. A microprocessor senses hitch position, the position of a quadrant lever and the speed of the tractor carrying the hitch. From the conditions sensed, the microprocessor determines if the tractor is moving, if the hitch is captured, if the hitch is moving and whether the hitch control system is in an open-loop control mode in which manual switches may be used to control hitch movement. If the hitch is not captured, or the hitch control system is in the open-loop mode, and uncommanded downward hitch motion is detected, the microprocessor energizes the safety disconnect relay to disable the hitch valve thereby preventing uncommanded downward motion of the hitch. When the hitch is captured and the control system is in a closed-loop control mode, feedback signals from the hitch act through a closed-loop to maintain the hitch at the position specified by the quadrant lever.

Draft control system with safety disconnect

A vehicle transmission system having shift levers mechanically linked to couplers for selection of ranges of gear speed ratios and electro-hydraulic powershift clutches for selection of a gear speed ratio within the selected range is provided with controls for avoiding unexpected speeds or speed changes under certain conditions. If the vehicle is moving at start-up as a result of a stall or accidental reset of the microprocessor, and the shift levers have not been moved since the stall or reset, the microprocessor retrieves from a nonvolatile memory an indication of the last selected powershift gear prior to the reset and uses it for the initial powershift gear selection. When an operator depresses a clutch, shifts a shift lever and then changes his mind and shifts the shift lever back to its original position before releasing the clutch above a threshold point, the microprocessor selects the powershift gear in effect at the time the clutch pedal was depressed.

Transmission speed matching control

In a transmission system, a solenoid controlled electro-hydraulically actuated creeper gear coupler permits selection of very low speeds and provision is made to prevent creeper gear engagement/disengagement unless conrolled by the operator and then only if specified conditions exist. Current flow through the solenoid which actuates the creeper gear is monitored at all times to provide a controlled engagement/disengagement of the creeper gear in the event the monitoried conditions are not within prescribed limits. The current is monitored as the creeper solenoid is energized to insure sufficient pull-in current and while it is energized to insure sufficient hold-in current. The solenoid current is also monitored when the solenoid is not energized. Short or open circuit conditions are detected before they can cause an unexpected engagement or disengagement of the creeper gear.

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New Holland, PA, United States of America

David G Sokol