Cummins Electronics Company, Inc.

Cummins Engine Company, Inc.

Dean S Anderson

Jon A Steeby

Gregory R White

Larry R Webber

Bryan S Gatewood

Mark L Wilson

Roger J Hapka

Peter J Griffen

Lloyd E Flory

An electronic engine control monitors engine speed, vehicle speed and determines various engine RPM values and RPM ranges used in fueling a motor vehicle engine to achieve desired engine speeds prior to and during an automatic gear shift sequence. The engine is coupled to a manual/automatic transmission that includes manually selectable gear ratio operation modes and automatically selectable gear ratio operation modes. In order to verify engagement of the automatically selectable gear ratio operation modes, a predetermined reverse torque is introduced into the drivetrain by fueling the engine to certain predetermined levels after an automatic gear shift sequence begins and monitoring engine speed to test whether engine speed is within calculated synchronous engine speed ranges corresponding to the gear ratio of the desired automatically selectable gear ratio operation mode.

Apparatus and method for verifying gear engagement in controlling the

An engine compression brake control device is disclosed. The control device is electronic and prevents activation of the engine compression brakes during operating states wherein undesirable conditions will result if the engine brakes are active. The electronic control device monitors various conditions and activates the engine brakes only if all of the following conditions are simultaneously detected: a valid gear ratio is detected; the driver has requested or enabled engine compression brake operation; the clutch pedal is out; the throttle is at a minimum engine speed position; and the electronic controller is not presently attempting to execute an electronically controlled final drive gear shift.

Method and apparatus for control of engine compression brakes before,

An engine-transmission control system is disclosed which provides for variable shift points of a manual/automatic transmission during cruise control and non-cruise control operation of the vehicle. Vehicle speed, engine speed, and engine loading are variables used individually or in combination in order to determine when shifting of the automatically controllable gear ratio operation states of the manual/automatic transmission will occur. In addition, the system includes modes of operation which include algorithms for determining varying gear shift points so that gear shifting of the top two gears occurs at various vehicle speeds dependent upon input parameters to the cruise control system and additionally in response to which cruise control mode of operation is currently selected by the driver. In addition, control of the automatic shifting of the manual/automatic transmission when the cruise control system is inactive or disabled is determined according to algorithms designed to optimize fuel economy as well as improve driveability of the vehicle and reduce driver fatigue.

Variable electronically controlled shift points for a cruise control

An engine protection system and protocol is implemented within an electronic engine control module. Various engine fluid parameters, such as coolant level and temperature, oil pressure and temperature, and air intake manifold temperature, are monitored and compared to limit values to determine if a fluid fault condition exists as to one or more of the fluid parameters. The engine performance is derated as a function of the severity of the fluid parameter fault. Two levels of faults are sensed to activate one of two derating schedules. In one schedule, the engine power, or torque as a function of engine speed, is gradually reduced or derated as the fluid parameter moves farther out of normal operating range. With this derate schedule, the engine will still run and the driver can still operate the vehicle, albeit at lower power levels than a healthy engine. In a second schedule for more severe fault conditions, the maximum allowable engine speed is gradually reduced over a certain time period and to a certain percentage of the normal maximum engine rpm. Both schedules permit continued operation of the engine in a 'limp home' mode for the less severe faults, and as required after a more severe fault to bring the vehicle safely to a stop. The engine portection system also stores an array of fault information that can be later access to investigate engine fluid parameter failures.

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Cedar Falls, IA, United States of America

Dean S Anderson