International Engine Intellectual Property Company, LLC

Cnh Industrial America LLC

James T Beaucaire

Michael A Majewski

David V Rodgers

Paul A Wieshuber

David Hafvenstein

Steven Joseph Dickerson

Paul Laurence Berke

Victor H Miranda

William J Warren

Kenneth R Seymour, Ii

Jeffrey Scot Martin

Michael James McNulty

Susan L Lukasik

Michael P Kennedy

Radek Oleksiewicz

Jason Matthew Schwiderski

Andrew D Merrick

Rimas L Petrosius

Jeffery D Jenks

David S Hlavac

Douglas W Villacreses

Thomas M Kramer

Disclosed herein are systems and methods, implementable in a vehicle equipped with adaptive cruise control, for maintaining in a subject vehicle substantially constant following distance relative to a preceding target vehicle where there has been a change in slope of a surface on which the subject vehicle is travelling and/or where pitch of the subject vehicle has changed. Systems and methods disclosed herein may maintain such substantially constant following distance by managing engine torque. Such engine torque management effective for maintaining substantially constant following distance relative to a preceding target vehicle, notwithstanding change in driving surface slope and/or change in pitch of the subject vehicle, may be realized, according to the subject vehicle's torque map, based on data received into the subject vehicle's electronic control unit through sensors for detecting surface slope and sensors for detecting vehicle pitch, which may be located on the subject vehicle.

Systems and methods for managing diesel-powered vehicle following distance

A localized hydraulic circuit configuration detection and loading arrangement, and method, utilize a pattern of pins in an electrical interface connector that is unique to a particular hydraulically powered product delivery unit mounted on a self-propelled agricultural product applicator to close or leave open electrical circuits in solenoid operated pump control valve arrangements for selectively connecting a flow of hydraulic fluid at an operating pressure from one or more continuously operating pumps of the applicator to the product delivery unit, or for selectively bypassing the flow of fluid from one or more of the pumps back to a hydraulic reservoir of the applicator at a low, bypass pressure. When no product delivery unit is mounted on the applicator, the flows from all of the pumps are bypassed to the reservoir at the low, bypass pressure.

Localized hydraulic circuit configuration detection and loading in a self-propelled agricultural product applicator

A track-width adjustment system, apparatus and method limit track-width adjustments in a self-propelled product applicator, according to a first speed-based protocol for track-width adjustments initiated by an operator of the applicator, and according to a second speed-based protocol for track-width adjustments initiated by an automatic track-width control arrangement of the applicator. An automatic track-width control arrangement continually monitors and adjusts track-width, as required to maintain a desired track-width at substantially any ground speed while the applicator is in motion. Operator initiated adjustments to track-width are allowed only within a prescribed range of ground speeds.

Input source and speed based control of track-width in a self-propelled agricultural product applicator

A regeneration disable control system () of a vehicle having a power take off device () that is run off a motor () which is powered by at least one battery (), and an engine () for recharging the at least one battery and for regenerating a diesel particulate filter (), includes a hybrid controller (). The hybrid controller () sends a signal to an engine controller () to indicate whether hybrid-PTO mode is enabled. If the hybrid-PTO mode is enabled, the engine controller () determines whether regeneration of the diesel particulate filter () is required. If regeneration is required, the engine controller () sends a signal to a regeneration inhibitor () to disable the engine () from initiating a regeneration event.

System for disabling diesel particulate filter regeneration during electric operation

The method for regeneration of a diesel particulate filter of a vehicle equipped with a hybrid engine, wherein the temperature of the exhaust exiting the diesel engine is increased above a predetermined level by increasing load thereon, through optimization of interaction between the diesel particulate filter aftertreatment system and the hybrid engine control through messaging via a communication bus is disclosed. The load on the engine may be increased with or without the assistance of the electric motor/generator of the hybrid engine, and will not affect required acceleration/deceleration of the vehicle.

Method for diesel particulate filter regeneration in a vehicle equipped with a hybrid engine background of the invention

A method provides for transferring back-up data between on-board electronic modules of a vehicle. The presence of default parameters is sensed at a first electronic module during a running of the vehicle engine for an engine cycle. The current engine cycle accumulation register data is stored for the engine cycle in the first electronic module. A parameter and accumulation register data recovery routine is run wherein parameters and accumulation register data for the first electronic module are recovered from memory in the second electronic module on the vehicle and restored in the memory of the first electronic module. The information is transferred using SAE J1939 protocol. The first electronic module can be an engine control unit and the second electronic module can be a body controller. During a parameter and data back-up routine periodically run, the first electronic module stores current parameters and accumulation register data into memory of the second electronic module that will serve as back-up parameter and accumulation register data storage in the event the first module loses such parameters and accumulation register data.

Method for on-board data backup for configurable programmable parameters

A PI control strategy controls engine speed to an engine speed set-point. A proportional map () is populated with data values to be used in calculating the P component of the strategy. An integral map () is populated with data values to be used in calculating the I component. Each data value in the maps is correlated with a speed data value representing engine speed (N) and a speed error data value representing the difference between engine speed and engine speed set-point (N_DIF_MAX_LIM). Values for proportional and integral components are selected from the respective maps by processing current engine speed data and current engine speed error data. The strategy uses the values from the maps for controlling engine speed to the speed set-point. Data values from other maps (and; orand) modify the selected values from the proportional and integral maps () for transmission type, transmission gear, and engine temperature.

Engine speed controller having PI gains set by engine speed and engine speed error

A diesel engine () has a control system () that processes certain data to develop data values for one or more temperature-dependent variables, such as injection control pressure (ICP), that affect engine starting and ensuing warm-up. The control system also processes data for detecting a temperature differential in the engine indicative of a block heater () having been used to heat the engine prior to cranking. Upon detection of such temperature differential, the control system selects a temperature data source from multiple available temperature data sources, namely engine coolant temperature ECT, engine oil temperature EOT, and charge air temperature AIT, and processes temperature data from the selected source with additional data to develop data values for one or more of the temperature-dependent variables.

Strategy for detecting use of a block heater and for modifying temperature-dependent variables to account for its use

A signal is received () via a wireless communication channel, which signal requests initiation of pre-cycle warm-up for one or more components of an internal combustion engine. It is determined () whether at least one of the one or more components requires pre-cycle warm-up. When at least one of the one or more engine components requires pre-cycle warm-up, the at least one of the one or more components is warmed up ().

Apparatus and method for pre-cycle warm-up via wireless communication

A fluid pressure near a filter () is measured and compared () to a predetermined value that is based on one or more engine operating parameters. When the measured fluid pressure deviates enough from the predetermined value by an established amount, an indication of the deviation may be provided to notify of a potential problem with the filter (), such as obstruction, restriction, or some form of clogging.

Method and apparatus for indicating a potential fluid filter problem

A method and apparatus for adjusting fuel injection timing detects () a change in the number of fuel injections for a combustion chamber (). During a timing adjustment period, the timing for fuel injection(s) may be adjusted () incrementally, e.g., in a series of steps or increments, and/or based at least in part on the time elapsed since the detected of the change in the number of fuel injections.

Method and apparatus for adjusting fuel injection timing

An internal combustion engine that propels a vehicle has a fuel injection system for injecting fuel into engine cylinders at desired injection control pressure. A control system controls activation and de-activation of a hydraulic actuator for an engine brake. A processor processes data to develop data for desired injection control pressure. Transitional injection control pressure data is used as desired injection control pressure during a transition time interval that commences with de-activation of the engine brake caused by the relief of pressure of the control fluid for allowing resumption of positive power flow from the engine for propelling the vehicle and that ends after the processor has determined the existence of a predetermined correlation between the transitional injection control pressure data and data indicating pressure of the control fluid.

Strategy for engine fueling during return to positive power flow after engine brake de-activation

An engine () having a control system () that executes a control strategy () for limiting engine fueling upon deactivation of an engine retarder. Upon deactivation of the retarder, the strategy immediately shuts off fueling by setting the maximum fueling limit MFLMX to zero via setting of a latch function (). Fueling continues to be shut off so long as the difference between a desired pressure for the hydraulic fluid used to force fuel into the engine combustion chambers and actual pressure of the hydraulic fluid (ICPERR) equals or exceeds a value (ICPVREERR) from a map () correlated both with the speed (N) at which the engine is running and with governed engine fueling (MFGOV) appropriate for the load on the engine at the engine running speed. Once that difference ceases to equal or exceed a value from the map (), the latch function is reset, and the limit value for fueling provided by the strategy increases withtime according to a map ().

Post-retard fuel limiting strategy for an engine

Immediately following the cranking of an engine, a fuel step is provided ( ). The fuel step ( ) is an amount of fuel that is less than the cranking fuel amount for an engine, and is provided for a fixed time period ( ) once a transition from crank to run in the engine is detected ( ). Engine start-up is improved by maintaining engine speed to prevent the engine from stalling, thereby reducing the necessity to restart the engine.

Method and apparatus for delivering fuel to an engine

An engine ( ) having a control system ( ) that executes a control strategy ( ) for limiting engine fueling upon deactivation of an engine retarder. Upon deactivation of the retarder, the strategy immediately shuts off fueling by setting the maximum fueling limit MFLMX to zero via setting of a latch function ( ). Fueling continues to be shut off so long as the difference between a desired pressure for the hydraulic fluid used to force fuel into the engine combustion chambers and actual pressure of the hydraulic fluid (ICP_ERR) equals or exceeds a value (ICP_VRE_ERR) from a map ( ) correlated both with the speed (N) at which the engine is running and with governed engine fueling (MFGOV) appropriate for the load on the engine at the engine running speed. Once that difference ceases to equal or exceed a value from the map ( ), the latch function is reset, and the limit value for fueling provided by the strategy increases withtime according to a map ( ).

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Glen Ellyn, IL, United States of America

James T Beaucaire