Abstract: Torque being produced by a turbocharged internal combustion engine (12) during acceleration under load is calculated by processing (34) a value for actual boost MAP and a value MAP_NOMINAL selected from a map (32) that contains data values for boost that would prevail during steady state engine operation at a respective speed with the engine developing a respective torque. The selection is made using engine speed N and estimated torque TQI_SP that possesses some inaccuracy due to some disparity between the data value for actual boost and the data value selected from the map. The selection yields a boost disparity value that is used along with the estimated torque to select from a torque map (36) a value for calculated torque that provides a better correlation with actual torque than does the estimated torque during acceleration.

Abstract: A motor vehicle engine (10) has a glow plug system (14) for aiding combustion of fuel in combustion chambers of the engine when the engine is cold and an ignition switch (16) is operated to crank the engine. A first circuit signals the cold start aid to commence operation of the cold start aid in anticipation of engine starting. A second circuit indicates a fault in the cold start aid. A third circuit, that includes a warning signal device (38), activates the warning signal device to inform a driver of the vehicle of the indicated fault upon the first circuit having signaled the cold start aid to commence operation and the second circuit having indicated a fault in the cold start aid.

Abstract: A motor vehicle engine (10) has a glow plug system (14) for aiding combustion of fuel in combustion chambers of the engine when the engine is cold and an ignition switch (16) is operated to crank the engine. A first circuit signals the cold start aid to commence operation of the cold start aid in anticipation of engine starting. A second circuit indicates a fault in the cold start aid. A third circuit, that includes a warning signal device (38), activates the warning signal device to inform a driver of the vehicle of the indicated fault upon the first circuit having signaled the cold start aid to commence operation and the second circuit having indicated a fault in the cold start aid.

Abstract: An apparatus and method for transmitting data in an aqueous medium is provided. The apparatus, comprising a transmitter having one or a plurality of LED transmitting components, which is configured, when immersed in an aqueous medium, to transmit light in a blue or green light wavelength, and a receiver configured, when immersed in the aqueous medium, to receive light in the wavelength of the transmitter.

Abstract: An internal combustion engine fuel system applies injection control pressure to fuel injectors (26) to force fuel into combustion chambers (28). A processor of a control system (22) develops data values for injection control pressure set-point (ICPC—T13) representing desired injection control pressure and evaluates (134) the injection control pressure set-point data values for compliance with an allowable dynamic range defined by a data value for a minimum dynamic limit correlated with engine speed (N) from a function generator (132) and a data value for a maximum dynamic limit correlated with engine temperature (EOT) from a function generator (130). The processor limits the data value of desired injection control pressure that is subsequently processed to control injection control pressure applied by the fuel system to the fuel injectors to the allowable dynamic range.

Abstract: Desired engine fueling data FQL—MFD—TQL is processed by a derivative variable time function (40) embodied in an algorithm to develop a data value EGR—MFD—DER representing the time derivative of desired fueling. The algorithm comprises certain selectable parameters (EGR—DTS, EGR—MFD—KF, EGR—MFD—KD). An iteration of the algorithm includes processing FQL—MFD—TQL according to a first function (40A) to yield a first data value and according to a second function (40B) to yield a second data value. A third function (40C) subtracts the second data value from the first to yield a data value for the time derivative that forms one input to a map (42). A second input to the map is a data value for mass airflow (MAF—GMS). The map provides data for calculating the set point of an EGR valve (36). The invention provides improved control of EGR during fueling transients.

Abstract: Desired engine fueling data FQL_MFD_TQL is processed by a derivative variable time function (40) embodied in an algorithm to develop a data value EGR_MFD_DER representing the time derivative of desired fueling. The algorithm comprises certain selectable parameters (EGR_DTS, EGR_MFD_KF, EGR_MFD_KD). An iteration of the algorithm includes processing FQL_MFD_TQL according to a first function (40A) to yield a first data value and according to a second function (40B) to yield a second data value. A third function (40C) subtracts the second data value from the first to yield a data value for the time derivative that forms one input to a map (42). A second input to the map is a data value for mass airflow (MAF_GMS). The map provides data for calculating the set point of an EGR valve (36). The invention provides improved control of EGR during fueling transients.

Abstract: Fault monitor (20) for error input (ICPC—ERR) to closed-loop control (16) of an engine function, such as a control pressure for a fuel system (12). Error input is derived from the desired and actual data values for the function. An integration function integrates the absolute value of the input data value (22, 24, 26, 28) during a time interval defined by a timing function (38, 40, 42, 44) to provide an integrated data value. A comparison function (34) compares the integrated data value and a data value ICPC—OBD—ERR defining a fault indication.

Abstract: Fault monitor (20) for error input (ICPC_ERR) to closed-loop control (16) of an engine function, such as a control pressure for a fuel system (12). Error input is derived from the desired and actual data values for the function. An integration function integrates the absolute value of the input data value (22, 24, 26, 28) during a time interval defined by a timing function (38, 40, 42, 44) to provide an integrated data value. A comparison function (34) compares the integrated data value and a data value ICPC_OBD_ERR defining a fault indication.

Abstract: A schedule (164, 166) correlates data values of closed-loop gain (KP, KI) with engine temperature values (EOT) and engine speed values (N). A control strategy develops a data value (ICPC_DES) representing desired injector control pressure (ICP) set-point, processes ICPC_DES and a data value (ICP_MPA) representing actual ICP to develop ICP error data value (ICP_ERR) for closed-loop P-I control (160, 162) of actual ICP. Data values for closed-loop proportional and integral gains are obtained from the schedule based on measured engine temperature and measured engine speed. ICP become less subject to undesirable fluctuations that might otherwise change fuel injection quantity in ways detrimental to attainment of desired tailpipe emission objectives.

Abstract: A method for servicing a motor vehicle (10) with an electronic service tool (14) that is placed in bi-directional data communication with an electrical system in the vehicle. With the vehicle's motor not running, but with electric power being applied to the vehicle's electrical system, tool (14) is updated by transmitting from the vehicle to the tool, set data containing a current set of vehicle-related parameters stored in the vehicle. With the motor running, the vehicle is serviced with the tool using the set data transmitted to update the tool.

Abstract: A control system (58) for controlling the extent to which a valve (50) selectively by-passes exhaust flow around one of two turbines (18T, 20T) in an engine exhaust system (14). A desired set-point (TCBC_DES) and the actual set-point of operation of the valve are used to develop a set-point error for closed-loop control of the actual set-point. A data value for closed-loop gain is selected from a schedule (164, 166) based on engine speed and fueling. The selected data value of closed-loop gain and the set-point error data value are used to create a data value for a closed-loop output (TCBC_DTY_PIF) that is used to create a data value for a final output for forcing the actual set-point to the desired set-point.

Abstract: A method for servicing a motor vehicle (10) with an electronic service tool (14) that is placed in bi-directional data communication with an electrical system in the vehicle. With the vehicle's motor not running, but with electric power being applied to the vehicle's electrical system, tool (14) is updated by transmitting from the vehicle to the tool, set data containing a current set of vehicle-related parameters stored in the vehicle. With the motor running, the vehicle is serviced with the tool using the set data transmitted to update the tool.

Abstract: An engine control system (10, 12) and method for improving stability of engine running speed when torque subtractions (TTS) from gross torque change while the engine (14) is running at a constant speed, such as at low idle speed. Engine speed error data (Nerror) is processed according to one or more control functions (52, 54, 56) each having gain determined by the torque subtraction data value via function generators (58, 60, 62) to develop fueling adjustment data (P-FGT, I-FGT, D-FGT) for compensating desired engine fueling (MFDES) for the torque subtraction data (TTS).

Abstract: An electronic engine control for reducing, and ideally eliminating, accumulation of products of incomplete combustion that result from cold ambient conditions acting on the engine and that otherwise might ultimately affect engine operation before the useful life of an engine has elapsed. An idle speed control has a first source providing a signal corresponding to ambient air temperature, a second source providing a signal corresponding to engine coolant temperature, a third source providing a signal indicating that an engine is running substantially in an idle condition, and a processor that processes the signals from the first source, the second source, and the third source to develop an idle speed control signal for controlling engine idle speed by regulating the engine coolant temperature to a defined coolant temperature when the engine is running in an idle condition and the ambient air temperature does not concurrently exceed a defined air temperature.

Abstract: An electronic engine control for reducing, and ideally eliminating, accumulation of products of incomplete combustion that result from cold ambient conditions acting on the engine and that otherwise might ultimately affect engine operation before the useful life of an engine has elapsed. An idle speed control has a first source providing a signal corresponding to ambient air temperature, a second source providing a signal corresponding to engine coolant temperature, a third source providing a signal indicating that an engine is running substantially in an idle condition, and a processor that processes the signals from the first source, the second source, and the third source to develop an idle speed control signal for controlling engine idle speed by regulating the engine coolant temperature to a defined coolant temperature when the engine is running in an idle condition and the ambient air temperature does not concurrently exceed a defined air temperature.

Abstract: A harvester combine in which a frame is pivotally mounted on the chassis of a self-propelled vehicle so as to be at least partially suspended beyond the front of the chassis. A plurality of cutter mechanisms, one of which is movable with respect to the ground, are provided for cutting the crop to be harvested. A conveyor transports the cut harvested crop and extraneous material rearwardly to a cleaning chamber in which the cut harvested crop is separated from the extraneous material and is separately recovered.