Abstract: A method for jumping cylinder deactivation (“CDA”) modes to avoid a primary powertrain resonant frequency in a six-cylinder diesel engine-powered machine comprises operating an engine between an idled condition and a first engine speed limit in one of a two-cylinder CDA mode or a four-cylinder CDA mode. The method operates the engine between the first engine speed limit and a second engine speed limit in a three-cylinder CDA mode. The first engine speed limit is an engine speed below which the two-cylinder or four-cylinder CDA mode causes the machine to operate below a primary powertrain resonant frequency and also above which the three-cylinder CDA mode causes the machine to operate above the primary powertrain resonant frequency, thus avoiding the primary powertrain resonant frequency during operation. A second engine speed limit can be used to select a CDA mode that causes the machine to operate above the primary powertrain resonant frequency.

Abstract: A method for jumping cylinder deactivation (“CDA”) modes to avoid a primary powertrain resonant frequency in a six-cylinder diesel engine-powered machine comprises operating an engine between an idled condition and a first engine speed limit in one of a two-cylinder CDA mode or a four-cylinder CDA mode. The method operates the engine between the first engine speed limit and a second engine speed limit in a three-cylinder CDA mode. The first engine speed limit is an engine speed below which the two-cylinder or four-cylinder CDA mode causes the machine to operate below a primary powertrain resonant frequency and also above which the three-cylinder CDA mode causes the machine to operate above the primary powertrain resonant frequency, thus avoiding the primary powertrain resonant frequency during operation. A second engine speed limit can be used to select a CDA mode that causes the machine to operate above the primary powertrain resonant frequency.

Abstract: A method for jumping cylinder deactivation (“CDA”) modes to avoid a primary powertrain resonant frequency in a six-cylinder diesel engine-powered machine comprises operating an engine between an idled condition and a first engine speed limit in one of a two-cylinder CDA mode or a four-cylinder CDA mode. The method operates the engine between the first engine speed limit and a second engine speed limit in a three-cylinder CDA mode. The first engine speed limit is an engine speed below which the two-cylinder or four-cylinder CDA mode causes the machine to operate below a primary powertrain resonant frequency and also above which the three-cylinder CDA mode causes the machine to operate above the primary powertrain resonant frequency, thus avoiding the primary powertrain resonant frequency during operation. A CDA mode can be selected above the second engine speed limit to operate the machine above the primary powertrain resonant frequency.

Abstract: A method for jumping cylinder deactivation (“CDA”) modes to avoid a primary powertrain resonant frequency in a six-cylinder diesel engine-powered machine comprises operating an engine between an idled condition and a first engine speed limit in one of a two-cylinder CDA mode or a four-cylinder CDA mode. The method operates the engine between the first engine speed limit and a second engine speed limit in a three-cylinder CDA mode. The first engine speed limit is an engine speed below which the two-cylinder or four-cylinder CDA mode causes the machine to operate below a primary powertrain resonant frequency and also above which the three-cylinder CDA mode causes the machine to operate above the primary powertrain resonant frequency, thus avoiding the primary powertrain resonant frequency during operation. A CDA mode can be selected above the second engine speed limit to operate the machine above the primary powertrain resonant frequency.

Abstract: An improved throttle control assembly (36) in combination with an electronic controller (48) for controlling shifting in an automated mechanical transmission system (10) having a non-electronically controlled engine (14) is provided. The combination of the throttle control assembly and the control allows the non-electronically controlled engine to be subject to throttle blip as well as throttle dip operations while preventing continuing unsafe conditions as a result of single point failures.

Abstract: A torque converter lock-up clutch (26) control is provided which is adaptive to sensed torque demand across the torque converter (20) of a vehicular automated transmission system (12). Torque demand is, in one embodiment, sensed as a function of torque converter slip rate ((ES-IS)/(ES)), and torque converter lock-up is delayed upon sensed positive (ZNV ((ES-IS)/(ES)) torque converter slip rate.