Automotive vehicle microprocessor control having grade-holder vehicle speed control

• US 5,224,045 A
• Filed: 11/27/1990
• Issued: 06/29/1993
• Est. Priority Date: 11/27/1990
• Status: Expired due to Term

• Current Assignee: Navistar International Transportation Corp. (Volkswagen AG)
• Original Assignee: Navistar International Transportation Corp. (Volkswagen AG)
• Inventors: Stasell, Mark W.
• Primary Examiner(s): Trans, Vincent N.
• Application Number:
  US07/618,762
• Time in Patent Office: 945 Days
• Field of Search: 364/431.07, 364/431.05, 364/426.04, 123/352, 180/179, 180/176
• US Class Current: 701/110
• CPC Class Codes: F02B 3/06 with compression ignition compression ignition engines using air or gas for blowing fuel into compressed air in cylinder F02B13/02
• CPC Class Codes: F02D 2200/501 Vehicle speed
• CPC Class Codes: F02D 31/007 controlling fuel supply
• CPC Class Codes: F02D 41/38 of the high pressure type

Abstract

A microprocessor engine control for a diesel engine powered truck is provided with a grade-holder vehicle speed control by another algorithm that is effective to cause the engine operation to move from one horsepower vs. speed curve to another when the vehicle encounters a change in load, such as when the vehicle encounters a change in grade.

Claims

1. In an automotive vehicle having a powertrain which comprises an internal combustion engine and road-engaging wheels at least some of which are driven by said engine, said engine comprising a throttle, said vehicle comprising brakes that are selectively operable to impose braking torque on said wheels and controls that are selectively operable by a driver of the vehicle comprising a brake control for selectively operating the brakes and an accelerator control for selectively operating the throttle, said vehicle further comprising a microprocessor that is operatively coupled with said powertrain such that said microprocessor can act on information comprising vehicle road speed and a throttle setting commanded by said accelerator control and can distinguish between brake application and non-application, said microprocessor also comprising means for causing said engine to operate along a particular horsepower vs. speed curve selected from a number of such curves for the engine, the improvement which comprises means effective upon the microprocessor detecting concurrence 1) of the throttle setting which is commanded by said accelerator control being within a predetermined range programmed into the microprocessor, 2) of vehicle speed being within a predetermined vehicle speed range programmed into the microprocessor, 3) of vehicle road speed changing at greater than a predetermined rate programmed into the microprocessor, and 4) of a particular status of the brakes, to cause the microprocessor to change engine operation from one of said horsepower vs. speed curves to another.

2. The improvement set forth in claim 1 wherein said means effective to cause the microprocessor to change engine operation from one of said horsepower vs. speed curves to another comprises means to cause engine operation to move from a lower horsepower vs. speed curve to a higher horsepower vs. speed curve upon the microprocessor detecting concurrence 1) of the throttle setting which is commanded by said accelerator control being within a range corresponding to throttle position being within a predetermined range of maximum throttle setting programmed into the microprocessor, 2) of vehicle speed exceeding a predetermined road speed programmed into the microprocessor, 3) of rate of change of vehicle road speed being a deceleration greater than a predetermined magnitude programmed into the microprocessor, and 4) of the brakes not being applied.

3. The improvement set forth in claim 2 including means effective to cause the microprocessor to return the engine operation to a lower horsepower vs. speed curve upon the commanded throttle setting ceasing to occupy said range corresponding to throttle position being within a predetermined range of maximum throttle setting.

4. The improvement set forth in claim 2 in which said range corresponding to throttle position being within a predetermined range of maximum throttle setting comprises a range corresponding to throttle position being within a range of about 90% to 100% of maximum throttle setting.

5. The improvement set forth in claim 4 including means effective to cause the microprocessor to return engine operation to a lower horsepower vs. speed curve upon the commanded throttle setting ceasing to occupy said range corresponding to throttle position being within a predetermined range of maximum throttle setting.