Work vehicle engine control system capable of operating in enhanced engine protection mode

Abstract

A work vehicle engine control system operable in an enhanced engine protection (EP) mode and associated methods and program products, including a memory storing a first default power curve having a first curve shape as presented on a power / speed graph, the power / speed graph plotting power output and engine speed along a vertical axis and a horizontal axis, respectively. A controller architecture is connected to the memory and operable in the enhanced EP mode, wherein the controller architecture: (i) generates a first dynamically adjusted power curve by repeatedly fitting the first curve shape below a moving EP upper limit as presented on the power / speed graph; (ii) determines a power output target (PO ) corresponding to a current speed of the work vehicle engine using the first dynamically adjusted power curve; and (iii) determines a power output target (PO ) corresponding to a current speed of the work vehicle engine. TAR ); and (iii) according to the power output target (PO TAR ) Dispatching vehicle engine power output.

Description

Technical Field

[0001] The present disclosure relates to a work vehicle engine control system operable in an enhanced engine protection mode, and to related methods and program products. Background Art

[0002] Modern work vehicles are often equipped with an engine control system that schedules the engine power output according to a factory-programmed characteristic or curve (referred to herein as a "power bump curve"). Such an engine control system may monitor the output speed of the work vehicle's engine; and, for a given output speed, utilize the power bump curve to convert the engine's current output speed into the engine's ideal power output (referred to herein as a "power output target" or "PO target"), TAR ”). The engine control system can then command certain actuated devices to adjust the engine's power output to the extent permitted by real-world operating conditions. TAR Alignment or consistency. The logic of the engine control system may be executed by a controller associated with the work vehicle engine, such as an engine control unit (ECU). The actuated devices used by the engine control system to vary the engine power output vary between engine platforms, but generally include one or more devices that control the amount of fuel and oxygen (as determined by the air volume, density, and temperature) delivered to the engine combustion chamber for each combustion cycle. By adjusting the engine power output of the work vehicle engine in this manner, the engine control system can provide a predictable, reliable operating experience for the work vehicle operator while maintaining the ability to quickly increase engine power output as needed in most operating scenarios encountered by the work vehicle. Summary of the invention

[0003] A work vehicle engine control system operable in an enhanced engine protection (EP) mode is provided. In an embodiment, the work vehicle engine control system includes a memory storing a first default power curve having a first curve shape as presented on a power / speed graph. The power / speed graph includes a vertical axis and a horizontal axis, the power output of the work vehicle engine increasing in an upward direction along the vertical axis, and the engine speed increasing in a rightward direction along the horizontal axis. A controller architecture is connected to the memory and operable in an enhanced EP mode, in which the controller architecture: (i) generates a first dynamically adjusted power curve by repeatedly fitting the first curve shape below a moving EP upper limit as presented on the power / speed graph; and (ii) determines a power output target (PO ) corresponding to a current speed of the work vehicle engine using the first dynamically adjusted power curve. TAR); and (iii) according to the power output target (PO TAR ) Dispatching vehicle engine power output.

[0004] In another embodiment, a work vehicle engine control system includes a memory and a controller architecture that is connected to the memory and can operate in an enhanced EP mode. The memory stores a default power bump curve having a first curve shape as presented on a power / speed graph. The power / speed graph includes a vertical axis and a horizontal axis, and the power output of the work vehicle engine increases in an upward direction along the vertical axis and the engine speed increases in a right direction along the horizontal axis. The memory stores a default power boost curve having a second curve shape as presented on the power / speed graph. When placed in the enhanced EP mode and the power boost function of the work vehicle is disconnected, the controller architecture: (i) generates a dynamically adjusted power bump curve by repeatedly fitting the first curve shape below the moving EP upper limit as presented on the power / speed graph; and (ii) uses the dynamically adjusted power bump curve to determine a power output target (PO ) corresponding to the current speed of the work vehicle engine. TAR ). In contrast, when placed in enhanced EP mode and the power boost function of the work vehicle is engaged, the controller architecture: (i) generates a dynamically adjusted power boost curve by repeatedly fitting a second curve shape below a moving EP upper limit; and (ii) utilizes the dynamically adjusted power boost curve to determine a power output target (PO ) corresponding to the current speed of the engine of the work vehicle. TAR The controller architecture then determines whether the power boost function is engaged or disengaged based on the power output target (PO TAR ) Dispatching vehicle engine power output.

[0005] Methods and program products associated with a work vehicle engine control system operable in an EP mode are also provided. In this regard, a work vehicle program product for use in conjunction with a work vehicle engine control system is also disclosed. The work vehicle engine control system includes a controller architecture that is operable in an enhanced EP mode and is located on a work vehicle having a work vehicle engine. In various embodiments, the work vehicle program product includes a non-transitory computer-readable medium. A first default power curve is stored in a non-transitory computer-readable medium and has a first curve shape as presented on a power / speed graph, the power / speed graph including a horizontal axis and a vertical axis, the engine speed increases in a rightward direction along the horizontal axis, and the power output increases in an upward direction along the vertical axis. Computer-readable instructions are also stored on the computer-readable medium. When executed by the controller architecture while the work vehicle engine control system is placed in the enhanced EP mode, the computer readable instructions cause the controller architecture to: (i) generate a first dynamically adjusted power curve by fitting a first curve shape below an upper EP limit that intersects a first default power curve as presented on a power / speed graph, the first dynamically adjusted power curve having a curved shape that decreases in slope as engine speed increases; and (ii) determine a power output target (PO) corresponding to a current speed of the work vehicle engine using the first dynamically adjusted power curve. TAR ); and (iii) according to the power output target (PO TAR ) Dispatching vehicle engine power output.

[0006] The details of one or more embodiments are set forth in the accompanying drawings and the description below. Other features and advantages will be apparent from the description, drawings, and claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] At least one example of the present disclosure will be described below in conjunction with the following drawings:

[0008] Figure 1 is a schematic diagram of a work vehicle (here, a combine harvester) equipped with a work vehicle engine control system operable in an enhanced engine protection (EP) mode according to an exemplary embodiment of the present disclosure;

[0009] Figure 2 is a power / speed graph of engine power output (plotted along the ordinate or vertical axis of the graph) versus engine speed (plotted along the abscissa or horizontal axis), illustrating a default power bump curve and a default boost curve that may be selectively used to schedule engine power output under standard operating (non-EP constrained) conditions;

[0010] Figure 3is a power / speed diagram of engine power output (vertical axis) versus engine speed (horizontal axis), showing the default power bump curve ( Figure 2 ) is a conventional method for imposing an EP cap on

[0011] Figure 4 and Figure 5 is a power / speed diagram showing that when the engine control system is operated in the enhanced EP mode, Figure 1 An example manner in which a work vehicle engine control system can generate a dynamically adjusted power curve by shifting (translating) a corresponding default curve shape below an EP upper limit;

[0012] Figure 6 is a power / speed diagram showing that when the engine control system is operated in the enhanced EP mode, Figure 1 An example manner in which a work vehicle engine control system may generate a dynamically adjusted power curve by fitting a corresponding default curve shape below an EP upper limit by combining shifting (translation) and scaling (compression); and

[0013] Figure 7 is a flow chart showing the operation of the work vehicle engine control system ( Figure 1 )'s controller architecture appropriately implements the EP enhancement process.

[0014] The same reference symbols in different drawings indicate the same elements. For simplicity and clarity of illustration, descriptions and details of well-known features and techniques may be omitted to avoid unnecessarily obscuring the exemplary and non-limiting embodiments of the invention described in the subsequent detailed description. It should also be understood that unless otherwise specified, the features or elements appearing in the drawings are not necessarily drawn to scale. DETAILED DESCRIPTION

[0015] Embodiments of the present disclosure are illustrated in the accompanying drawings briefly described above. Various modifications to the exemplary embodiments may be conceived by those skilled in the art without departing from the scope of the present invention, as set forth in the appended claims.

[0016] As appears herein, the term "fitting below" used in reference to a relationship between a first curve and a second curve (or point) indicates that the shape of the first curve does not rise above the second curve (or point) when described as "fitting below the second curve (or point)", as presented on a power / speed diagram of the type described below. Thus, continuing with this example, the term "fitting below" does not exclude the possibility that the first curve overlaps or coincides with the second curve (or point) at one or more locations on the power / speed diagram. Further, the term "engine protection (EP) upper limit" refers to a curve or point above which the dynamically adjusted power curve described below should not rise when the work vehicle engine control system is operating in the EP mode. The dynamically adjusted power curve can be adjusted (by graphical shifting (translation), scaling (compression), or a combination thereof) in conjunction with a power-aspect shift of the EP upper limit (corresponding to a vertical shift of the EP upper limit on the power / speed diagram) to ensure that the maximum power output value (or values) of a given dynamically adjusted power curve does not exceed the maximum allowable power output value set by the EP upper limit, as discussed in detail below.

[0017] Overview

[0018] As described above, modern work vehicles are typically equipped with an engine control system for scheduling engine power output according to a factory-programmed characteristic or curve. When presented on a power / speed diagram that plots output power and engine speed along the vertical axis and the horizontal axis, respectively, the factory-programmed curve can have a generally curved shape that decreases in slope as engine speed increases (e.g., has an increasingly negative slope). For this reason, such factory-programmed characteristics are referred to herein as "default power bump curves." As presented on such a power / speed diagram, the default power bump curve has a fixed position and, therefore, spans a fixed power range and a fixed speed range on the power / speed diagram. The power output values ​​of the default power bump curve (as well as other curves discussed herein) can be described in kilowatts (kW), while the engine speed values ​​are described in revolutions per minute (RPM).

[0019] In some cases, the work vehicle may also provide a power boost function that can be engaged to temporarily increase the power output of the work vehicle engine. Such a power boost function may help accommodate significant transient loads or "parasitic effects" imposed on the work vehicle engine due to, for example, the activation of auxiliary power demand functions of the work vehicle. As a first example (which will be discussed in detail below), a combine harvester may have a power boost function that is automatically engaged when an unloading auger is activated during forward travel of the combine harvester to unload grain from the harvester's clean grain box. As a second example, a tractor equipped with a power take-off shaft (PTO) may have a power boost function that is usefully engaged when the PTO shaft drives a power-requiring implement (such as a baler) towed by the tractor. When the power boost function of a particular work vehicle is engaged, the engine control system may switch from scheduling the engine power output according to the default power bump curve mentioned above to scheduling the engine power output according to a secondary curve referred to herein as the "default power boost curve." The default power boost curve provides an increased or boosted power output target (PO ) for a given output speed of the work vehicle engine relative to the default power bump curve. TAR ) to accommodate the temporary increase in engine load. When the power boost function is subsequently disengaged, the engine control system may then revert to scheduling engine power output according to the default power bump curve.

[0020] The engine scheduling scheme described above works well under most operating conditions encountered by work vehicles. However, the use of such conventional engine scheduling schemes may be problematic in situations where environmental extreme conditions greatly impair the combustion efficiency of the work vehicle engine. Under such environmental conditions, scheduling the engine power output according to a default power bump curve or a default power boost curve may result in increased wear and potential damage to the work vehicle engine. Such conditions (referred to herein as "engine protection (EP) constraints") typically reduce the combustion efficiency of the work vehicle engine due to a reduction in the amount of combustible oxygen content per volume of air that occurs at higher altitudes (lower atmospheric pressure) and at elevated ambient temperatures. For this reason, certain engine control systems are now configured to operate in a special mode (referred to herein as "EP mode") to protect the work vehicle engine from potential damage under EP constraints.

[0021] When operating in EP mode, the work vehicle engine control system imposes an artificial limit on the power output of the work vehicle engine. This limit is referred to as the "EP cap" and can be graphically represented as a curve or characteristic of a power / speed graph. Typically, the EP cap can be represented as a relatively simple function, such as a linear (straight line) function with a flat (zero) slope or a small negative slope, as shown below in conjunction with Figures 2 to 6As further shown and discussed above. In contrast to the default power boost curve and the default power bump curve, the vertical (power-wise) position of the EP upper limit is not fixed on the power / speed diagram, but moves with changing EP constraints. In general, as the combustion efficiency of the work vehicle engine is further inhibited (e.g., due to increased ambient temperature or reduced atmospheric pressure at higher altitudes), the EP upper limit shifts vertically downward (in terms of power range) and intersects lower and lower portions of the default power bump curve. The default power boost curve will schedule a higher power output target (PO) for a given engine speed. TAR ) without imposing an EP cap, the EP cap overrides the default power boost curve and schedules a reduced power output target (PO TAR In doing so, the EP cap protects the work vehicle engine from potential damage while providing the maximum power output allowed under the current EP constraints. As a corollary, the work vehicle's power boost function (if otherwise provided) is rendered unavailable under the EP constraints.

[0022] While beneficial from an engine protection perspective, the above-described approach of imposing an EP cap under EP constraints is limited in several respects. First, imposing an EP cap on the default power bump curve fundamentally changes the responsiveness and behavior of the work vehicle engine under EP constraints. This change in engine behavior is noticeable to the work vehicle operator, particularly when such operator is typically very accustomed to and very familiar with the behavior of the engine when scheduling according to the default power bump curve. The engine behavior may therefore become inconsistent with the operator's expectations when the engine control system is operating in EP mode, with a corresponding degradation in operator satisfaction. Further, what is traditionally considered desirable (and therefore sought after for conventional EP scheduling schemes) is to provide the operator with the maximum or peak engine power output allowed under a given set of EP constraints, particularly when the scheduled engine power output has been reduced compared to that provided under standard (non-EP) operating conditions. Surprisingly, however, this premise is determined to be false or erroneous for the vast majority of work vehicle operators. In contrast, the conventional practice of providing the operator with maximum engine power output (again, as permitted by the EP upper limit under EP constraints) has been found to have several negative consequences, including compromising the overall drivability of the work vehicle, encouraging undesirable driving behavior, reducing work vehicle productivity, and further reducing operator satisfaction levels. Finally, a reduction in operator satisfaction levels and work vehicle efficiency has also been observed due to the unavailability of the power boost function (if normally provided) under EP constraints.

[0023] The following describes work vehicle engine control systems that overcome many, if not all, of the above-described limitations associated with conventional engine control systems when operating under EP constraints. Such work vehicle engine control systems operate in an improved or enhanced mode under EP constraints; the term "enhanced EP mode" as it appears herein refers to an operating mode activated under EP constraints, wherein the work vehicle engine control system generates at least one dynamically adjusted power curve for use in scheduling engine power output. For example, in an embodiment, the work vehicle engine control system (or more specifically, a processing subsystem or "controller architecture" included in the engine control system) can generate a dynamically adjusted power bump curve, and may generate at least one dynamically adjusted power boost curve. As indicated by the narration "dynamically adjusted", the (multiple) dynamically adjusted power curves are adjusted or modified on an iterative basis by the work vehicle engine control system in response to movement of the EP upper limit. Specifically, as the EP upper limit moves in a power-wise direction (corresponding to a vertical direction on a power / speed graph), the controller architecture of the engine control system iteratively adjusts or modifies (also referred to herein as repeatedly "generating" or "building") the (multiple) dynamically adjusted power curves to fit under the moving EP upper limit. In the case of enhanced EP mode, the EP upper limit can be represented as a curve or characteristic on a power / speed graph, as discussed in detail below; or the EP upper limit can be represented as a single value indicating the maximum allowable power output, and the maximum power output value (or multiple values) of the dynamically adjusted power curve should not rise above this maximum allowable power output.

[0024] The controller architecture can fit the shape of the corresponding (multiple) default power curves below the moving EP upper limit by utilizing techniques involving shifting (translation), scaling (compression) or a combination thereof to generate a dynamically adjusted power curve. For example, consider an embodiment in which the controller architecture generates a dynamically adjusted power bump curve by fitting the curve shape of the default power bump curve below the EP upper limit, here only by vertical translation or shifting. The peak or maximum power output value of the dynamically adjusted power bump curve can be located on or immediately below the EP upper limit. In such an embodiment, the dynamically adjusted power bump curve is generated to have a shape that matches the shape of the default power bump curve, while also having a variable vertical (power-wise) position as presented on the power / speed graph, which is repeatedly modified by the controller architecture to keep the dynamically adjusted power bump curve below the moving EP upper limit. In contrast, in embodiments where the controller architecture applies scaling (in addition or in lieu of shifting) to keep the dynamically adjusted power bump curve below the moving upper EP limit, the shape of the dynamically adjusted power bump curve may essentially be a vertically compressed version of the curve shape of the default power bump curve as presented on the power / speed graph. Similarly, in embodiments, the controller architecture of the engine control system may likewise fit the curve shape of the default power boost curve below the moving upper EP limit by shifting (translating), scaling (compressing), or a combination thereof to generate the dynamically adjusted power boost curve.

[0025] Operation of a work vehicle engine control system in an enhanced EP mode of the type described herein provides several significant advantages. First, because the shape of the default power boost curve is generally retained (although compressed in some cases), the behavior of the work vehicle engine under EP constraints is made more consistent or coordinated with the behavior of the work vehicle engine under standard operating (non-EP constrained) conditions. As a result, the behavior of the work vehicle engine under EP constraints is more closely matched to operator expectations to improve overall operator satisfaction levels. Here, it can be observed that the use of a dynamically adjusted power bump curve (rather than the conventional use of an EP cap) to schedule engine power output results in scheduling a lower engine output than would otherwise be scheduled under EP operating conditions (which have reduced engine output to avoid engine damage, as discussed above). Counterintuitively, it has been found that the level of operator satisfaction is improved by generally maintaining the shape of the default power bump curve, and thereby extending the behavior to which the operator of the work vehicle engine is accustomed to EP constraints (although at a reduced power output level), as just mentioned. Additionally, the practice of utilizing a dynamically adjusted power bump curve to schedule engine output power (so that the maximum allowable power output is not generally provided at a given engine speed under EP conditions) has the benefit of opening a vertical (power-wise) gap or bandwidth between the dynamically adjusted power bump curve and the EP upper limit. This newly gained power bandwidth encourages good driving behavior for the benefit of the work vehicle operator and also improves the overall drivability of the work vehicle for reasons discussed below. Finally, as an additional benefit in embodiments where the engine control system generates a dynamically adjusted power boost curve in addition to the dynamically adjusted power bump curve, the power boost functionality of the work vehicle (when applicable) can be retained under EP constraints to bring additional improvements in work vehicle efficiency and operator satisfaction levels.

[0026] Now combine Figures 1 to 7 An exemplary embodiment of a work vehicle engine control system is described. Specifically, the following Figure 1 An exemplary work vehicle (here a combine harvester) equipped with a work vehicle engine control system is described below in conjunction with Figure 2 , Figure 3 and Figures 5 to 7 An exemplary process that may be implemented by an embodiment of an engine control system is described. Although the following discussion focuses on a particular type of work vehicle, it is emphasized that embodiments of the engine control system may be advantageously incorporated into various types of work vehicles operating under EP constraints, including work vehicles employed in the agricultural, mining, forestry, and construction industries.

[0027] Example work vehicle engine control system operable in enhanced EP mode

[0028] First reference Figure 1 , an exemplary work vehicle (here an agricultural combine harvester or "combine" 20) equipped with an exemplary engine control system 22 is presented. As described more fully below, the exemplary work vehicle engine control system 22 includes a processing subsystem or "controller architecture" 24 that can operate in an enhanced EP mode. The work vehicle engine control system 22 normally operates in a standard operating mode and switches to the enhanced EP mode in response to the detection of an EP constraint condition. Figures 2 to 7 Operation of the work vehicle engine control system 22 in the enhanced EP mode is discussed. However, first, the combine harvester 20 is described in more detail to establish a non-limiting example environment in which embodiments of the work vehicle engine control system 22 may be better understood.

[0029] In addition to the work vehicle engine control system 22, the combine harvester 20 includes a body or chassis 26, a cab 28 located at or adjacent the front of the chassis 26, and an operator station enclosed by the cab 28. The harvester chassis 26 is supported by a plurality of ground engaging wheels 30. The wheels 30 of the work harvester chassis 26 are driven by a power system 32 that includes a work vehicle engine 34, an example of which is shown in FIG. Figure 1 40 is shown in more detail in the lower right area of ​​the combine harvester 20. A standard header or grain platform 36 is mounted to a feed house 38 that extends from the front end of the combine harvester 20 in a forward direction. As the combine harvester 20 travels over the field 40, crop plants are cut by the grain platform 36, brought into the feed house 38, and processed in subsequent parts of the harvester 20. Clean grain is conveyed to a clean grain box 42 by a clean grain elevator not shown contained in the central portion of the combine harvester 20. The clean grain collected in the clean grain box 42 can be unloaded from the combine harvester 20 using an unloading auger 44, possibly while the combine harvester continues to travel in a forward direction over the field 40. During unloading of the clean grain, the unloading auger 44 is driven by the work vehicle engine 34 through a mechanical connection not shown.

[0030] exist Figure 1In the example of , the work vehicle engine 34 takes the form of a heavy-duty diesel engine that includes an exhaust gas recirculation (EGR) system 46. In other embodiments, the work vehicle engine 34 can take different forms, such as a non-diesel internal combustion engine or a diesel engine that lacks an EGR system, depending on the specific type of work vehicle in which the work vehicle engine 34 is installed. The specific devices used by the engine control system 22 to change the power output of the work vehicle engine 34 will also vary depending on the engine platform and physical engine characteristics in question. In this regard, various mechanisms and techniques for controlling the power output of work vehicle engines are well known in the relevant industry. Therefore, the following description of the specific ways in which the engine control system 22 can modify the power output of the work vehicle engine 34 during operation of the combine harvester 20 should be understood to be merely illustrative or exemplary.

[0031] When provided, the EGR system 46 can reduce nitrous oxide (NOX) and other pollutants in the exhaust gas generated during operation of the work vehicle engine 34. In the example shown, the EGR system 46 includes a gas intake conduit 48 that supplies ambient air to the inlet of a waste-gated turbocharger (WGT) 50. The WGT 50 discharges compressed air to an air-to-air cooler section 52 through a first conduit. A second conduit extracts exhaust gas from an engine core 54 of the work vehicle engine 34, which is cooled using an EGR cooler 56. A control valve 58 is positioned in series with the EGR cooler 56 flow (e.g., downstream thereof) to regulate the exhaust gas flow therethrough. After passing through the control valve 58, the cooled exhaust gas is mixed in a bifurcated conduit 60 with a relatively cooler airflow provided by the air-to-air cooler section 52. The bifurcated conduit 60 then directs the exhaust-air mixture into the intake manifold of the engine core 54. Thus, the exhaust temperature is reduced while the oxygen content in the exhaust-air mixture is optimized. In the case of seeking further emission control, the EGR system 46 may also include components that support the selective catalytic reduction (SCR) of particulate matter entrained in the exhaust. In this regard, the exhaust gas can be received from the engine core 54, directed through the conduit 62, and enter the diesel oxidation catalyst (DOC) chamber 64 to contact with a suitable catalyst. An exhaust throttle valve 66 may be positioned in the conduit 62 to regulate the flow of exhaust gas to the DOC chamber 64. The treated exhaust gas from the DOC chamber 64 then flows to a reaction chamber not shown, in which the desired SRC reaction occurs before the exhaust gas is discharged from the combine harvester 20.

[0032] In addition to the EGR system 46 described above, the work vehicle engine 34 includes various other components that are typically integrated into the work vehicle engine or power system. These components may include a fuel injector, not shown, and a fuel metering unit (FMU) 68 that is fluidly connected to the fuel injector. Specifically, the FMU 68 is positioned upstream of the fuel injector; and, as shown by arrow 70, the liquid fuel drawn from the fuel tank on the combine harvester 20 is metered before the metered fuel is delivered to the fuel injector for spray delivery to the engine combustion chamber. In an embodiment, the FMU 68 may include a metering high-pressure pump (e.g., an axial piston pump) or cooperate with it to provide this function. Additionally, the FMU 68 may include a valve element (e.g., a translating valve core) that can be positioned using a valve actuator included in a plurality of actuated devices 72 to control the power output of the work vehicle engine 34, as discussed more fully below. Similarly, either or both of the valves 58 , 66 included in the EGR system 46 may be modulated by corresponding valve actuators, which may be included in the actuated device 72 in embodiments of the work vehicle engine control system 22 .

[0033] In addition to the actuated devices 76 and controller architecture 24 mentioned above, the exemplary work vehicle engine control system 22 also includes one or more environmental sensors 74. The environmental sensors 74 included in the work vehicle engine control system 22 may include sensors for monitoring any environmental parameters that affect combustion within the engine 34, such as any environmental parameters that affect the oxygen content supplied to the combustion chamber of the work vehicle engine 34 each combustion cycle. Such environmental parameters may include the current ambient temperature measured by one or more air temperature sensors 78; the local atmospheric pressure measured directly by pressure sensor(s) 80 or inferred by a sensor that provides data indicative of altitude; or any other sensor 82 that measures similar parameters that affect combustion within the combustion chamber of the work vehicle engine 34.

[0034] As further included in the work vehicle engine control system 22, the actuated devices 76 may include any number and type of devices capable of substantially affecting the power output of the work vehicle engine 34 in a controllable manner. Generally speaking, such actuated devices 76 will affect the engine output by changing at least one parameter affecting: (i) one or more characteristics of the air drawn into the combustion chamber of the work vehicle engine 34 (e.g., oxygen content, density, volume, and / or temperature), and / or (ii) the volume of fuel injected into the combustion chamber per combustion cycle. In this latter aspect, and as indicated above, the actuated devices 76 may include one or more fuel metering actuators 72 that may vary the rate or schedule of metered fuel supplied to the fuel injectors of the work vehicle engine 34 through metering valve modulation. Additionally or alternatively, the actuated device 76 may include an EGR valve actuator 84 that affects the extent to which cooled exhaust gas is recirculated to the combustion chamber of the work vehicle engine 34, or otherwise affects the oxygen content (and temperature) of the air / exhaust gas mixture ultimately supplied to the combustion chamber. Finally, the actuated device 76 may include any other type of actuated device capable of substantially varying the power output of the work vehicle engine 34 in response to commands received from the controller architecture 24.

[0035] The controller architecture 24 is now described in more detail and is associated with the computer-readable memory 88 and may communicate with the various illustrated components via a wired data connection, a wireless data connection, or any combination thereof; for example, the controller architecture 24 may communicate with many or all of the illustrated components via a vehicle bus, such as a controller area network (CAN) bus. The term "controller architecture" as it appears throughout this document is used in a non-limiting sense to generally refer to the processing architecture of the work vehicle engine control system 22 (or other work vehicle engine control system). The controller architecture 24 may encompass or may be associated with any practical number of processors, a single controller, computer-readable memory, power supplies, storage devices, interface cards, and other standardized components. The controller architecture 24 may also include or cooperate with any number of firmware and software programs or computer-readable instructions designed to implement the various process tasks, calculations, and control functions described herein. Such computer-readable instructions may be stored in a non-volatile sector of the memory 88 associated with (accessible to) the controller architecture 24. Although in Figure 188 is generally shown as a single box, but the memory 88 may encompass any number and type of storage media suitable for storing computer readable code or instructions and other data for supporting the operation of the engine control system 22. In an embodiment, the memory 88 may be integrated into the controller architecture 24, such as a system-in-package, a system-on-chip, or another type of microelectronic package or module.

[0036] The memory 88 also stores a power curve database 90 containing at least one default power curve. In the example shown, specifically, the power curve database 90 contains at least a default power bump curve and a default power boost curve. More specifically, the memory 88 may contain data from which the shape and fixed position of the default power bump curve and the default power boost curve presented on a power / speed graph of the type described below can be determined. Where appropriate, such a curve may be stored as a single function (e.g., see the default power bump curve 98 discussed below), as multiple functions where appropriate (e.g., see the default power boost curve 96 discussed below), as a collection of power-speed values, as starting point and end point coordinates when a particular curve is a linear (straight line) function, or using any other suitable data structure. The power curve database 90 may also contain data defining various aspects of the EP upper limit (e.g., if a linear function with a non-zero slope is used, the slope of the EP upper limit, as described below), and in conjunction with performing the following Figures 2 to 7 Other data that may be useful in the process described.

[0037] Reference now Figure 2 , a power / speed graph 94 is shown plotting an exemplary default power bump curve 98 and an exemplary default power boost curve 96. The engine power output is plotted along the vertical axis of the power / speed graph 94 and may be expressed in kW as calculated using the torque appearing at the engine output shaft multiplied by the time component. In this regard, it will be appreciated that all discussion herein relating to the power output of a work vehicle engine (e.g., work vehicle engine 34) relative to engine speed for the various curves described throughout this document may be readily converted to output torque versus engine speed curves, if so desired, without departing from the scope of the present disclosure. In the case of the illustrated power / speed graph 94, the engine power output is plotted to range from a minimum power output (P min ) extends to the maximum power output (P max ). min and P maxThe specific values ​​of will vary between embodiments and engine platforms, but in one non-limiting embodiment may be approximately 170 ± 50 kW and 190 ± 50 kW, respectively. In contrast, engine speed is plotted along the horizontal axis of the power / speed diagram 94, expressed in RPM, and ranges from a first value (R min ) extends to the second value (R max ). Similarly, R min and R max The specific values ​​of will vary between embodiments, but in one non-limiting example may be 1700±100 RPM and 1900±100 RPM respectively.

[0038] As it appears herein, the term "curve" refers to a curve that can be plotted on a two-dimensional power versus speed (or torque versus speed) graph such as Figure 2 94), wherein the curve has a single power (or torque) value for each speed value over the length of the curve. Thus, in embodiments, a given curve may have any shape, whether that of a curve (see, for example, the default power bump curve 98), a linear (straight line) function, a piecewise function (see, for example, the default power boost curve 96), or a more complex (e.g., W-shaped) geometry. As described above, a particular curve may be stored in the memory 88 as a function, as multiple functions (if the curve is piecewise or made up of multiple different segments), as a collection of coordinates, or in any other suitable manner.

[0039] like Figure 2 As graphically depicted in FIG. 1 , the default power bump curve 98 represents a factory programmed curve for scheduling engine power output under standard operating (non-EP constrained) conditions. The default power bump curve 98 is referred to as a "power bump curve" with reference to the relatively sharp curvature or downward slope followed by curve 96 when moving from its illustrated starting point 100 to its illustrated end point 102, particularly in the middle region 103 of curve 98. Herein, the terms "illustrated starting point" and "illustrated end point" are used to indicate that the default power bump curve 98 may extend beyond a certain extent. Figure 2 102, although any extension of the default power bump curve 98 beyond the end point 102 shown is generally nominal; this statement also applies to the other curves discussed herein. Figure 2The portion shown in FIG. 10A and FIG. 10B ) can be described as having a curved shape having a non-positive slope throughout its entirety or substantially its entirety, wherein the slope of curve 96 becomes gradually more negative (following a gradually steeper descent) moving from the illustrated starting point 100 to the illustrated end point 102 of the default power bump curve 98. Thus, proceeding from the illustrated starting point 100 toward the illustrated end point 102 of the default power bump curve 98, a relatively large change in engine speed will occur in the vicinity of S min The lower PM of S produces relatively small changes in the scheduled engine power output. max At higher RPMs, relatively small changes in engine speed will result in relatively significant changes in the scheduled engine power output. The position of the default power bump curve 98 is fixed so that the power range spanned by the curve 98 does not change, as does the default power boost curve 96 described below.

[0040] As shown in the power / speed diagram 94 ( Figure 2 ), the default power boost curve 96 represents a factory programmed power curve over which engine output power is increased or "boosted" for a given speed range. Thus, the power output value for each speed value within the range of the default power boost curve 96 may be greater than the power output value for the same speed value of the default power bump curve 98. Further, the difference in power output values ​​of the default power boost curve 96 generally increases when moving from the illustrated starting point 104 to the illustrated end point 106 of the curve 98, as shown in FIG. Figure 2 108. As briefly noted above, in the example shown, the default power boost curve 98 has a piecewise geometry; here, the angled two-segment structure is comprised of a first line segment 110 and a second line segment 112, wherein the first line segment 110 takes the form of a line segment having a first constant negative slope, and the second line segment 112 similarly takes the form of a line segment having a second constant negative slope that is less than (steeper than) the first constant negative slope. In other embodiments, the default power boost curve 96 may have a more basic shape (e.g., a single line segment or a gently curved line shape) or a more complex shape, such as a piecewise function having three or more segments or sections.

[0041] When applicable, the default power boost curve 96 may be used in the context of a work vehicle having a power boost function that is selectively engaged in response to certain conditions, either due to an operator command and / or automatically (i.e., without requiring operator input). In this latter aspect, when an auxiliary function imposes a significant additional load or parasitic effect on the work vehicle engine 34, the controller architecture 24 (which may be comprised of or include an ECU) may automatically engage the power boost function (and thus schedule engine power output under normal (non-EP) operating conditions according to the default power boost curve 96). For example, in the case of a combine harvester 20, the controller architecture 24 may automatically engage the power boost function during unloading of harvested grain from the clean grain box 42 of the combine harvester 20 using the unloading auger 44. In other embodiments, the host work vehicle may not have such a power boost function, in which case the default power boost curve may not be stored in the memory 88 or otherwise used. In further embodiments, multiple default power boost curves may also be stored (and multiple dynamically adjusted power boost curves generated, as described below) to provide a range of curves for selection depending on the severity of the parasitic loads imposed on the work vehicle engine 34 at a given moment.

[0042] As previously discussed, the engine scheduling scheme described above works well under standard operating conditions. However, under non-standard operating conditions, such as EP constraints, scheduling the engine power output according to the default power bump curve 98, and particularly according to the default power boost curve 96, may result in rapid wear and potential damage to the work vehicle engine 34. Such non-standard operating conditions or "EP constraints" may occur when ambient temperatures become very high and / or the work vehicle is operating under higher altitude (low atmospheric pressure) conditions. When such EP constraints occur, particularly when such conditions occur in combination, operation of the work vehicle engine 34 according to either of the curves 96, 98 may result in accelerated engine wear and potential damage, particularly when the work vehicle engine 23 is operating at altitudes closer to S than when the ambient temperature becomes very high. max Closer to S min For this reason, some manufacturers impose protective countermeasures known as EP measures under such EP constraints, as briefly discussed above and discussed below in conjunction with Figure 3 In one non-limiting example, operation of the work vehicle at a temperature exceeding approximately 35 degrees Celsius and an altitude exceeding approximately 1600 meters above sea level may be sufficient to trigger operation of the engine control system in the EP mode. In other cases, different values ​​of these parameters (considered in combination or individually) may be sufficient to trigger EP mode operation.

[0043] Now go to Figure 3 , the power / speed diagram 114 is presented to generally illustrate a manner in which EP protection can be applied under EP constraints according to conventional methods. For consistency of explanation, the default power boost curve 96 is changed from Figure 2 Although it will be appreciated that, for reasons explained below, the upper dashed portion 116 of the default power boost curve 96 is Figure 3 . In the exemplary scenario of , the default power boost curve 96 is operationally eliminated or rendered unavailable. In contrast, the default power boost curve 96 is not shown on the power / speed diagram 114 because the power boost function is completely disabled or rendered unavailable when the engine control system is operating in the conventional EP mode. In this example, an EP upper limit curve 118 has been superimposed on the power / speed diagram 114 at a location where it intersects the default power boost curve 96. The EP upper limit curve 118 (hereinafter referred to as "EP upper limit 118") has a substantially linear (straight line) geometry in the example shown, and may extend completely horizontally (zero slope), or alternatively have a slight negative slope as shown. In other cases, the EP upper limit 118 may have a different shape or orientation. In contrast to the default power bump curve 98, the positioning of the EP upper limit 118 is not fixed on the power / speed diagram 114, but may move vertically (power-wise) as the EP constraints change. In an embodiment, the controller architecture 24 determines the vertical positioning of the upper EP limit 118 based on sensor data (such as sensor data received from the environmental sensor 74) that indicates environmental parameters that affect combustion within the work vehicle engine 34, such as the current ambient temperature and ambient air characteristics (e.g., local atmospheric pressure, whether measured directly or inferred from altitude). Generally speaking, when combustion efficiency is inhibited by these parameters (e.g., when ambient temperature increases and / or atmospheric pressure decreases), this will be reflected by a downward movement or decrease in the upper EP limit 118 on the power / speed map 114.

[0044] According to the nature of the EP protection process, under the EP constraint condition, the power output target (PO TAR ) cannot exceed the EP upper limit curve 118. Therefore, from S min Towards S max As the engine speed increases, the scheduled engine power output necessarily follows the EP upper limit 118 until the intersection point 94 is reached, at which the default power bump curve 98 drops below the EP upper limit 118. In the example shown, this occurs at S1 speed. min At engine speeds between S1 and S2, the scheduled engine output follows the EP upper limit 118 (e.g. Figure 3 120); and, between S1 and S maxAt engine speeds between 100 and 100 km / h, the scheduled engine output follows the remainder of the default power bump curve 98 below the EP upper limit 118 (as indicated by arrow 122). Advantageously, this protective power output schedule generally ensures that the engine power output remains sufficiently limited to prevent increased wear or potential damage to the engine despite the relatively harsh environmental conditions under which the engine is currently operating. Additionally, this schedule provides the maximum engine power output permitted by the EP upper limit 118 under such EP constraints, which is conventionally considered desirable for the benefit of work vehicle operators, particularly given that the scheduled engine power output has been significantly reduced relative to the scheduled engine power output provided under standard operating conditions (e.g., Figure 3 ). Degradation in overall drivability (e.g., significant changes in work vehicle speed and power availability as engine load changes) has been accepted as an unavoidable consequence or necessary tradeoff when applying such EP engine protection measures.

[0045] Surprisingly, it has been found that by reducing engine power output under non-standard operating (EP-constrained) conditions, operator satisfaction levels are increased, rather than decreased, particularly when the overall shape of the default power bump curve is largely or entirely retained. To this end, embodiments of the present disclosure manage engine power output under non-standard operating (EP-constrained) conditions according to a dynamically adjusted power bump curve having a shape that matches or is at least highly similar to (e.g., in the form of a compressed version of) the shape of the default power bump curve. In embodiments, the dynamically adjusted power bump curve may be generated using the shape of the default power bump curve, and specifically by repeatedly fitting the shape of the default power bump curve below a moving EP upper limit in conjunction with real-time changes in operating conditions as the EP upper limit moves (vertically translates). Additionally, embodiments of the present disclosure may similarly generate a dynamically adjusted power boost curve by fitting the shape of the power boost curve below the moving EP upper limit, thereby maintaining the availability of the boost function (if normally provided). This unique power scheduling approach provides several benefits, which will now be described in conjunction with Figure 4 and Figure 5 Discuss these benefits.

[0046] Go to Figure 4, shows a power / speed map 126 including a dynamically adjusted power bump curve 128, which in an exemplary embodiment of the present disclosure may be generated by the controller architecture 24 when the work vehicle engine control system 22 is operating in the enhanced EP mode. The axes and scale of the power / speed map 126 correspond to the power / speed maps 94, 114, with engine power and engine speed being plotted along the vertical axis and horizontal axis of the power / speed map 126, respectively. The default power bump curve 98 and the default power boost curve 96 have been transposed or moved to the power / speed map 126 (along with corresponding figure labels) for visual reference. However, in practice, the controller architecture 24 does not utilize the default power bump curve 98 or the default power boost curve 96 when scheduling the engine power output of the work vehicle engine 34 in the enhanced EP mode, but instead utilizes the dynamically adjusted power bump curve 128 or, in some cases, the dynamically adjusted power boost curve 130 to schedule the engine power output, as described in detail below. The EP upper limit 118 is also increased from Figure 3 Moved to power / speed graph 126 for reference. Although in Figure 4 as well as Figure 5 and Figure 6 100 is shown as a complete curve or characteristic (described further below), but in an alternative embodiment, the EP upper limit 118 can be represented as a single value or point on the power / speed graph, where the single value or point indicates the maximum allowable power output, and the maximum power output value of the dynamically adjusted power curve 128, 130 should not rise above this maximum allowable power output.

[0047] As can be seen, the dynamically adjusted power bump curve 128 having a shape that matches the shape of the default power bump curve 98 is an example shown. However, the vertical (power-wise) position of the dynamically adjusted power bump curve 128 is lower (smaller in power) than the vertical position of the default power bump curve 98. Due to its lowered positioning, the dynamically adjusted power bump curve 128 is located below or below the EP upper limit 118 as shown in the power / speed graph 126; this wording does not exclude that one or more points at one or more peaks of the dynamically adjusted power bump curve 128 may coincide with the EP upper limit 118. In this example, the dynamically adjusted power bump curve 128 (or the portion of the curve 128 depicted) begins at a starting point 132 shown having the same speed value (a first speed value) as the starting point 104 shown of the default power bump curve 98, and the starting point 132 shown has a power output value that is (i) less than the power output value of the starting point 100 shown of the default power bump curve 98, and (ii) less than or substantially equal to the power output value of the EP upper limit 118 at the first speed value. The peak or maximum power output value of the dynamically adjusted power bump curve 128 (here, corresponding to the starting point 132) may be located above or immediately below the EP upper limit 118. Figure 4 As shown, the dynamically adjusted power bump curve 128 also terminates at an end point 134 shown, which has the same speed value (second speed value) as the end point 106 shown of the default power bump curve 98, and has a power output value that is (i) less than the power output value at the end point 102 shown of the default power bump curve 98, and (ii) less than or substantially equal to the power output value of the EP upper limit 118 at the second speed value. Further, the power difference (P Δ ) is equal to the power difference (P Δ In contrast, the power difference (P ) between the illustrated starting point 132 of the dynamically adjusted power bump curve 128 and the EP upper limit 118 at the first speed value is Δ ) is greater than the power difference (P) between the end point 134 of the dynamically adjusted power bump curve 128 and the EP upper limit 118 at the second speed value. Δ ) is much smaller (e.g., 1 / 100 or less).

[0048] During operation of the work vehicle engine control system 22 in the enhanced EP mode, the controller architecture 24 generates a dynamically adjusted power bump curve 128 by repeatedly fitting the shape of the default power bump curve 98 below the upper EP limit 118. Figure 4In the example of FIG. 1 , this is accomplished entirely by vertically shifting the shape of the default power bump curve 98 in a downward direction (i.e., in a direction of decreasing power output) to produce a dynamically adjusted power bump curve 128. Thus, the power bump curve 128 is "dynamically adjusted" in the sense that the controller architecture 24 shifts or translates the dynamically adjusted power bump curve 128 on a repeated or iterative basis (e.g., in response to real-time sensor inputs) to match the power-wise movement of the EP cap 118 as the EP cap 118 rises and falls (as appropriate) along the vertical axis of the power / speed map 126. Again, such movement of the EP cap 118 occurs in association with changes in relevant data inputs that affect the engine protection (EP constraint) scheme. As a generalized example, the EP cap 118 may shift vertically in a downward direction in the context of the power / speed map 126 as ambient temperature increases and / or as atmospheric pressure decreases with increasing altitude. As further presented on the power / speed graph 126 , the dynamically adjusted power bump curve 128 is therefore also shifted downward to match the movement of the upper EP limit 118 , thereby ensuring that the power bump curve 128 remains below the moved upper EP limit 118 .

[0049] exist Figure 4 In the scenario, the working vehicle engine control system 22 ( Figure 1 ) Iteratively generates or modifies the dynamically adjusted power bump curve 128 by shifting the shape of the default power bump curve 98 below the EP upper limit 118 (without vertical scaling) to produce the dynamically adjusted power bump curve 128. The controller architecture 24 then utilizes the dynamically adjusted power bump curve 128 to schedule engine power output while the work vehicle engine control system 22 continues to operate in the enhanced EP mode (unless a power boost function of the work vehicle is activated, as explained below). The controller architecture 24 may utilize the dynamically adjusted power bump curve 128 to determine or identify a power output target (PO TAR ), and then transmits one or more actuator command signals to the actuated device 76 ( Figure 1 ) to make the engine power output consistent with the power output target (PO TAR ) more closely aligned or coordinated; that is, to make the engine power output (and, by inference, the engine torque output) substantially equal to the power output target or at least trending toward the power output target (PO TAR ), note that real world conditions may prevent the actual engine power output from being consistent with the power output target (PO TAR ) exactly matches. Assuming that the EP constraint condition then ceases, the work vehicle engine control system 22 ( Figure 1) returns to controlling engine power output according to the default power bump curve 98 or (if applicable) according to the default power boost curve 96 in the manner previously described.

[0050] This method of scheduling engine power output under EP constraints is compared with the above method combined with Figure 3 The conventional approach outlined has several advantages. First, as a primary benefit, by implementing the enhanced EP mode described herein, the overall operator satisfaction level can be improved under EP constraints. Without being bound by theory, it is believed that this improvement in operator satisfaction is due at least in part to the maintenance of the overall shape of the default power bump curve 98 when generating the dynamically adjusted power bump curve 128. Typically, work vehicle operators are keenly aware of the relationship between power output and engine speed under standard operating (non-EP constrained) conditions, and the overall maintenance of the default curve shape when generating the dynamically adjusted power bump curve 128 (most notably, the maintenance of the downward sloping "bump" region 103 of the curve 128) is more closely consistent with firmly established operator expectations. This can be consistent with Figure 3 In contrast to the shape outlined by arrows 120, 122 in FIG. 1 , while the work vehicle engine is operationally scheduled to provide the maximum allowable power output under the EP constraints, its geometry relative to the default power bump curve 98 varies considerably, particularly over the section of the path identified by arrow 120.

[0051] As a second benefit of the enhanced EP protection method, it has been found that, counterintuitively, when the maximum engine power output allowed by the EP upper limit 118 is scheduled under the EP constraints, operator satisfaction and driving behavior are negatively affected. Figure 3 , and for the purpose of discussion, assume that the work vehicle engine 34 is currently operating at a rotational output speed of S2, which is Figure 3136 (hereinafter referred to as "S2 speed line 136"). As shown by the first mark 138 located at the upper end of the S2 speed line 136, according to the conventional EP protection scheme, the engine power output is scheduled to be at the maximum level allowed by the EP upper limit 118. In this case, the work vehicle operator is highly aware that the work vehicle engine 34 is operating at the maximum power output due to, for example, sudden movement of the work vehicle (colloquially, "sudden tilt" of the work vehicle) and changes in engine load. In response, the work vehicle operator tends to change driving behavior by reducing the actual power output of the work vehicle engine 34 to a lower level (such as the level indicated by the second mark 140 appearing along the S2 speed line 136) to alleviate the perceived engine stressor. Thus, despite scheduling the work vehicle engine 34 to provide the maximum allowable power output at a given engine speed (in this example, speed S2 indicated by dashed line 136), the operator may still control the work vehicle to reduce the engine power output to a lower value (corresponding to marker 140), but simultaneously receive a negative impression of engine performance and strain. Conversely, if the power output of the work vehicle engine 34 is instead initially scheduled at a lower power output (again, generally corresponding to Figure 3 The mark 140 in the Figure 4 By dynamically adjusting the power bump curve 128 in or near the power bump curve 128, such negative impressions and undesirable driving reactions tend to be minimized, if not avoided altogether, for the benefit of the operator.

[0052] Combined with reference Figure 3 and Figure 4 , a dotted area or region 146 (hereinafter referred to as "power bandwidth region 146") bounded by the EP upper limit 118 and the dynamically adjusted power bump curve 128 extending to the S1 speed line 144 represents the available gap or bandwidth for increasing engine power output when scheduling according to the dynamically adjusted power bump curve 128 (rather than the EP upper limit 118, as is conventional). Advantageously, this newly obtained power bandwidth region 146 enables the scheduled engine power to be simply increased within the power bandwidth region 146 to accommodate increases in engine load; for example, due to the activation of auxiliary functions (e.g., Figure 1The unloading auger 44 shown), the climbing of the combine harvester 20, or other such actions. As a result, the overall drivability and operator comfort of the work vehicle can be improved. Moreover, the creation of the power bandwidth region 146 provides another significant benefit, namely the ability to maintain the availability of the power boost function under EP constraints. In this regard, the provision of the dynamically adjusted power bump curve 128 enables the generation and use of a dynamically adjusted power boost curve when scheduling engine power output under EP constraints. Figure 4 An example of such a dynamically adjusted power boost curve 130 is further plotted on the exemplary power / speed graph 126 presented in FIG. Here, the dynamically adjusted power boost curve 130 (or at least the illustrated portion of the power boost curve 130) extends from the illustrated starting point 148 to the illustrated end point 150. The dynamically adjusted power boost curve 130 is generated by fitting the shape of the default power boost curve 196 below the upper EP limit 118 in a manner similar to that described above in connection with the dynamically adjusted power bump curve 128. Again, the peak or maximum power output of the dynamically adjusted power boost curve 130 (here, corresponding to the starting point 148 described below) may be located above or immediately below the upper EP limit 118. The controller architecture 24 also generates the dynamically adjusted power boost curve 130 to fit or extend between the upper EP limit 118 and the dynamically adjusted power bump curve 128, as taken along the horizontal (speed-wise) axis of the power / speed graph 126.

[0053] Continue to refer Figure 4 , the shape of the default power boost curve 196 is translated or shifted vertically downward (as presented on the power / speed map 126) to fit below the upper EP limit 118 and produce the dynamically adjusted power bump curve 128. The controller architecture 24 also modifies the positioning of the dynamically adjusted power bump curve 128 on a repetitive or "on-the-fly" basis as the upper EP limit 118 moves vertically along the engine power output axis of the power / speed map 126 relative to changes in sensor inputs affecting the EP constraints. Since the shape of the dynamically adjusted power boost curve 130 matches the shape of the default power boost curve 96 in this illustrated example, the dynamically adjusted power boost curve 130 also takes the form of a relatively simple piecewise function, including a first linear segment 152 having a first negative slope (corresponding to segment 110 of the default power boost curve 130) and a second linear segment 154 having a second negative slope that is less (steeper) than the first negative slope (corresponding to the second linear segment 154 of segment 112 of the default power boost curve 130).

[0054] The controller architecture 24 may determine when to apply the dynamically adjusted power boost curve 128 under EP constrained conditions in substantially the same manner as the controller architecture 24 applies the default power boost curve 96 under standard operating (non-EP constrained) conditions. Depending on the control scheme employed, the operator may still be permitted to manually activate the work vehicle (e.g., Figure 1 20); for example, using a manual input (e.g., a button or switch) or by interacting with a graphical user interface (GUI) generated on a display device within the cab 28 of the combine harvester 20. In other cases, the power boost functionality can be automatically activated (i.e., activated without operator input) by the controller architecture 24 in response to the occurrence of a predetermined trigger event (such as an expected or measured increase in engine load). In the case of the exemplary combine harvester 20, the controller architecture 24 can automatically switch to scheduling engine power output according to the dynamically adjusted power boost curve 130 in response to the activation of a particular load-intensive function of the combine harvester 20 (e.g., the unloading auger 44) under EP constraints. The retention of this power boost functionality further improves the consistency of work vehicle operation under EP constraints, thereby providing additional improvements in operator experience.

[0055] In the embodiment described above, the controller architecture 24 repeatedly or iteratively adjusts the vertical (power-wise) position of the EP upper limit 118, and thus the dynamically adjusted power bump curve 128 and the dynamically adjusted power boost curve 130 (if used), in response to changes in sensed parameters that affect the EP constraints. Since the shape of the EP upper limit 118 remains consistent, the controller architecture 24 only needs to recall the definition of the EP upper limit 118 from the memory 88 and then determine the appropriate power output value for the specific engine speed (hereinafter referred to as the "fixed reference speed") to correctly position the EP upper limit 118 in the context of the power / speed map 126. An example of such a fixed reference speed is shown in FIG. Figure 4156. Marking 156 identifies the intersection between speed line 158 and EP upper limit 118, wherein the designated point is hereinafter referred to as "EP upper limit positioning reference point 156". In the illustrated embodiment, wherein EP upper limit 118 takes the form of a linear (straight line) function having a constant slope, the controller architecture may recall the fixed reference speed and the slope of EP upper limit 118 from memory. The controller architecture 24 may then position the EP upper limit 118 on the power / speed map 126 using the current power output value of the EP upper limit 118 at the fixed reference speed. For example, in an embodiment where the controller architecture 24 includes a first controller (e.g., an ECU) and a second controller (e.g., an operator workstation dedicated to or associated with an operator station of a work vehicle, such as an operator workstation enclosed by the cab 28 of the combine harvester 20), the first controller (e.g., an ECU) may calculate the position of the EP upper limit positioning reference point 156 and provide appropriate position data to the second controller; for example, by publishing this information on a vehicle bus or making this information visible. In this case, the first controller (e.g., ECU) only needs to publish a single value (the current power output value of the EP upper limit positioning reference point 156) via the bus because the speed value of the EP upper limit positioning reference point 156 and the shape definition of the EP upper limit 118 are known to the second controller; that is, stored in an area of ​​the memory 88 accessible to the second controller.

[0056] In other embodiments, the upper EP limit 118 may be positioned on the power / speed map 126 using different methods. For example, and noting that the speed-wise location of the maximum or peak power output value of the dynamically adjusted power bump curve 128 is known to the controller architecture 24 from the default power bump curve 98 (in the present example, the speed value corresponding to the starting point 132 of the power bump curve 128), the upper EP limit 118 may be represented as a single value indicating the maximum allowable power output value for the maximum or peak power output of the dynamically adjusted power bump curve 128. The controller architecture 24 may then adjust the shape of the default power bump curve 98 so that the starting point 132 of the dynamically adjusted power bump curve 128 coincides with the upper EP limit 118 at this point, or has a power output value slightly less than the upper EP limit 118 at this point. Similarly, and again noting that the speed-wise location of the maximum or peak power output value of the dynamically adjusted power boost curve 130 is known to the controller architecture 24 from the default power boost curve 96 (in this example, the speed value corresponding to the starting point 148 of the power boost curve 130), the EP upper limit 118 can be presented as a single value indicating the maximum allowable value of the peak power output of the dynamically adjusted power boost curve 130. When appropriate, the controller architecture 24 can then adjust the shape of the default power bump curve 98 so that the starting point 148 of the dynamically adjusted power boost curve 130 coincides with the EP upper limit 118 at this point, or has a power output value slightly less than the EP upper limit 118 at this point.

[0057] Thus, embodiments of a work vehicle engine control system that is operable in an enhanced EP mode have been described, and in particular, an engine control system 22 ( Figure 1 ), in which one or more dynamically adjusted power curves are used to schedule engine power output under EP constraints. In the example described above, the controller architecture of the work vehicle (i.e., the controller architecture 24 of the combine harvester 20) generates a dynamically adjusted power bump curve ( Figure 4 The power bump curve 128 shown in FIG. 1 and at least one dynamically adjusted power boost curve ( Figure 4 ), while iteratively adjusting these curves in response to the EP upper limit movement. Further, in the examples described above, the dynamically adjusted power curves 128, 130 are modified only by displacement, and specifically, by vertical (power direction) shift or translation. Figure 5 This can be more fully understood by Figure 5 The further downward shift (relative to the EP limit 118) of the curves 128, 130 is shown in a manner that matches or mirrors the downward shift or drop of the EP upper limit 118. Figure 4) after dynamically adjusted power curves 128, 130. In this figure, arrow 160 indicates the relative position of EP upper limit positioning reference point 156 to Figure 4 150 (i.e., a movement in a direction that reduces power output). In further embodiments, in addition to (or perhaps in lieu of) vertical shifting, the dynamically adjusted power curves 128, 130 may be fitted below the EP upper limit 118 using vertical scaling (compression) techniques. For example, in various embodiments, the controller architecture 24 may vertically shift and vertically scale the dynamically adjusted power curves 128, 130 under EP constraints, where such vertical scaling may be applied synchronously with the vertical shifting, or may be applied only after a predetermined threshold of vertical shifting is exceeded.

[0058] Go to Figure 6 , the power / speed graph 142 illustrates an example of one way in which the controller architecture 24 may fit the dynamically adjusted power bump curve 128 and the dynamically adjusted power boost curve 130 (if generated) below the EP cap 118 using a technique that combines vertical shifting (translation) and vertical scaling (compression). Figure 6 ), the vertical (power direction) position of the EP upper limit 118 and the power / speed diagram 126 ( Figure 5 ) are the same as shown in FIG. However, as can be understood by comparing these figures, except for Figure 6 In addition to the vertical downward shift in combination with the downward shift of the EP upper limit 118 in the example of FIG. 1 , both the dynamically adjusted power bump curve 128 and the dynamically adjusted power boost curve 130 are reduced (compressed) in vertical scale. Here, vertical shifting and scaling are applied simultaneously so that Figure 6 The starting point 132 of the dynamically adjusted power bump curve 128 in the example of FIG. Figure 5 The power bump curve 128 in the example of FIG. 1 coincides with the illustrated starting point 132 (which remains below or immediately below the EP upper limit 118), while Figure 6 The end point 134 of the dynamically adjusted power bump curve 128 in the example of FIG. Figure 5 The power bump curve 128 in the example shows a starting point 132 for a higher output value. As a corollary, Figure 6 The power difference (P) between the starting point 132 and the end point 134 of the dynamically adjusted power bump curve 128 in the example Δ ) (or more generally, the maximum and minimum power output values, respectively) are less than Figure 5 In the example of FIG. 1 , the power difference (P) between the starting point 132 and the end point 134 of the power bump curve 128 is Δ). Further, due to the flattening of the curve that occurs as a result of this vertical scaling or compression, Figure 6 The average slope of the dynamically adjusted power bump curve 128 in the example is less than Figure 6 The average slope of the dynamically adjusted power bump curve 128 in the example of FIG. 1 is closer to zero than that of FIG.

[0059] The above statement also applies to the dynamically adjusted power boost curve 130, Figure 6 In the example of , the curve is vertically shifted (translated) and vertically scaled (compressed). Therefore, the dynamically adjusted power boost curve 130 is generated to have a curve shape that is essentially a shifted and compressed version of the curve shape of the default power bump curve 98. Further, Figure 6 The end point 150 of the dynamically adjusted power boost curve 130 in the example of FIG. Figure 5 The illustrated endpoint 150 of the power boost curve 130 in the example of FIG. 1 is a higher power output value (and is located above the illustrated endpoint 102 of the default power bump curve 98 ). Additionally, Figure 6 The average slope (and power range) of the dynamically adjusted power boost curve 130 in the example of Figure 5 The average slope (and power range) of the dynamically adjusted power boost curve 130 in the example of FIG.

[0060] Finally, advance to Figure 7 , the flowchart illustrates an exemplary process 162 that may be performed by the controller architecture 24 under potential EP constraints. The process 162 (hereinafter "EP enhancement process 162") includes a plurality of process steps 164, 166, 168, 170, 172, 174, 176, 178, each of which is described in turn below. Depending on the specific manner in which the EP enhancement process 162 is implemented, Figure 7 Each step shown generally in the may require a single process or multiple sub-processes. Further, Figure 7 The steps shown in and described below are provided only as non-limiting examples. In alternative embodiments of the EP enhancement process 162, additional process steps may be performed, certain steps may be omitted, and / or the process steps shown may be performed in an alternative order.

[0061] The EP enhancement process 162 begins at step 164 in response to the occurrence of a predetermined triggering event (such as the start-up of the work vehicle) or in response to the entry of an operator input that activates the EP enhancement process 162. After initiating the process 162, the controller architecture 24 proceeds to step 166 and collects data parameters for determining whether operation within the EP constraints is warranted. For example, and as previously described, the controller architecture 24 may collect data inputs indicating the atmospheric pressure and ambient temperature of the environment in which the work vehicle (here, the combine harvester 20) is operating. The controller architecture 24 may then utilize these parameters to determine the appropriate vertical (power-wise) position of the EP upper limit 118, as presented on a power / speed graph similar to or the same as the graphs 126, 142 described above. Using this information, the controller architecture 24 then determines at step 170 whether to place the work vehicle engine control system 22 into the enhanced EP mode. In particular, and as previously described, assuming that the EP upper limit 118 contacts the default power bump curve 98 (or enters within a predetermined relative proximity thereof) ( Figures 4 to 6 ), the controller architecture 24 may determine that entry into or placement in Enhanced EP Mode is warranted. If it is determined that the work vehicle engine control system 22 should enter Enhanced EP Mode (or continue to operate in Enhanced EP Mode), the controller architecture 24 proceeds to step 172 and transitions from operating in the standard operating (non-EP restrained) mode to operating in Enhanced EP Mode, as described below. Otherwise, if it is determined that the work vehicle engine control system 22 was not properly placed in Enhanced EP Mode (or assuming a return to standard operating mode from Enhanced EP Mode (if currently operating)), the controller architecture 24 returns to step 166 and continues to monitor relevant data inputs. Additionally, as Figure 7 As shown, at intermediate step 168, a termination check may be performed at some point in the process flow to determine whether the current iteration of the EP enhancement process 162 should be terminated.

[0062] When advancing to step 172 of the EP enhancement process 162, the controller architecture 24 operatively enters the enhanced EP mode and determines whether the EP power boost function (if provided) is desired to be activated at the present time. In certain embodiments, the EP power boost function may be activated by operator input; and in other cases, automatically activated by the controller architecture 24 in response to a predetermined triggering event, such as activation of an auxiliary work vehicle function that imposes a relatively large secondary or "parasitic" load on the work vehicle engine. As previously mentioned, in the case of a combine harvester 20 ( Figure 1) is the activation of the unloading auger 44. As a second example, in the case of a tractor having a PTO shaft, the triggering event may indicate that the tractor engine is currently driving a relatively demanding load (e.g., a baler or similar implement towed by the tractor) through the PTO shaft. If the dynamic EP power boost function is desired to be activated, the controller architecture 24 proceeds to step 174 to construct or generate a dynamically adjusted power boost curve 130 using a process similar to or the same as that previously described (by fitting the shape of the default power boost curve 96 below the upper EP limit 118), and then using the newly generated dynamically adjusted power boost curve 130 to determine an appropriate power output target (PO) as a function of the current engine speed. TAR ). If, instead, it is determined at step 172 that the dynamic EP power boost function is not desirably activated, the controller architecture 24 proceeds to step 176 and performs similar actions for the dynamically adjusted power bump curve. In this latter aspect, at step 176, the controller architecture 24 constructs the dynamically adjusted power boost curve 130 using a process similar to or identical to that previously described (by fitting the shape of the default power bump curve 98 below the upper EP limit 118), and then uses the dynamically adjusted power bump curve 128 to determine the appropriate power output target (PO ) as a function of the current engine speed. TAR ).

[0063] After executing step 174 or step 176 of the EP enhancement process 162, the controller architecture 24 proceeds to step 178 and determines the power output target (PO TAR ) to schedule the engine power output. Generally speaking, this can be achieved by setting the power output target (PO TAR ) into corresponding actuation adjustment commands, and then providing such commands to appropriate actuation devices (such as the above-mentioned exemplary combine harvester 20 ( Figure 1 ) is implemented by one or more of the actuated devices 76 described in the description above. As previously discussed, such commands can cause various actuators to adjust the rate at which metered fuel flows to the combustion chamber of the work vehicle engine 34 and / or can affect the air pressure or temperature within the engine combustion chamber (by modulating one or more valves 58, 66 included in the EGR system 46). Thereafter, the controller architecture 24 returns to step 166 of the EP enhancement process 162 and repeats the process steps described above. In this manner, the controller architecture 24 can execute the EP enhancement process 162 to identify an appropriate time to place the work vehicle engine control system 22 in the enhanced EP mode; and when doing so, schedule the engine power output according to one of the selected dynamically adjusted power curves.

[0064] Examples of engine control systems for work vehicles

[0065] The following examples of work vehicle engine control systems are further provided and numbered for ease of reference.

[0066] 1. In an embodiment, a work vehicle engine control system includes a memory storing a first default power curve having a first curve shape as presented on a power / speed graph, the power / speed graph including a vertical axis along which the power output of the work vehicle engine increases in an upward direction, and the power / speed graph including a horizontal axis along which the engine speed increases in a rightward direction. A controller architecture is connected to the memory and is operable in an enhanced EP mode, in which the controller architecture: (i) generates a first dynamically adjusted power curve by repeatedly fitting the first curve shape below a moving EP upper limit as presented on the power / speed graph; (ii) determines a power output target (PO) corresponding to a current speed of the work vehicle engine using the first dynamically adjusted power curve. TAR ); and (iii) according to the power output target (PO TAR ) Dispatching vehicle engine power output.

[0067] 2. The work vehicle engine control system of example 1, wherein the work vehicle includes at least a first environmental sensor that provides data indicative of an environmental parameter affecting combustion within the work vehicle engine. The controller architecture is further configured to repeatedly establish a current vertical position of the moving EP upper limit as presented on the power / speed graph using the data provided by the first environmental sensor.

[0068] 3. The work vehicle engine control system of example 1, wherein the work vehicle includes at least a first engine actuation device that can be controlled to vary the metered amount of fuel or oxygen supplied to the work vehicle engine per combustion cycle. The controller architecture is configured to vary the amount of fuel or oxygen supplied to the work vehicle engine per combustion cycle according to a power output target (PO TAR ) When scheduling the power output of the work vehicle engine, an actuation command is sent to the first engine actuation device.

[0069] 4. The work vehicle engine control system of example 1, wherein the first default power curve and the dynamically adjusted power bump curve comprise a default power bump curve and a dynamically adjusted power bump curve, respectively. The controller architecture is configured to determine the power output target (PO) using the dynamically adjusted power bump curve at least in selected cases. TAR ).

[0070] 5. A work vehicle engine control system according to Example 4, wherein the controller architecture normally operates in a non-enhanced EP mode and the controller architecture is configured to transition from the non-enhanced EP mode to the enhanced EP mode when the moving EP upper limit drops to within a predetermined proximity of a default power bump curve as presented on a power / speed graph.

[0071] 6. A work vehicle engine control system according to Example 5, wherein the controller architecture is configured to transition from non-enhanced EP mode to enhanced EP mode when the default power bump curve intersects the moving EP upper limit due to a shift of the moving EP upper limit as presented on the power / speed graph.

[0072] 7. A work vehicle engine control system according to Example 4, wherein the default power bump curve has a curved shape with a negative slope that becomes increasingly larger as the engine speed increases.

[0073] 8. The work vehicle engine control system of Example 4, wherein the work vehicle has a power boost function, and the memory further stores a default power boost curve having a second curve shape. The controller architecture is further configured to determine the power output target (PO) using the dynamically adjusted power bump curve when the power boost function is turned off. TAR ). When the power boost function is engaged, the controller architecture is configured to: (i) generate a dynamically adjusted power boost curve by fitting a second curve shape below the upper EP limit of the movement at its current vertical position as presented on the power / speed graph, and (ii) utilize the second dynamically adjusted power curve to determine a power output target (PO) for scheduling the power output of the work vehicle engine. TAR ).

[0074] 9. The work vehicle engine control system of example 8, wherein the work vehicle is in the form of a combine harvester having an unloading auger, and the controller architecture is configured to automatically engage the power boost function when the unloading auger is in operation.

[0075] 10. A work vehicle engine control system according to Example 8, wherein the controller architecture generates a dynamically adjusted power boost curve to extend between an upper EP limit and a dynamically adjusted power bump curve as taken along a vertical axis of a power / speed diagram.

[0076] 11. A work vehicle engine control system according to Example 1, wherein the controller architecture is configured to generate a first dynamically adjusted power curve using a technique that includes shifting the shape of the first curve to fit below a moving EP upper limit as presented on a power / speed graph.

[0077] 12. A work vehicle engine control system according to Example 1, wherein the controller architecture is configured to generate a first dynamically adjusted power curve using a technique including scaling the first curve shape to fit below a moving EP upper limit as presented on a power / speed graph.

[0078] 13. A work vehicle engine control system according to Example 1, wherein the controller architecture is configured to generate a first dynamically adjusted power curve using a technique including shifting and scaling the first curve shape to fit below a moving EP upper limit as presented on a power / speed graph.

[0079] 14. In another embodiment, a work vehicle engine control system includes a memory and a controller architecture that is connected to the memory and can operate in an enhanced EP mode. The memory stores a default power bump curve, which has a first curve shape as presented on a power / speed graph, the power / speed graph including a horizontal axis and a vertical axis, the engine speed increases in a right direction along the horizontal axis, and the power output increases in an upward direction along the vertical axis. The memory also stores a default power boost curve, which has a second curve shape as presented on the power / speed graph. When placed in the enhanced EP mode and the power boost function of the work vehicle is disconnected, the controller architecture (i) generates a dynamically adjusted power bump curve by repeatedly fitting the first curve shape below the moving EP upper limit as presented on the power / speed graph; and (ii) uses the dynamically adjusted power bump curve to determine a power output target (PO ) corresponding to the current speed of the work vehicle engine. TAR ). In contrast, when placed in enhanced EP mode and the power boost function of the work vehicle is disconnected, the controller architecture: (i) generates a dynamically adjusted power boost curve by repeatedly fitting a second curve shape below a moving EP upper limit; and (ii) utilizes the dynamically adjusted power boost curve to determine a power output target (PO ) corresponding to the current speed of the engine of the work vehicle. TAR The controller architecture then determines whether the power boost function is engaged or disengaged based on the power output target (PO TAR ) to schedule the power output of the work vehicle engine.

[0080] 15. The work vehicle engine control system of example 14, wherein the work vehicle comprises a combine harvester having an unloading auger, and the controller architecture is configured to automatically engage the power boost function when the unloading auger is in operation.

[0081] in conclusion

[0082] Thus, the foregoing has provided an embodiment of a work vehicle engine control system operable in an enhanced EP mode. In an embodiment, the work vehicle engine control system utilizes at least one dynamically adjusted power curve when scheduling the power output of the work vehicle engine under EP constraints. The (multiple) dynamically adjusted power curves are generated to have a shape that matches or nearly matches (including compressed versions thereof) the corresponding curve shapes of one or more non-dynamic (static) default power curves that are otherwise used for engine scheduling under normal operating (non-EP constrained) conditions. By using such (multiple) dynamically adjusted power curves (repeatedly adjusted or modified according to changes in the EP upper limit), the engine control system enhances the consistency of the overall drivability and engine behavior of the work vehicle, thereby improving the operator satisfaction level. Additionally, in embodiments where the engine control system generates both a dynamically adjusted power bump curve and a power boost curve when operating in the enhanced EP mode, the work vehicle engine control system maintains the availability of the power boost function of the work vehicle under EP constraints to bring about a further improvement in the operator satisfaction level and the efficiency of the work vehicle.

[0083] As will be appreciated by those skilled in the art, aspects of the disclosed subject matter may be described in terms of methods, engine control systems, and computer program products. In particular, with respect to computer program products, embodiments of the present disclosure may consist of or include a tangible, non-transitory storage medium storing computer-readable instructions or codes for performing one or more of the functions described throughout this document. As will be apparent, such computer-readable storage media may be implemented using any currently known or later developed memory type, including various types of random access memory (RAM) and read-only memory (ROM). Further, embodiments of the present disclosure are open or "agnostic" to the specific memory technology employed, noting that magnetic storage solutions (hard drives), solid-state storage solutions (flash memory), optimal storage solutions, and other storage solutions all potentially contain computer-readable instructions for implementing the functions described herein. Similarly, the systems or devices described herein may also include a memory storing computer-readable instructions (e.g., as any combination of firmware or other software executed on an operating system), which, when executed by a processor or processing system, instruct the system or device to perform one or more functions described herein. When executed locally, such computer readable instructions or code may be copied or distributed to the memory of a given computing system or device in a variety of different ways, such as by transmission over a communications network including the Internet. Therefore, in general, embodiments of the present disclosure should not be limited to any particular set of hardware or memory structures, or to the particular manner in which computer readable instructions are stored, unless otherwise explicitly stated herein.

[0084] Finally, as used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that when used in this specification, the terms "comprises and / or comprising" specify the presence of stated features, integers, steps, operations, elements and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof.

[0085] The description of the present disclosure has been presented for the purpose of illustration and description, but is not intended to be exhaustive or limited to the disclosure in the disclosed form. Without departing from the scope and spirit of the present disclosure, many modifications and variations are apparent to those of ordinary skill in the art. The embodiments explicitly cited herein are selected and described in order to best explain the principles of the present disclosure and its practical application, and to enable other persons of ordinary skill in the art to understand the present disclosure and recognize many alternatives, modifications and variations of the described (multiple) examples. Therefore, various embodiments and embodiments other than those explicitly described are within the scope of the following claims.

Claims

1. A work vehicle engine control system (22) for scheduling the power output of a work vehicle engine (34) on a work vehicle (20), the work vehicle engine control system (22) comprising: a memory (88) storing a first default power curve (96, 98) having a first curve shape as presented on a power / speed graph (126, 142), the power / speed graph (126, 142) including a vertical axis and a horizontal axis, the power output of the work vehicle engine (34) increasing in an upward direction along the vertical axis and the engine (34) speed increasing in a rightward direction along the horizontal axis; as well as A controller architecture (24) connected to the memory (88) and operable in an enhanced engine protection (EP) mode, wherein the controller architecture (24): generating a first dynamically adjusted power curve (128, 130) by repeatedly fitting the first curve shape below a moving engine protection upper limit (118) as presented on the power / speed map (126, 142); The first dynamically adjusted power curve (128, 130) is used to determine a power output target (PO) corresponding to a current speed of the work vehicle engine (34). TAR );as well as According to the power output target (PO TAR ) schedules the power output of the work vehicle engine (34).

2. The work vehicle engine control system (22) according to claim 1, wherein: The work vehicle (20) includes at least a first environmental sensor (74, 78, 80, 82) that provides data indicative of an environmental parameter that affects combustion within the work vehicle engine (34); and Wherein the controller architecture (24) is further configured to utilize data provided by the first environmental sensor (74, 78, 80, 82) to repeatedly establish a current vertical position of the movable engine protection upper limit (118) as presented on the power / speed map (126, 142).

3. The work vehicle engine control system (22) according to claim 1, wherein: The work vehicle (20) includes at least a first engine actuation device (72, 76, 84, 86) that is controllable to vary a metered amount of fuel or oxygen supplied to the work vehicle engine (34) per combustion cycle; and The controller architecture (24) is configured to: TAR ) dispatches an actuation command to the first engine actuation device (72, 76, 84, 86) when scheduling the power output of the work vehicle engine (34).

4. The work vehicle engine control system (22) according to claim 1, wherein: The first default power curve (96, 98) and the first dynamically adjusted power curve (128, 130) include a default power bump curve (98) and a dynamically adjusted power bump curve (128), respectively; and wherein the controller architecture (24) is configured to utilize the dynamically adjusted power bump curve (128) to determine the power output target (PO TAR ).

5. The work vehicle engine control system (22) according to claim 4, wherein: The controller architecture (24) normally operates in a non-enhanced engine protection mode and is configured to transition from the non-enhanced engine protection mode to the enhanced engine protection mode when the shifted upper engine protection limit (118) falls within a predetermined proximity of the default power bump curve (98) as presented on the power / speed map (126, 142).

6. The work vehicle engine control system (22) according to claim 5, wherein: The controller architecture (24) is configured to transition from the non-enhanced engine protection mode to the enhanced engine protection mode when the default power bump curve (98) intersects the moved upper engine protection limit (118) due to a shift in the current vertical position of the moved upper engine protection limit (118) as presented on the power / speed map (126, 142).

7. The work vehicle engine control system (22) according to claim 4, wherein: The default power bump curve (98) has a curved shape with a negative slope that becomes increasingly more negative as the engine (34) speed increases.

8. The work vehicle engine control system (22) according to claim 4, wherein: The working vehicle (20) has a power boost function; The memory (88) further stores a default power boost curve (96), wherein the default power boost curve (96) has a second curve shape: and Wherein, the controller architecture (24) is further configured as: When the power boost function is turned off, the power output target (PO TAR );as well as When the power boost function is engaged, (i) a dynamically adjusted power boost curve (130) is generated by fitting the second curve shape below the moving engine protection upper limit (118) in its current vertical position as presented on the power / speed map (126, 142), and (ii) the dynamically adjusted power boost curve (130) is used to determine a power output target (PO) for scheduling the power output of the work vehicle engine (34). TAR ).

9. The work vehicle engine control system (22) according to claim 8, wherein: The working vehicle (20) comprises a combine harvester having an unloading screw conveyor (44); and Wherein the controller architecture (24) is configured to automatically engage the power boost function when the unloading screw conveyor (44) is in operation.

10. The work vehicle engine control system (22) according to claim 8, wherein: The controller architecture (24) generates the dynamically adjusted power boost curve (130) to extend between the engine protection upper limit (118) and the dynamically adjusted power bump curve (128), as taken along a horizontal axis of the power / speed map (126, 142).

11. The work vehicle engine control system (22) according to claim 1, wherein: The controller architecture (24) is configured to generate the first dynamically adjusted power curve (128, 130) using a technique including shifting the first curve shape to fit below the shifted upper engine protection limit (118) as presented on the power / speed map (126, 142).

12. The work vehicle engine control system (22) according to claim 1, wherein: The controller architecture (24) is configured to generate the first dynamically adjusted power curve (128, 130) using a technique including scaling the first curve shape to fit below the shifted upper engine protection limit (118) as presented on the power / speed map (126, 142).

13. The work vehicle engine control system (22) according to claim 1, wherein: The controller architecture (24) is configured to generate the first dynamically adjusted power curve (128, 130) using a technique including shifting and scaling the first curve shape to fit below the shifted upper engine protection limit (118) as presented on the power / speed map (126, 142).

14. A work vehicle engine control system (22) for scheduling the power output of a work vehicle engine (34) on a work vehicle (20), the work vehicle (20) having a power boost function, the work vehicle engine control system (22) comprising: A memory (88), the memory (88) storing: a default power bump curve (98) having a first curve shape as presented on a power / speed graph (126, 142), the power / speed graph (126, 142) including a vertical axis and a horizontal axis, the power output of the work vehicle engine (34) increasing in an upward direction along the vertical axis and the engine (34) speed increasing in a rightward direction along the horizontal axis; and a default power boost curve (96), the default power boost curve (96) having a second curve shape as presented on the power / speed graph (126, 142); A controller architecture (24) connected to the memory (88) and operable in an enhanced engine protection (EP) mode, wherein the controller architecture (24): If the power boost function is turned off, then: (i) a dynamically adjusted power bump curve (128) is generated by repeatedly fitting the first curve shape below a moving engine protection upper limit (118) as presented on the power / speed map (126, 142), and (ii) the dynamically adjusted power bump curve (128) is used to determine a power output target (PO) corresponding to the current speed of the work vehicle engine (34). TAR ); If the power boost function is engaged, then: (i) a dynamically adjusted power boost curve (130) is generated by repeatedly fitting the second curve shape below the moving engine protection upper limit (118), and (ii) the dynamically adjusted power boost curve (130) is used to determine a power output target (PO) corresponding to the current speed of the work vehicle engine (34). TAR );as well as According to the power output target (PO TAR ) schedules the power output of the work vehicle engine (34).

15. The work vehicle engine control system (22) according to claim 14, wherein: The working vehicle (20) comprises a combine harvester having an unloading screw conveyor (44); and Wherein the controller architecture (24) is configured to automatically engage the power boost function when the unloading screw conveyor (44) is in operation.

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